Drones: Consultation Response

Christine Jardine Excerpts

Monday 7th January 2019 Commons Chamber

[Chris Grayling]

The report of there being no drone was a misspeak by a police officer. I have spoken to the chief constable since and to the airport chief executive—we talk regularly—and there is no question but that there was a drone or a small number of drones. Nobody is quite sure whether it was one, two or three, but it certainly was not a large number—probably only one. It made a return on a regular basis on many occasions just as the airport was about to reopen. On contingency work, I spoke to the operators of all the major airports on the day after this happened. Within a short period of time, after we understood what the issue was, police around the country were carrying out additional patrols around those airports. We have had regular discussions since. Baroness Sugg is holding a further meeting with them in a few days’ time to get an update on their plans. All of them have been briefed that we can provide the kind of support that the MOD provided at Gatwick if something happens there.

[Christine Jardine (Edinburgh West) (LD)]

I was one of those tens of thousands of people whose journey was disrupted that day. After the initial relief that it had been rearranged in such an orderly way for me to get home to Edinburgh, which also had to cope with the knock-on effect, I was aghast that one of our major airports could be so vulnerable and that it took so long to get it back in play. That is an issue which, with respect, the Secretary of State will have to pay attention to and address. He said a few minutes ago that these incidents are few and far between, but, with respect, it would take only one to create a catastrophe and there has been an undermining of public confidence in the safety at our airports. Will he bring forward some report, some work to reassure the public, and, without in any way undermining security, detail how our passengers will be protected in our airports?

[Chris Grayling]

I am happy to do that to some degree, but the reality is that the response by the Ministry of Defence included some highly sensitive, confidential, secure equipment. That equipment is there to be deployed at other airports at short notice, should the need arise. I give the hon. Lady an undertaking that we are talking to all those airports about what additional measures they can put in place and are already putting in place to ensure that this cannot happen again. Until now, all the experience of drone incidents around the world has been of irresponsible drone usage. This is the first time that a drone has been deliberately used in a very clever way over a sustained period of time to disrupt an airport. Airports now need to ensure that they are ready to make sure that that cannot happen again.

Edinburgh Airport: Flight Paths

Christine Jardine Excerpts

Monday 29th October 2018 Commons Chamber

[Christine Jardine (Edinburgh West) (LD)]

Thank you for granting this debate, Madam Deputy Speaker, which has taken on a completely different aspect from the one it had when I originally applied. I appreciate that it is on an issue of importance to communities across Scotland and elsewhere who live in the proximity of their local airport or the flight path, but it has a particular resonance for my constituents, who live closest to Edinburgh airport and would argue that they are most affected by the flight path and aircraft noise.

[Hannah Bardell (Livingston) (SNP)]

I appreciate that the hon. Lady has just started her speech and I congratulate her on securing this important debate. She will know that, at the beginning of my time in this place, nearly three years ago, I secured a similar debate. Does she appreciate that about 75% of Edinburgh airport’s aircraft go over my constituency? I would therefore argue that my constituents are as affected as hers, if not more affected.

[Christine Jardine]

I thank the hon. Lady for that intervention; I was going to come on to say that although my constituents who live directly around the airport are affected, I appreciate that communities are affected right across not only Lothian but Fife and as far as Falkirk.

This issue is also vital to the airport itself, which is not only a gateway to Edinburgh and Scotland, but increasingly a gateway to the UK from the United States, Europe, the middle east and, most recently, China. It is one of the biggest employers in my constituency and is a lynchpin of both the local and Scottish economies. It is, though, important to ensure a balance between what is good for jobs and our economy and the welfare of those communities that live side-by-side with the airport or under its flight path. We all know that the operation of airports inevitably impacts on surrounding residents, who have to put up with the high level of noise created by the aircraft.

[Jim Shannon (Strangford) (DUP)]

I spoke to the hon. Lady before the debate and gently reminded her that Belfast City airport consulted widely with the community around the airport, because that was important to do. There is a 9 pm restriction on flights coming into the airport: if a flight comes in after 9 pm, it is fined. Has she considered what Belfast City airport has done as an example of what could happen elsewhere if the airports, communities and Government decide to do something? That could be successful.

