 Fel gafodd y cwylwgrfaith yma, rwyf meddwl i unionfod i gyfnodd, a ddim yn bryd i gwyllwch. Felly, mae'r cyfreidau bwysig i'r dweud o gydbynngwyr Rhywy 15696 yn eu bair yn ddweud Jamie Green i gynhyrchu ac i ddim yn gweithio rydwg llif Bodygu. Felly, byddai'n cyfreidiaeth er mwyn i gweithio'r dweud i gweithi tynt o'r dweud, ac maen nhw ddwy nhw i gweithio i'r dweud i dweud i dweud i dweud o hydr. Jamie Greene will open the debate for around seven minutes please. First of all, I thank members from right across the chamber, some of them aren't here, from right across the political spectrum for supporting my motion that allowed this debate to take place. Delivering sustainable and renewable transport network is an absolute necessity if we as a Parliament and as a country are serious about meeting our climate change obligations. I feel that it shares wide cross-party support. The premise of my debate today is just to stimulate a sensible conversation around how we can use technology specifically to help to get people moving, to make public transport more sustainable but also more cost-effective and to ensure that any investment that any Government makes in transport infrastructure is hopefully less reliable on expensive, carbon-reliant power. The Scottish Greenhouse Gas Emission report highlights that, in 2016, transport emissions accounted for 37.3 per cent of our total emissions as a country, so more than a third. That report also highlighted that road transport was the largest source of transport emissions in Scotland and that has grown by over 7 per cent since 1990, admittedly and probably likely due to the increase in vehicles on our roads. We had a debate in this Parliament quite recently—many have spoken about it—about the efforts to roll out ultra-low-emission vehicles. It was an excellent debate. However, I would like to reiterate some of the challenges that came out of that debate that was expressed by members from across the board. It is fair to say that there is still an insufficient number of charging points, especially in remote and rural areas. There are still substantial issues around range anxiety. Range anxiety is simply when you are worried about running out of power and having nowhere to charge your car. There is also the lack of standardisation of charging points. I appreciate that Government is not necessarily in control of what business does, but surely we can take the lead in improving standardisation. The significant higher costs of such vehicles are anything from 10 per cent to 30 per cent more expensive at the moment, although becoming more affordable as the days go by. I hope that we can take a look at some of the great work that other countries are doing in ultra-low-emission vehicles. How do we touch on the area of charging points as a barrier to uptake, and how do we get over that? Let's look at the example of Amsterdam, which is doing an excellent job of improving uptake. The Dutch Government provides charging points as residents register their electric cars. It is a method of collecting data so that they know the quantity and scale of car ownership in those streets or areas. As a result, we will make targeted investment in charging points rather than an arbitrary or sporadic roll-out of charging points. I am sure that the minister and his statement will tell us about the numbers of charging points that exist. It is not about how many they are, but about where they are. If you cannot charge outside your front door because you are parked streets away, you are very unlikely to buy one of those types of vehicles. We, as a party, produced a publication recently called Global Challenge Local Leadership Environment and Climate Change. It was a position paper that set out a number of useful ideas and measures that we would like to introduce, take up and growth in the type of vehicle ownership. I would also like to touch on some other types of technologies today in the brief time that we have, specifically hydrogen. It is a conversation that we have not had much of in the Parliament, but I think that it is an important one. Hydrogen technology is a reality in the world today. It can deliver almost carbon-3 transportation. If we look at Germany, for example, which I think is a world leader in the use of this type of technology, they are using it on light rail, on their mainline services, and it is increasingly taking over from diesel-powered passenger trains as well. I have many examples of that, which I will not list today, but we know that Scotland can be a pioneer in hydrogen technology. I appreciate that there is some great work going on around hydrogen marine technology in the introduction of a ferry that will service using that technology, but we also have to have a source of that power as well. That requires infrastructure. How do we get fuel into the country in order to use it on a day-to-day basis? There is welcome progress, but I think that there could be more done. I would also like to touch on another type of technology, which I think I am learning more about every day, and that is battery. The use of battery, especially on rail, if members are not aware, in effect battery packs can be added retrospectively to existing electric trains. We talk a lot about the new class 385s that are coming on board in Scotland. In that, again, they are welcome—the move to electrification. However, you can also attach batteries to those