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Jeff Smith (Manchester, Withington) (Lab)
It is a pleasure to serve under your chairmanship, Mr Betts. I congratulate the Environment, Food and Rural Affairs Committee on a comprehensive and valuable report on the air quality crisis that we face in this country. I am pleased that the Committee is continuing to take evidence on DEFRA’s plans following the High Court ruling that the Government have comprehensively failed to address the issue.
There is a lot in the report, and I will briefly address a couple of its recommendations on vehicle emissions. The deterioration in the quality and safety of the air we breathe, particularly in cities such as Manchester, is increasingly acknowledged as a public health crisis. We know that air pollution causes 40,000 premature deaths a year, that air pollution is linked to cancer, asthma, strokes and heart disease, and that 3,000 of our schools are on sites with dangerous levels of air pollution.
The report is particularly timely in light of the EU referendum result. There is no doubt that the EU has helped us to address air quality. EU regulations such as the 2008 ambient air quality directive have been important tools for campaigners to hold the Government to account. Just this week, EU Environment Ministers approved a new directive on air pollution that revises targets for member states in line with the Gothenburg protocol. The directive is predicted to halve premature deaths in the EU due to air pollution by 2030, so the EU has a strong track record of action on this issue. Working closely with our EU partners will be critical in the coming years, which is why there is such concern that, following the referendum, we are now at a crossroads. The scale of the challenge is huge.
From speaking to people such as Manchester Friends of the Earth and the British Lung Foundation, I know there is a real fear that leaving the EU could see us return to being the dirty man of Europe, notwithstanding what was said earlier about the repeal Bill. I agree with the Labour environment campaign and ClientEarth that the prospect of leaving the EU reinforces the need for a new clean air Act to bring the EU and World Health Organisation guidelines into UK law to ensure that we do not lose those safeguards in the long term.
The report raises a couple of issues that relate to Manchester. First, I welcome recommendation 9, which calls on the Government to extend new powers and support to councils that are ready to address air quality. Restricting the provision of clean air zones to five cities outside London limits the scope for supporting urban centres such as Manchester to play our part in reducing air pollution.
The Parliamentary Under-Secretary of State for Environment, Food and Rural Affairs (Dr Thérèse Coffey)
We are not restricting it. The difference is that the Government are requiring it of those five cities. Any part of the country can introduce a clean air zone if it wishes.
Jeff Smith
What we do not get in Manchester is the support and resource to do it, as the other five cities do.
I was told in July 2016 that Greater Manchester was denied funding and support for a clean air zone because of predictions that the city region would not break the EU directive limit. However, it emerged during the recent High Court case that DEFRA originally included Greater Manchester in the list of clean air zones, only to be told by the Treasury that we cannot afford it. Also, DEFRA’s air quality projections for Manchester have been widely discredited because they are based on static car usage and no population growth—in fact, Greater Manchester’s population has grown at double the UK average over the past decade. Despite our fantastic progress on public transport, particularly our Metrolink, 58% of journeys within Greater Manchester are still made by car. Now that DEFRA is having to revisit its air quality strategy, I urge the Minister to think again and support Manchester in implementing a clean air zone.
Secondly, we all got it wrong on diesel vehicles, and the Government now need to take stronger and faster action. The direction of travel across the world is away from diesel cars and towards low-emission vehicles. As has been mentioned, just last week Paris, Mexico City, Madrid and Athens joined Tokyo in moving to ban diesel vehicles from their city centres.
Recommendation 19 calls for a national diesel scrappage scheme, paired with grants for purchasing low-emission vehicles. Funding for new refuelling infrastructure for low-carbon vehicles is welcome, but it is clearly not enough on its own to get high-polluting diesel cars off the road. In Manchester we have taken promising steps to modernise our bus fleet and increase the number of charging locations for electric cars, but we need the Government to show more leadership. It is time for the Government to follow our international partners and take serious action. A scrappage scheme for diesel cars would demonstrate such action, so I repeat the calls made by other Members to reconsider that proposal.
I will not speak for long, but I return to the High Court case brought by the lawyers at ClientEarth. The case exposes the Government’s lack of ambition to address our air pollution crisis. The verdict shows that the Government are committed to scraping by but, following the EU referendum result, that approach will not be enough.
Recommendation 7 sums it up perfectly:
“the Government must accord poor air quality a priority commensurate with the toll on the nation’s health and environment.”
That is absolutely what we need now.