[Christine Jardine]

I was going to mention the timing of flights at Edinburgh airport and other airports during the night, which is currently under discussion.

As anyone who has lived under a flight path will know, the constant whine of jet engines every few minutes can be enough to raise one’s blood pressure, as I know from personal experience. Studies have shown that aircraft noise can be associated with a range of health problems.

[Martyn Day (Linlithgow and East Falkirk) (SNP)]

I congratulate the hon. Lady on securing this debate, particularly given how timely it is in the light of the Civil Aviation Authority’s announcement. Although that announcement and the reasons given for it will satisfy some of our constituents’ concerns, it will do nothing to address the problem of ongoing aircraft noise, such as that experienced by my constituents in Blackness, where a pre-existing route that was largely underused on the Grice route has suddenly seen a change in its normal usage. That highlights how inadequate the current procedures are for addressing the issue.

[Christine Jardine]

The hon. Gentleman makes a good point. I am sure that noise issues affect all our constituents. We all hear a great many concerns about that. As we become more connected to each other—not just within the House, but the different parts of the UK—the impacts of aviation must be recognised and mitigated in consultation with those affected most.

As the hon. Gentleman mentioned, by coincidence this debate is now particularly timeous. Originally, I was motivated by a call on the Secretary of State to call in the decision, against which I had a great many representations from my constituents. However, just this afternoon, the Civil Aviation Authority announced that it was rejecting the airport’s new flight path proposals, creating a completely different scenario for this debate. For Edinburgh airport, it is a tough blow, but for many of the communities that have endured two or three—as the hon. Member for Livingston (Hannah Bardell) said—years of consultations and campaigning, and more consultations and concerns, it is a disappointment at a time when it seemed to many of them that a solution might be at hand.

[Hannah Bardell]

On that specific point, although my constituents may be of a different view about today’s decision, I am sure that they and the hon. Lady will agree that it is vital to have a proper process and a proper legislative framework, as proposed by the Davies report on the third runway at Heathrow. The fact the airports have been allowed to spend money, consult communities and disrupt their lives outside of a proper regulatory framework is the key issue at hand. Her constituents, like mine, have been disadvantaged because a proper framework has not been put in place. Does she agree that we have to make sure that one is put in place, and that it happens soon?

[Christine Jardine]

The hon. Lady makes a good point. The need for a framework and for a way to ensure that it is done properly and that we do not have the technical problems and technicalities that have beset this process is important to everyone present in the Chamber. It is important to those who live around not just Edinburgh airport, but Gatwick, Heathrow, Glasgow, Aberdeen, Inverness and every airport in the UK.

For my constituents in Cramond in particular, today’s decision will mean further frustrating delays before they know whether they will benefit from hard work done by themselves and other communities with the airport to find a workable solution. People everywhere affected by this issue need to know where they stand, which is where due process comes in. What will happen now to the flight path proposals and will something be done to control the way that these proposals are made and pursued in future?

--- Later in debate ---

Motion made, and Question proposed, That this House do now adjourn.—(Michelle Donelan.)

[Christine Jardine]

I am sure that the last thing that any of us here wants is for this to become an argument about who is most affected, who is least affected, whether it is the noise, night time or day time—

[Douglas Chapman (Dunfermline and West Fife) (SNP)]

It is really important, as other Members have pointed out, that we have a fair and equitable way of dealing with changes to flight paths. Nobody wants to see Edinburgh airport disadvantaged, as it gives a great boost to the local economy. How do we support an airport such as Edinburgh that obviously needs to grow, but at the same time have an honest and open discussion with an airport authority, or an airport company that has not been absolutely fantastic about doing local consultations? Does the hon. Lady agree that we need to work more closely with the airport to make sure that these consultations in future can be meaningful to the people they affect?