types of trains. What that effectively means is that they can go off the grid where there are tracks that rely on overhead lines and can use lines that are traditionally used by diesel trains. You can have an electric rail that is operating on a non-electric line using the battery power to get it to where it needs to go. The range is increasing as technology increases. The technology is used extensively in Japan, for example. What happens is that the train simply pulls into the station and charges for a few minutes at the station before heading back out on its journey. There is technology out there that plus LNG and many other types of technology that I think we as a country could be focusing our investment on. I am working with industry hand-in-hand to look at how, as they are making progress in the space, the Government can intervene as well. If we truly want to tackle climate change, we really need to lead the way in the world when it comes to emerging technologies. That means increasing our R&D capacity, increasing targeted investment and the right sort of investment in new technologies. It also means fostering a country that inspires new businesses to come here and work with Government to introduce some of the new technology. If we want to remain ahead of the rest of the world and indeed ahead of the rest of the UK in tackling climate change, we need to stop talking more but to start doing more. I believe that the Scottish Government is committed to some of those obligations. We are committed and we, as a Parliament, are committed, but we need to take some tangible steps and measures to introduce them. I will leave it there. I appreciate its lunchtime for many members, but I would like to thank again the members for supporting my motion. I hope that this debate today, as short as it may be, will stimulate some conversation around how we, as a society, can introduce technology as a way of meeting our climate change objectives but also making transport safer, cleaner and more cost-effective. We move to the open debate. I call David Torrance to be followed by Colin Smith. I almost forgot about him. I would like to thank Jamie Greene for securing this important debate on sustainable and renewable transportation in Scotland. Transport contributes to over a third of air pollutants that are emitted in Scotland's atmosphere. Any progress that can be made in the sector to reduce emissions is worthwhile. It is well documented that air pollution is having a grave effect on our environment, causing global temperature rises, shrinking ice sheets, sea level rises and extreme natural events. Long-term exposure to air pollution can also affect public health, as it is known to cause respiratory issues, heart disease and is linked to a wider variety of illnesses. It is clear that steps must be taken to tackle carbon emissions and reduce the harm caused to our environment. Scotland has always had a forward-thinking attitude to the reduction of carbon emissions. We are currently on track to help to perform interim emissions targets of at least 56 per cent reduction in emissions by 2020. An Edinburgh, Aberdeen and Glasgow have been named the top three greenest cities in the UK, based on everything from recycling, air quality to a number of electrical vehicles and green spaces. The Scottish Government is continuing to encourage the reduction of emissions, particularly in the public and private transportation. Significant investment has been made in infrastructure for alternative fuel vehicles, both by the Scottish Government and local authorities. As part of the process of doing the A9, electrical vehicle charging points are being placed at various points along Scotland's longest road, adding to over 2,000 connection points across Scotland. That will help to tackle range restrictions with electric vehicles and to break down perceptions of long-range electric travel as an inconvenience. Scottish Power is also helping to encourage private citizens to make a switch to electric vehicles by introducing a new tariff aimed at electric vehicle owners that allows users to access discounted charging during off-peak hours, taking advantage of cheaper electricity rates through their smart meter for the first time and off from 100 per cent renewable electricity. Local authorities are also taking steps to address carbon emissions by increasingly turning to hydrogen-powered fuel cell vehicles as a solution to reducing their transport emissions. Hydrogen is a sustainable zero-emission fuel that can be compressed and stored for refuelling of a fuel cell vehicle. The only waste products produced during combustion are water and heat, meaning that they emit no greenhouse gases into the atmosphere. Fuel cell vehicles are also more comparable to conventional cars than electric vehicles, as they take less than 10 minutes to refuell and have a driving range of between 200 and 300 miles, depending on the model. That makes them more appealing to drivers with long commutes and those who lack plug-in access for electric vehicles at home or outside, or to organisations with commercial vehicles that have long-distance requirements. The bright green hydrogen site in Meffel has allowed for lower-emission vehicles to be used by both Fife Council and local businesses in the area. Its energy storage system uses excess green energy generated from its on-site wind turbine and solar PV system to create