The Parliamentary Under-Secretary of State for Environment, Food and Rural Affairs (Dr Thérèse Coffey)
It is a pleasure to serve under your chairmanship, Mr Betts. I thank the Liaison Committee for granting this debate to my hon. Friend the Member for Tiverton and Honiton (Neil Parish).
Improving air quality is my top priority and I welcome the Environment, Food and Rural Affairs Committee’s interest in this matter. Such interest is not unique to the Select Committee. Air quality has improved significantly over recent decades, through the regulatory frameworks put in place by successive Governments, starting with the Clean Air Act 1956 and continuing as we signed up to the international protocols that have been continually revised, usually brought into place by EU regulations. We have supported them. The standards have got tougher and I am determined that we will improve air quality further.
We are showing leadership in driving improved air-quality standards internationally through the Gothenburg protocol. As a result, in common with the rest of Europe, we now have legally binding targets to reduce UK air pollutant emissions by 2020, and to reduce them even further by 2030. The targets will be incorporated into our legislation by the end of June 2018. I will set out further actions in due course, including publishing the UK Government’s air pollution action plan, which includes all pollutants, and we must do that by no later than March 2019.
The Government’s ambition is that ours will be the first generation to leave the natural environment of England in a better state than we found it, which is why we are developing a 25-year environment plan that will include a strong focus on clean air. Our most immediate challenge, though, is to reduce the number of local pollutant hotspots caused by vehicle emissions. That is why the UK led the development of the real driving emissions test. From next year, vehicles will have to meet emissions limits in real driving conditions across a wide range of typical operating conditions. We have also committed more than £2 billion to increase the uptake of ultra-low emission vehicles and to support greener transport schemes. In addition, in the autumn statement we announced a further £290 million to support electric vehicles, low-emission buses and taxis, and alternative fuels. As has already been mentioned, earlier this year we set up the joint air quality unit with the Department for Transport. The unit is focusing on reducing local concentrations of air pollutants from vehicles.
In answer to my hon. Friend the Member for South West Bedfordshire (Andrew Selous), we are absolutely determined to maintain international leadership on the uptake of ultra-low emission vehicles. I recognise the figures he cites for Japan, but we have certainly been the largest market in the European Union this year, and the Government are increasing their support. In answer to my hon. Friend the Chair of the Select Committee, the UK already has the largest rapid-charging network in Europe. Alongside the comprehensive package of measures from the Office for Low Emission Vehicles, we intend to introduce in the modern transport Bill powers to regulate technical standards of infrastructure to ensure the easy compatibility of vehicles, and to require provision at motorway service areas and fuel retailers.
Following the outcome of the judicial review, the Government are developing a new and more ambitious national plan for reducing local concentrations of air pollutants. We are working at pace to update our modelling, in the light of the latest evidence, to inform our plan. Many options are being worked up for us to consider, including fiscal matters. We have established a cross-Whitehall approach, and I have personally arranged to meet Ministers from the Department of Health, the Department for Business, Energy and Industrial Strategy, and the Department for Communities and Local Government. After those meetings and encouragement from DEFRA, the inter-ministerial group for clean growth was reconvened. We have started to meet monthly and are meeting again next month.
Officials from all the relevant Departments are working to consider what policies and funding will be needed to achieve our goals. Members should realise that the focus will be on carbon and air quality; I recognise that, as Members have said, carbon has been the focus in the past, without consideration of other matters. Meanwhile, DEFRA will continue to influence other strategies and policies as they develop. For example, we recently proposed a consultation on the impact of generators, which I suggest may have influenced a significant drop in the number of contracts being awarded for diesel generation in a recent capacity market. We will consult on the revised plan by 24 April, at which point I am sure the Select Committee will want to discuss matters further. The final plan will be in place by the end of July.
Clean air zones are a key element in our approach to reducing local concentrations of air pollutants, and local authorities already have the power to introduce them. I am pleased to say that Manchester is already considering introducing such a zone, without the Government having mandated it to do so. To support local authorities in creating them, and to ensure a degree of national consistency, we have published a draft framework for clean air zones. The consultation on the framework recently closed, and we received more than 200 responses, which we are now considering.
The hon. Member for Caithness, Sutherland and Easter Ross (Dr Monaghan) said that we would end up with a one-size-fits-all category D model, but that is not the case. Clean air zone standards will be varied by need: some will be category B, some category C and some category D. We will be requiring five cities—Birmingham, Derby, Leeds, Nottingham and Southampton—to implement clean air zones, and as part of our updates to the national plan we will look at whether we need to mandate more zones. As I said to the Select Committee, our indicative modelling suggests that that will be the case, but I need to discuss matters with the relevant local authorities before announcing anything to the House.