[Christine Jardine]

I thank the hon. Gentleman for his intervention. I recognise that this a matter of concern not just for my constituency, but for those of a number of others in this Chamber, including the hon. Member for Kirkcaldy and Cowdenbeath (Lesley Laird), who could not be present tonight, and the hon. Members for Linlithgow and East Falkirk (Martyn Day), and for Livingston (Hannah Bardell). Perhaps our experience with the airport has been different in some ways. Some of the communities have found that they have had more of the airport’s ear than others. That, I think, brings us back to the point of the hon. Member for Livingston that there needs to be a regulated process to ensure that, at the end of the day, everyone is happy with the outcome. Perhaps because of that, this is the third time that this process has been held up, causing different frustrations to each of us affected by it.

The first consultation exercise that I was aware of was in 2016, and that has since been followed up in 2017 and 2018. Since I was elected to this place, the flight path proposals have been a recurring theme in discussions with constituents and the airport itself. Since the proposals were lodged, the airport has been asked to look again at the impact on Cramond and now at the impact on Livingston because of what has been described to me as a “technical problem”—there needed to be another consultation because the impact on Livingston had changed.

I mentioned Cramond because it feels that it is perhaps most affected, subject as it is to 100% of aircraft movement—typically, 79% to 80% of the landings, at what has been measured at 650 feet directly above the homes there, take place over Cramond. In a recent consultation that I held with the local community, more than 700 people contacted me about their concerns about aircraft noise in particular, and especially at night. It is a strength of feeling that the airport, I think, does recognise. I have been speaking to the airport since then, as I am sure others have, about how to pursue a limit on the number of night-time flights and a cap on the traffic in and out of Edinburgh airport.

One key issue of that flight path exercise was to find a way ahead that would allow Edinburgh airport to continue its successful trajectory, which has seen it become Scotland’s busiest airport, while respecting and protecting the quality of life of its neighbours. It has not always been, as others have alluded to, a smooth relationship, but everyone involved would recognise that, through the consultations, the noise advisory board and the work within the communities, it is a relationship that can be both positive and productive for both sides. The majority of the airport’s proposals have been backed up by a robust process and community involvement, but, in these proposals, the airport is trying to look ahead to where it will be in 2024, and I cannot be alone in hoping that it does not take that long to come to a final decision. It is the hope of the airport, and I suspect the communities, that it will now be possible to move forward quickly on this decision—fast-track it, if you will—and prevent us from all having to go back to square one, creating more uncertainty, concern and stress for everyone involved, particularly the communities.

At this stage I ask that the Secretary of State to do whatever he can to protect both the wellbeing of the airport and the health and wellbeing of my constituents and others. We are asking not for the decision to be called in and taken by him, but for him to ensure that we get a final decision from those best placed to take it and the best outcome for all, without unnecessary delays and perhaps with an eye to a regulatory framework that might make it easier to come to these decisions in future, not just for Edinburgh but for other airports.

National Policy Statement: Airports

Christine Jardine Excerpts

Monday 25th June 2018 Commons Chamber

[Christine Jardine (Edinburgh West) (LD)]

rose—

[Jesse Norman]

I am afraid that I must make progress and continue to respond to the points that have been raised.

We will further improve the excellent rail connections that already exist. As my hon. Friend the Member for Reigate (Crispin Blunt) said, those rail connections distinguish Heathrow from Gatwick. The Elizabeth line will connect the airport directly to central London. The planned western rail link will greatly improve access from Slough, Reading and beyond, and I welcome the support of the hon. Member for Slough (Mr Dhesi). The proposed southern rail access would directly connect the airport to south-west London and the South Western rail network. The interchange at Old Oak Common will allow easy access to the airport via HS2 from the midlands and the north. Of course, Heathrow will pay for any surface access works that are essential to the delivery of the airport expansion. That includes works on the M25, the A4 and the A3044. It will also pay its fair share of the cost of any new rail connections.

Labour has put four tests to the Government on this topic, covering growth across the UK, climate change, air quality and noise. We have responded to each one of those four tests.