hydrogen storage. The storage hydrogen is used to power sites microgrid at times, when there is a deficit in green energy production. However, it is also used to power 17 hybrid vehicles that were deployed in the Meffel area in 2017. The fleet includes 10 hydrogen nitro vans, five hydro diesel vans and two specially adapted hydro diesel refuge lorries, which are thought to be the first of its kind in the world. The energy storage system supplies hydrogen to two mobile hydrogen vehicle refuelling units, which are based on ISO shipping container dimensions, so that it can be readily transported and easily relocated from site to site. An additional hydrogen storage and refuelling station is located at the council's bankhead vehicle depot in Glenrhoffis off the A9 trunk road. Few cell vehicles are also being used to reduce emissions from public transport networks in our major cities. Aberdeen already has one of the most advanced, typical hydrogen-powered fleets in the UK, including 10 buses, of a never-ten due-to-be introduced. The buses are not only emission-free but are quieter than conventional buses, reducing air and noise pollution. By the end of 2019, we are set to be 60 fuelled cell vehicles operating in Aberdeen area. Additionally, a city's refuelling centre is now open to the public, so anyone who wishes to cut down on their carbon emissions can make a switch to emission-free vehicles. I would like to encourage everyone to consider the option of electric or hydrogen-powered vehicles when thinking of replacing their car. I would also like to see a faster move towards environment-offended bus services across Scotland, especially in our cities. In conclusion, various projects around Scotland utilising renewable energy and alternative fuel sources in transportation are beneficial not only to individuals that use them but to local communities that serve by improving the quality of air that they breathe. A CO2 remains in the atmosphere for up to 100 years after emissions. The effects of those reductions will be felt for generations to come, and the efforts will be continued to cement Scotland as a leading player in the renewable energy industry. Colin Smyth, followed by Maurice Golden. Thank you to Jamie Greene for tabling his motion, which has enabled today's debate on this important issue. As we have already heard, transport accounts for 37 per cent of Scotland's emissions, so it is clear that we will not meet our environmental obligations without radical changes in our transport system. The fact that Jamie Greene's motion covers such a wide range of technologies that can contribute to helping to meet those obligations emphasises the need for a multi-faceted approach, an approach that every mode of transport has a part to play. On the roads of the Scottish Government's targeted to phase-out, the requirement for new petrol and diesel cars by 2032, combined with the introduction of low-emission zones, makes the expansion of ultra-low-emission vehicles one of the priorities. Their numbers have increased in recent years, which is welcome, but electric and hybrid cars still make up less than 1 per cent of road vehicles in Scotland. There is real need to address the financial and practical barriers that prevent people from using ultra-low-emission vehicles. UK-wide research by the Department for Transport found that most private electric vehicle owners are middle-aged, well-off men in urban areas. The estimate of this demographic is unlikely to change as it does not seem to be changing in many walks of life. In the near future, the affordability remains a significant barrier to the take-up of ultra-low-emission vehicles. More needs to be done to ensure that the use of greener vehicles is not only available to the better off, particularly as cities begin to move towards low-emission zones. In January, when we debated the issue of ultra-low-emission vehicles, I raised concerns that there still remains a lack of a comprehensive long-term plan from the Scottish Government to break down the barriers that I have mentioned, including the incentives, infrastructure and the technological developments that are required to meet that 2032 target. The minister replied by saying that, quote, the national transport strategy and the network vision statement, which I will publish later this month, will give more detail on the necessity for investment and infrastructure to support EVs and their roll-out more widely. The end of January has come and gone, so I hope that when I sum it up, the minister may be able to update members on the publication of that statement. I am certainly happy to do that. Colin Smyth, thank you for your intervention. Indeed, the delayed publication of the network vision statement is to take on board more information about hydrogen, which is the subject of today's debate and hopefully helpful for me to reflect on today's debate in that document, but it is within good intent that it is being held back to make sure that we reflect the recent developments in the hydrogen economy. Colin Smyth. I thank the minister for that answer and hopefully we will see the publication of that statement sooner rather than later, because the clock is ticking when it comes to developing and supporting this technology around cars. Of course, the reduction in transport emissions will not all be met by a move away from diesel and petrol cars, because that in itself will