My hon. Friend the Chair of the Select Committee mentioned some other elements. Birmingham City Council is trialling the conversion of diesel to liquefied petroleum gas with taxis, but I am led to believe that it does not work technically for most cars. I know that costings have been done in the past for income-based scrappage, or a scrappage scheme more generally, but the Transport for London proposal about which my hon. Friend heard would not really work because it was talking about the exchange being for an Oyster card.
Alongside national Government action, I am encouraging local councils to do all they can to use existing powers to improve air quality and deliver real change, tailored to their local communities. Local authorities have opportunities to think about local land use and their decisions on planning, roads and, indeed, the local air quality management areas they themselves declare.
Rachael Maskell
Alongside giving that opportunity to local authorities, what resourcing is the Minister providing for them to take that work forward?
Dr Coffey
The hon. Lady will be aware that elements of funding are available as part of the air quality grant programme. The sum has increased at least sixfold since the previous grant last year. If we have good enough bids, we hope to work with the Treasury to consider how we can develop that funding further.
I recently sent letters to 230 local authorities with air quality management areas, seeking updates on their plans, and on their plans to move to compliance. From the number and quality of responses that I have already received, I have been pleased to note that positive action is being taken in many places. Mid Devon District Council has taken a lead role in the region’s low emissions partnership; Rushcliffe Borough Council is taking forward a number of transport and educational initiatives, while also reducing the council’s own impacts; and Norwich City Council has recorded a significant reduction in nitrogen dioxide after improving traffic flow and introducing a new fleet of Euro 6 buses. The Public Health Minister and I have written jointly to all directors of public health to encourage them to show their influence on air quality at a local level. The Mayor of Bristol replied to my letter and I am pleased to say I will meet him next month, alongside MPs from Bristol.
There are other matters to consider, such as reducing emissions of particulate matter, which is also an important priority for me. The largest source of those emissions now is domestic solid fuel, such as wood and coal burned in open fires and stoves, the use of which has increased significantly in recent years. I am considering a range of options to address this issue, and as a first step I plan to engage with stove manufacturers and retailers to understand the issues and identify where improvements could be made, through industry-led action on cleaner appliances and fuel. In particular, one of the messages that I would like to give out before the Christmas holidays is for people to think about the choice of wood that they use when they have open fires, and to use wood with the lowest moisture possible, to reduce the production of soot and dust.
With regard to farming, our target is to reduce ammonia emissions, which have already decreased significantly over many years. However, we know there is more to do. As a first step, DEFRA recently launched a farming ammonia reduction grant, to encourage the agriculture sector to help drive reductions in ammonia emissions.
I note the points that my hon. Friend the Member for Tiverton and Honiton raised on the use of fertiliser and grass feeds. DEFRA is also looking at greenhouse gas emissions, working with the Agriculture and Horticulture Development Board to drive forward efficiency gains in the beef sector via the beef genetic improvement network.
My hon. Friend also referred to construction, with regard to non-road mobile machinery. We have worked closely with the European Union and the legislation on that area was published in September 2016.
I recognise that the decision made by Greenwich Council was unpopular with the hon. Member for Poplar and Limehouse (Jim Fitzpatrick). According to the Mayor of Greenwich’s website, the decision was considered for call-in by the Mayor but he decided not to. However, my hon. Friend the Member for Tiverton and Honiton will be aware that our right hon. Friend the Minister of State, Department for Transport, has committed to look further at what can be done on shipping emissions, which I am sure is good news for air quality, not only on the Thames but around the country.
My approach on this issue is not to play the blame game or pass the buck. As was pointed out, a previous Government incentivised diesel vehicles, to cut carbon. I could casually blame them, but I just do not see the point of doing so. I do not blame local councils for this matter, but alongside our national strategy we need to take local action. As I have said before, improving air quality is my top priority and a top priority for DEFRA. We are committed to improving air quality across all levels of Government, to deliver the improvements that are needed. As my hon. Friend the Member for Tiverton and Honiton has pointed out, co-ordinated action is absolutely needed, and I can assure him that that work is under way.
In that work, we have the backing of our right hon. Friend the Prime Minister, who just last month said to the House:
“We have taken action, but there is more to do and we will do it.”—[Official Report, 2 November 2016; Vol. 616, c. 887.]
Mr Clive Betts (in the Chair)
I call the Chair of the Select Committee to wind up.