Transport Secretary: East Coast Franchise

Christine Jardine Excerpts

Wednesday 23rd May 2018 Commons Chamber

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

It is a pleasure to follow the Transport Secretary. He made a speech that will certainly appeal to his Back Benchers, but I would not say it was a forensic demolition of the argument for public ownership of the east coast main line. When the Transport Secretary throws out phrases like “Labour just hate the private sector” and “they would turn our economy into a Venezuelan economy” that seems like smoke and mirrors to me, rather than forensic analysis.

This censure motion relates directly to the handling of the east coast main line franchise. I am happy to support it on that basis, but there has been a further catalogue of errors on the Transport Secretary’s watch. I want to touch on some of that as well, as it builds up to where are today.

It is clear from the opening speeches that there are opposing views across the Chamber on the merits of privatisation and franchising, but one thing that I am confident about is that, as the hon. Member for Middlesbrough (Andy McDonald) touched on, the Transport Secretary wrongly connects cause and effect when it comes to privatisation of the railways. He continually plays up the increased investment in the railways since privatisation and the subsequent increase in passenger numbers as if it all just magically happened when British Rail was broken up and sold off. It can be argued that British Rail was struggling—it did have some poor rolling stock and it was outdated—but that is only half the picture because the Government would not allow British Rail to borrow to invest in the railways. The Transport Secretary says British Rail did not have access to capital, but that was because the Government would not allow it to access capital.

There was another restriction on the railways at the time. Substantial investment was needed following the 1988 Clapham rail crash, and further rolling stock upgrades and the channel tunnel were bleeding money elsewhere that British Rail was not allowed to access. Once John Major’s Government sold off British Rail, they allowed private borrowing, so it is correct that additional money was levered in, but that money was levered in on the basis that it could be recovered only through fares or through Government subsidy. If the Transport Secretary cannot acknowledge that money can be borrowed only because it is underpinned by the taxpayer, either it shows a real lack of understanding of where the money comes from, or it shows his ideological blind spot.

That attitude permeates all the way through the failed east coast franchise. The Transport Secretary has previously more or less shrugged his shoulders in the Chamber and said, “Well, you know what? Stuff happens. Some franchises fail, and that is the way the private world operates. Some fail and we move on, but do you know what? Others will come along and they will be successful, so why worry?”

[Christine Jardine (Edinburgh West) (LD)]

Does the hon. Gentleman agree that one of the flaws in the east coast franchise, and one of the reasons it failed, is that it was so badly set up in the first place, with the backloading of payments? Does he agree that perhaps we should take this opportunity, as we go into a different arrangement, to look at how we set up franchises to make sure we do not doom them to failure?

[Alan Brown]

I agree with the hon. Lady. I will address a couple of those points because I agree wholeheartedly with what she says about the tender process and the backloading.

The reality is that private investors and companies either make money out of a franchise or they seem to be allowed to walk away. The Transport Secretary stated at the Dispatch Box that what is now happening is not a bail-out of VTEC. But if VTEC owes £2 billion in track premiums and is allowed to walk away without paying anything, that must by definition be a £2 billion bail-out. That is so simple and it cannot be argued against.

Points of Order

Christine Jardine Excerpts

Wednesday 16th May 2018 Commons Chamber

[Mr Speaker]

I think that this matter is best continued, if discussion on it is required, outside the Chamber. I have made my position clear on the subject of the statement being made today. I say this to the Secretary of State, who is not responsible for scheduling: there will be people who feel very unhappy that on a day when we have an Opposition day debate on Grenfell, which is heavily subscribed, a very substantial amount of time has been taken up, inevitably, by this statement. People will be very unhappy about that. I say to Members on the Treasury Bench that they ought to think about these matters extremely carefully from now on, because my priority is to defend the rights of the House of Commons, and I will do that against all comers. I have never been worried about the verdict of the Executive, and I am not going to start now.