not tackle congestion. We need a model shift from cars towards public transport and active travel, and that public transport needs to be environmentally friendly. Hydrogen-based technology has an important role to play, as we have heard already from hydrogen ferries to the new hydrogen buses that have been rolled out in many parts of Scotland. There have been suggestions of course of the UK's first hydrogen-powered train running by 2022. The role of electric vehicles will also be important from electric buses, which are now a familiar sight in their communities to more electrification on our railways. I believe, as Jamie Greene has already highlighted, that it should also include doing more to explore the use of battery-powered trains. Those trains, as we have heard, are the advantage of running and being charged on the electrified parts of the railway, but also being able to continue to run using battery on the tracks that have not yet and will never be electrified. That opens up huge opportunities for many parts of our network. That greener public transport will require support and the will to deliver with buses. That means that public subsidies are being set up in a way that incentivises investment in a greener bus fleet. With ferries, we need a long-term ferry strategy and the national shipbuilding plan to set out our plans to replace and upgrade the fleet in an environmentally friendly way. With rail, we need a greater focus on delivering greener trains, vigorously pursuing options such as hydrail and electric batteries, so we are not solely dependent on electrification, which is a slow and inexpensive process. Across the board, of course, one of the most effective ways to improve public transport would be to take our railways back into public hands and promote more publicly owned bus services. That would ensure that profits are reinvested back into providing services that are not only greener but more reliable, more affordable and more accessible, and ultimately ensuring that our public transport puts passengers not profits first. That consensual point I will end there, First Minister. The last of the open debate contributions is from Maurice Golden. Thank you, Deputy Presiding Officer. I believe that any move to build sustainable transport systems must include a transition to electric and low-emission vehicles at its heart. The case for cutting transport emissions is stronger than ever, particularly given that emissions have remained broadly unchanged since 1990. Moreover, that would boost public health by cutting air pollution, which is estimated to contribute to 2,000 deaths every year. Finally, it would help all drivers, particularly those low earners, with running costs for electric vehicles around the tenth of those for petrol. It is only fair to recognise the steps that the Scottish Government is taking. For example, designating the A9 as Scotland's first electric highway is to be welcomed, both as a practical means to help adoption and as a statement of intent. The same can be said of the 500 new ultra-low-emission vehicles that the Scottish Government announced for the public sector. The Scottish Conservatives recognise the role of the public sector and how it can play in that and have already proposed conducting cost-benefit replacement analysis and mandating consideration of electric vehicles in future public procurement. A commitment to expand the electric charging network with extra funds committed to that effort echoes our policy of expanding the network across our rural communities. It is understandable that many people might have the range anxiety over being stranded if they run out of power with no charging point nearby, so expanding the charging network is a vital step to removing that barrier to adoption. Welcome, as those measures are, unfortunately we are not seeing the progress that we need yet. For example, between 2010 and 2016, the Charge Play Scotland scheme saw just 13 charging points installed in Renfrewshire and only three in East Dunbartonshire. There is also the unresolved issue of standardising charging equipment. That is a must if we are to facilitate mass adoption and minimise costs for consumers and businesses. Costs are an issue, even with support to electric vehicles, remain prohibitively expensive for many. Underscored by the SNP's electric vehicle loan scheme, receiving just 416 applications and with under 500 vehicles purchased over seven years. Add to the fact that there has been no serious consideration given to how to nurture the second hand market to widen access. The reality now is that fewer than 1 per cent of Scotland's 2.9 million cars are electric and the same goes for new vehicle registrations. Fewer than 1 per cent were electric in 2016. By 2030, projections show that electric vehicles constitute just 27 per cent of new car sales, with the deadline for reaching 100 per cent a mere two years later. None of that is said for the sake of being critical but to highlight the scale of the challenge. As I mentioned, there is a political common ground and a role for the public sector, but we must not forget the private sector. A good example being Scottish Power, who, having met them, I know, are working hard on improving the grid system that underpins efforts to expand charging networks and, on the consumer side, they have introduced a new smart meter tariff to make vehicle charging cheaper. With the