Hansard

For once, my previous employment is actually of some use in a debate in Parliament. People lazily say “a former used-car salesman”. At this point, I say for the record that I never sold a used car in my life. My involvement in the industry was in corporate-fleet sales. When I was involved in that industry 11 years ago, 80 per cent of the new-car market was fleet and corporate vehicles, with only 20 per cent being made up of retail. That is unusual; people expect to walk in to a car showroom and buy a vehicle. The greater volume was in that 80 per cent, but not the profit, which came from poor guys like MSPs turning up at a dealership to get a car.

One of the negatives that people constantly mention about electric vehicles is how much they cost. As someone who has worked in the industry, my argument is that the manufacturers are beholden—they have the opportunity to discount vehicles such that they can obtain market share and ensure that they get models. They have done that in the past, and the responsibility to do so is theirs now.

As has already been mentioned, another problem is battery power. The most popular car in the UK electric vehicle market is the Nissan Leaf, which is said to have a 250-mile range. However, we all know that, in reality, that is not necessarily so, because the range that is achieved depends on the driver’s driving style, the road that they are on, the weather that they are going through and how much power they have. I would probably struggle to get a vehicle from Paisley to Edinburgh and back on one charge, which would be a problem from the start. I can only imagine how that would affect someone who lives in a rural environment.

The battery issue is a technological one that we might be able to solve as the technology gets better. However, as John Finnie rightly said, the components that make up batteries are also a problem. If we are seeking a sustainable future, those who control the batteries and where they go will control the market. Manufacturers have worked that out.

Elon Musk is having a problem. It is difficult to start a company and go from zero to whatever overnight, as he has done with Tesla cars. However, he has not delivered on any of the targets that he, as a manufacturer, has set. He probably has more chance of reaching Mars with his other project than he has of reaching some of the car vehicle targets that he has made. In all honesty, that is what the motoring press would tell us.

Yesterday, I read that Norway is the biggest market for Tesla in Europe, but that the Netherlands nearly beat it—it was just a hundred cars short—because companies there, including major car rental companies, bought 8,585 vehicles. As I have said, I have dealt with the corporate-fleet world, so I think that what will make the difference is getting it and industry to think that way and to see electric vehicles as the way forward.

The Scottish Government cannot achieve that on its own: it will have to work in collaboration with the transport industry—particularly, bus and haulage companies. I spoke to Craig Allan, who runs Paisley Taxis Ltd, which is one of the traditional Hackney cab companies. He bought one of the new electric London cabs, whose manufacturer is not called the London Taxi Company any more. It traditionally made the old Hackney cab, but it has moved on and is now called the London Electric Vehicle Company. It has seen the change. For the major part of the market that it supplies, legislation has changed so dramatically that it has had to change how it does business. That is a perfect example of how legislation can make a difference in the future and how we in Parliament could dictate to industry and manufacturers in order to change their ways.

The new LEVC TX is manufactured at a new facility at Ansty Park, near Coventry. It was purpose built with a £325 million investment—the biggest investment in a UK car plant in the past 10 or 15 years. That shows us that if we, as legislators, can make changes, however small and in whatever way, we can achieve things.

I got in touch with some car companies. It is ironic that the ones that I used to work for did not get back to me. I do not know what that says. The Renault Nissan Mitsubishi alliance’s response was interesting. It talked about how it is a market leader and has sold 490,000 EVs worldwide, and said:

“In addition to this, as a leader in charging infrastructure, Nissan has more than 2,300 quick-charge stations in Europe. This number is predicted to increase to 5,500 by 2020.”

That shows that car companies are moving the right way, too. Therefore, we must, as legislators, ensure that we work with them to achieve what we want.

I do not see the problems that other members have mentioned: we can get this right. I would almost guarantee that, come the next time members are buying their cars, the vast majority of us will buy electric vehicles.