[Christine Jardine (Edinburgh West) (LD)]

On a point of order, Mr Speaker. The Secretary of State has again said that he provided copies of the statement. The Liberal Democrats asked for a briefing with him so that we could have some understanding of the statement that was going to be made, but this was refused. I gleaned my information from a reporter on the way into the Chamber, when they said to me, “You’ll be talking about trains today.”

East Coast Main Line

Christine Jardine Excerpts

Wednesday 16th May 2018 Commons Chamber

[Chris Grayling]

I would be happy to do that. I want to see services on this route develop, and I want to see new destinations and new kinds of service. Of course, once High Speed 2 opens, there will be an opportunity for a whole raft of new services on this route, because of all the extra capacity that will be freed up.

[Christine Jardine (Edinburgh West) (LD)]

I wonder whether I could first address the point of order. Correct me if I am wrong, but I think the Secretary of State said that all Opposition parties had been informed of the contents of the statement before we came into the Chamber. That was not the case for my party. We had no notification at all, other than an email with a heading saying that there would be a statement. We did not receive an electronic notification until two minutes past 1 o’clock, when we were all already in the Chamber. Could the Secretary of State comment on that?

The Government cannot simply go on bailing out failing rail franchises. There will be a knock-on effect on other rail franchises, and what are other companies to do if there is a further reduction in economic growth and they are finding it difficult? Are the Government going to bail out every one of them, or will they take the opportunity to look at how public ownership works in this case and examine the future of the railways?

[Chris Grayling]

I will make two points. The custom and practice is to provide an advance copy of a statement to Her Majesty’s Opposition. It has also been the custom in recent years to provide one to the third party. Both of those were done this morning, so I have followed conventions as per normal.

The hon. Lady talks about bailing out a private franchise. I have not bailed out any private franchise; I have just taken away its contract.

Oral Answers to Questions

Christine Jardine Excerpts

Thursday 18th January 2018 Commons Chamber

[Jesse Norman]

I can certainly confirm that if that scheme is given the enthusiastic support of the local transport authorities involved, then we will look closely at it, as we would with all such bids.

[Christine Jardine (Edinburgh West) (LD)]

T9. Given the importance to jobs and the economy of international connectivity through airports, such as Edinburgh in my constituency, will the Secretary of State say what discussions he has had with the European Commission about participating in the Open Skies agreement after Brexit?

[Chris Grayling]

We have two jobs to do for aviation post-Brexit. One is to conclude negotiations within the European Union, which will be part of the ongoing process of negotiating our successor arrangements, and the other is to negotiate successor agreements around the world. We are working on both those things right now.

Gatwick Airport: Growth and Noise Mitigation

Christine Jardine Excerpts

Wednesday 10th January 2018 Westminster Hall

[Christine Jardine (Edinburgh West) (LD)]

It is an honour to serve under your chairmanship, Sir Christopher, and I congratulate the hon. Member for Tonbridge and Malling (Tom Tugendhat) on securing this debate on an issue that affects not only Gatwick but other airports, like the one in my own constituency of Edinburgh West. Residents living around Edinburgh airport are constantly bothered by the number of planes and the noise they make. Nevertheless, Edinburgh airport is a vital and growing hub for tourism and industry, not only for my city but—

[Sir Christopher Chope (in the Chair)]

Order. This is a debate on a narrow subject—growth and noise reduction at Gatwick airport. Okay?

[Christine Jardine]

indicated assent.

[Sir Christopher Chope (in the Chair)]

If the hon. Lady is going to make a contribution to the debate, she needs to confine her remarks to the subject matter of the motion.

[Christine Jardine]

Indeed; I understand completely. I was simply going to relate how similar the issue is in Gatwick and in Edinburgh, and how—perhaps—Gatwick airport is an example of what we should be pursuing across the country. Unlike Gatwick, Edinburgh airport is not an airport that is particularly restricted at night by legislation. Like at Gatwick, however, as the hon. Member for Gordon (Colin Clark) mentioned, the problem is endured at a number of airports around the country, and Gatwick provides us with an example that we could perhaps follow.