political, public and private sectors working together in tandem, we have a road to success. We just have to take it. I thank Jamie Greene for bringing this important debate to the chamber today. De-carbonising transport, I certainly agree with members across the chamber, is one of Scotland's biggest challenges in meeting our greenhouse gas emission targets. It is a challenge that we are tackling head on. Looking to the future, our plans for transport will see the greatest emissions reduction in absolute terms of any sector over the lifetime of the climate change plan, so it is important that we start to make progress. This is clearly vital work. It is good for Scotland's health. David Torrance made some excellent points about the impact on health in terms of air quality. It will help to protect our precious environment that we all care about and innovative approaches to low-carbon transport have the potential to bring real economic benefit to Scotland as well. Indeed, harnessing as many of those benefits as possible for the people of Scotland is, I am sure, all our focus in this chamber. In our debate last month on ultra-low emission vehicles, the Cabinet Secretary for Transport, Infrastructure and Connectivity in opening the debate described various forms of support that we are providing to encourage the transition to electric vehicles. Many colleagues across the chamber highlighted the importance of having a charging network that has been repeated today that provides comprehensive coverage across Scotland, giving people the confidence to buy and run battery electric vehicles. Providing that confidence is also a clear priority for us, but we should reflect on what we have already achieved and be sure that we focus our attention on the most important issues. It is not necessarily to dig ourselves up, but it is important to get the information out there about how many charging places there are to try to give the confidence that members are seeking. Jamie Greene raised a fair point. In response to that, the Charged Place Scotland network already provides 1,000 publicly available charge points. That means that we have one of the most comprehensive charging networks in Europe. On average, the nearest charge point is just 2.78 miles in Scotland. That is on average, so there will be longer distance in some localities, but it is 4.09 miles across GB as a whole. We still have an issue across the whole of Great Britain to resolve, but we are making relatively good progress in that respect. In addition, a number of independent providers are putting place charges at various locations, taking together their over 2,800 publicly available individual connectors across Scotland, listed by ZAPMAP, one of the leading listings of public available charge points. In some cases, there will be more than one connector at a single charge point, so that probably underscores that there are actually more charging points than people might imagine. Even taking that into account to show Scotland is well ahead of the European Commission's recommendation of one public charge point for every 10 plug-in vehicles. Through the energy savings trust, we have also supported the installation of 350 workplace charges in 2018-19. That is to add to 461 that we have already installed and 1,200 domestic charges in 2018-19, in addition to 1,928 that have already been installed. We have given credit for, in the past, charging points out there. Some businesses, such as Jamie Greene, Morsegold and others, have recognised or they have their own points. Organisations and individuals are likely to have made their own arrangements without public support as well, so that probably is more than we believe. However, a lot of the public debate is focused on the Charge Place Scotland network, as is the main publicly operated network. However, what is most important, we believe, is the overall accessibility of charges for EV users. We are committed to continuing to fund the public EV charging infrastructure and working with local authorities and others through programmes such as Switched on Towns and Cities. However, we have to be sure that we are providing the right kind of investment. I take the point about making sure that we get the investments in the right place, and that is an important factor. We will continue to add charge points to the network where there is a need to ensure coverage. Our commitment to the electric A9 that was referenced by Morsegoldan is an example of that, but an equally important focus will be on ensuring that the current network is well maintained and supported by excellent customer service, and that it keeps pace with changing technology. However, the burden of charging EVs in Scotland will not fall to the Charge Place Scotland network alone. An analysis suggests that, on average, EV drivers use the public network for 10 per cent or less of their charging needs with the rest charging at home, at work or in other destinations, so there is a mix of usage there. We will continue to talk to the sector to make sure that we stay ahead of developments across our trunk roads, our workplaces, destinations and at home and make sure that it happens in a smooth and effective way as we can. I want to turn to other points that we have made about the wider transport system, and the support for EVs in charging is just one of the most visible demonstrations of that, of course. However, activity