The general volume of air traffic in this country has grown significantly over the past 10 or 20 years. At Edinburgh airport, we now have 12.4 million passengers annually. I imagine that that number of passengers is not as large as the number at Gatwick, which I understand is owned by the same company that owns Edinburgh airport. There is a direct connection between the two. What we have to do with both is find a way to balance the needs of the communities around the flight path and the needs of the airport.

It should not be a burden to live near an airport. An airport should be an asset, and communities such as those in my constituency—Cramond, South Queensferry and Ratho— that are constantly disrupted in their night- time routines should not be expected to suffer that without some support, including legislative support if necessary, from the Government. Indeed, those residents brought me some evidence—I am sure it is relevant to Gatwick as well—of how there is a link—

[Sir Christopher Chope (in the Chair)]

Order. I well understand that the hon. Lady has a deep constituency interest in Edinburgh airport, but this debate is about Gatwick airport. Frankly, I think it is very unfair of her to use examples from her constituency to try to produce a nebulous connection between Edinburgh airport and Gatwick airport. If the hon. Lady wishes to speak about Gatwick airport and the subject matter of this debate, which is growth and noise reduction at Gatwick, she can continue to do so. If not, I will call the next speaker.

[Christine Jardine]

Apologies. I was simply wishing to illustrate that residents around Gatwick will be suffering from the same sort of inconvenience. The evidence that has been brought to me appears to show a link between the sleep disruption caused by aircraft noise, particularly at night, and conditions such as high blood pressure, stress and coronary problems. Noise between 10 pm and midnight—the evening period, rather than the overnight period—is a particular problem at all airports, but specifically at Gatwick, given the number of flights involved.

Gatwick is an illustration of the problem, and it shows exactly why we need some legislation to control noise. The aircraft and airlines have improved the engines in recent years. Although easyJet is about to buy a fleet of jets that are much quieter than those it has currently, I doubt that one airline alone would be sufficient for residents around Gatwick. They would like to see more control and legislation that insists that more airlines use similar aircraft and includes restrictions on numbers and times. Gatwick is an example that we should take to the rest of the country. We should use it to show us where we should be going in having a balance between our communities and our airports.

Airport Expansion: Economic and Environmental Impact

Christine Jardine Excerpts

Wednesday 25th October 2017 Westminster Hall

[Ruth Cadbury]

The hon. Gentleman is right that commercial and leisure interests mean that passengers want to fly from Scotland to London, but there are five airports in London; why should Heathrow be the one that takes additional capacity? Also, many people in Scotland want to fly direct to their primary destination and would prefer not to transfer planes in the south of England.

On the restricted growth of regional airports, the Airports Commission pointed out that Heathrow expansion would negatively affect the opportunity for growth at nearly all regional airports in the UK. Heathrow claims that the third runway will service 14 domestic routes, yet the commission suggests that without a regional slot allocation preference or some sort of subsidy, new domestic routes may not be commercially viable. Indeed, it predicted that domestic airport connections to Heathrow would be reduced from the seven routes today to only four by 2050. The Government have yet to give any commitment on whether they are prepared to financially support these regional connections.

Increases in passenger numbers are regularly cited as the rationale for airport expansion, but interestingly the number of air traffic movements grew by only 0.6% between 2000 and 2014. Obviously, there are restrictions at Heathrow in that respect. Let us move on to climate change, because it is an important issue.

[Christine Jardine (Edinburgh West) (LD)]

As the hon. Lady moves on to climate change, does she agree that, with Brexit looming and its likely impact on air travel to and from the continent, there is a case for re-examining the possible impact on all our airports?

Automated and Electric Vehicles Bill

Christine Jardine Excerpts

2nd reading: House of Commons & Ways and Means resolution: House of Commons
Monday 23rd October 2017 Commons Chamber

[Christine Jardine (Edinburgh West) (LD)]

Thank you, Madam Deputy Speaker, for calling me to speak in this debate, which is perhaps deceptively important to our future wellbeing as a nation. The Bill is about so much more than a driving experience. It could be a radical departure in travel, transport and low carbon fuels.