goes far beyond that, and a number of examples have been referenced by colleagues across the chamber. We are tackling freight emissions to support for local authorities to deliver EcoStars programme for HGVs. We have set network rail challenging but achievable regulatory targets to go rail freight, which produces 76 per cent less carbon dioxide than road freight per ton of cargo. We will introduce an improved bus service operators grant low-carbon vehicle incentive from 1 April this year, and we will also bring forward a new Scottish Green bus fund with money available over the years, including infrastructure, for the first time, weighted towards the lowest-emitting buses. We will continue to put a shift towards active and sustainable travel to combat health issues related to poor air quality that Mr Torrance referenced. On hydrogen, which has been raised by Colin Smith and other colleagues across the chamber, and the reason why I mentioned the network vision statement, because I am trying to listen to stakeholders about needing to reflect the need for hydrogen, and we are probably doing more detailed work throughout the year on that. We are on the verge of a transformational shift in the use of hydrogen, and Scotland has the natural assets and the skills and experience to fully exploit the potential for hydrogen to help to decarbonise both our transport and heat systems. We have supported a number of world-leading hydrogen demonstration projects. I will not go through them all. I will make sure that there is a list that is available, Presiding Officer, to colleagues who have taken part in the debate. However, more than £6 million support for the procurement of hydrogen buses in Aberdeen, which was referenced by Mr Torrance, £1.3 million for the Orkney surf and turf project in Edith using tidal and wind energy to power the production of hydrogen for use in Kirkwall, and for potentially the hydrogen ferry that has been commissioned to service the route, and £4.3 million for Levenmouth community energy projects, again, referenced by Mr Torrance, because it is in his constituency demonstrating the role that hydrogen can play in a low-carbon energy system. We need to seize the moment to build on these and other projects in Scotland, developing economically sustainable models for the production and use of hydrogen from providing support to grid balancing and utilising constrained renewable energy to direct use of heat systems, where we can see a very low percentage of hydrogen injected into the grid at the moment being increased over time and increasing it into transport applications. Hydrogen presents an opportunity to significantly decarbonise our energy use by releasing the potential for new technologies, businesses and economic benefit across Scotland, and the role and value of hydrogen in our future energy system will, as I say, form part of our electricity and gas network vision statement, which we will publish shortly. As the First Minister referenced at FMQs, the Scottish Government wants to transition to a low-carbon economy, not just to be a just one, but one that ensures that no one is left behind as our technological and economic landscape develops. That is why we have established the Justice Transition Commission, which met for the first time on 31 January and will consider how the benefits of a transition to a low-carbon economy can be shared widely across Scotland. While the emergence of these new technologies provides an opportunity for Scotland to become a world leader in low-carbon innovation, it also has the potential to provide very high-quality job opportunities for individuals across Scotland. That is why, in element that has not been mentioned today, which is very important in a role like low-carbon transport, is around skills. The Energy Skills Partnership and Skills Development Scotland are working to support Scotland's learning institutions to develop the skills base that is needed to deliver and maintain a sustainable low-carbon transport system for Scotland, which provides economic and environmental benefits for Scotland, as well as for individuals. I know that that includes provision of electric vehicles to colleges so that they can train the apprentices of the future in how, indeed, retraining those who are already in the workforce to adapt their skills to service a growing fleet of electric vehicles. The shift towards low-carbon transport has the potential to unlock massive opportunities for Scotland. It is great that there is a great degree of consensus on that point. We believe that businesses will benefit from access to those burgeoning new markets, and individuals will also see huge benefits. However, we are already seeing encouraging progress in the uptake of battery electric, plug-in hybrid cars and, for the first steps towards adoption of hydrogen and bus fleets, rail and ferries. I commend the Scottish Cities Alliance and its partners for the work that they are doing to encourage their members and neighbouring local authorities to adopt a more collective approach to their work on low-carbon transport and energy. The Scottish Government will work closely with all colleagues in the chamber who have an interest in that. I thank everyone for their constructive tone today and look forward to working with them as we decarbonise our transport system. That concludes the debate, and this meeting is suspended until half past 2.