Although the Liberal Democrats are happy to support the Bill’s stated aim of enabling consumers in the UK to be among the first to reap the rewards of improved technology and setting a regulatory framework for the next wave of improved technology, our support is not unreserved. No, we have serious reservations about the approach—it is not the widespread approach that is needed to maximise the benefits and effectively control these new technologies—and about issues that have already been mentioned, such as moral judgments by computers, insurance and vehicle excise.

On the plus side, my party is committed to encouraging the swift spread and accessibility of electric vehicles to reduce emissions, so we welcome the proposed creation of universal charging points. Similarly, air pollution in the UK is already a killer, and we have heard that it claims about 40,000 lives a year. In my constituency, the pollution levels in St John’s Road, which is the most polluted stretch of roadway in Scotland, are a genuine cause for concern. The Government’s stated support for low carbon transport is welcome, and it is vital if we are to meet our commitment to reducing greenhouse gases by 80% by 2050.

The Liberal Democrats’ commitment to the development of automated vehicles was clear from the coalition’s £10 million investment in programmes and research. We believe that such vehicles will reduce accidents and enable more elderly and disabled people to use the roads. This Bill does not go far enough, however. There are several areas in which it falls short of the sort of far-reaching and visionary approach needed to secure an all-encompassing and successful move to greener transport, which protects our health now and protects the environment for future generations.

If the Government are truly serious about creating game-changing legislation, I believe that they should look to the sorts of measures that the Liberal Democrats have committed to, such as a green transport Act and an air quality plan. We need a diesel salvage scheme and a ban on small diesel cars and vans. We want the introduction of ultra low or zero emission private hire vehicles and buses within five years. We need low or zero emission zones and reformed vehicle excise.

We need to look at more accessible charging points, the importance of which must not be underestimated. As the right hon. Member for West Dorset (Sir Oliver Letwin) mentioned, if electric vehicles are to become sufficiently popular that they reach a critical mass of usage, there must be charging points at which it is convenient to leave vehicles safely for hours. That means residential facilities and workplace charging facilities. Facilities at petrol stations and motorway services, as the Government propose, are all well and good, but those at homes and workplaces are more useful. Councils should perhaps have powers to require that new commercial and industrial developments provide electric charging points. We need a pilot scheme to look, for example, at the use of lamp posts in residential areas where there are no driveways—in areas containing flats and terraced housing, as has been mentioned.

The Minister has said that he is happy to have discussions, but those discussions and the consultation that he mentioned must be effective. If the roll-out of electric vehicles is to be truly effective at reducing emissions, the energy that they use must be clean. There is absolutely no point in every single one of us driving about in a clean vehicle if the electricity that those vehicles use is generated using old-fashioned dirty power stations. That is critical. We need an expansion of the renewable energy sector and the restoration of subsidies for solar power and onshore wind. Electric vehicles must not be the sole focus. The hydrogen fuel cell sector has much to offer and should not be ignored.

The Bill also looks at driverless vehicles. Their development, although highly desirable, will demand significant changes to insurance and road traffic laws, as we have heard from other speakers. The Government have not, in our opinion, given sufficient attention to these issues; indeed, we are now presented with a Bill that is narrower than was originally envisaged. Where, for example, is the regulation of the use of drones and laser pens, which can be so dangerous to landing aircraft? Much of the Bill is admirable, but, sadly, it lacks the vision of the legislation that was originally promised. Where is the overarching strategy in which electric and driverless cars are part of a societal change in vehicle use, road safety and carbon emissions?

Surely, none of us in this place can doubt the value and desirability of encouraging the take-up of new, greener and safer vehicle and transport technology. The underlying principles of the Bill are sound, but we should also be thinking about cleaner air, greener transport and renewable energy. They are our future, and we should approach them not in a guarded, half-hearted or compromising way, but with real ambition and an adventurous spirit. We should see ourselves as pioneers of a better, cleaner society.