Official Controls (Location of Border Control Posts) (England) Regulations 2024

Baroness Randerson Excerpts

Wednesday 22nd May 2024 Lords Chamber

[Baroness Bennett of Manor Castle (GP)]

My Lords, I thank the noble Lord, Lord Berkeley, for securing this debate, and I return to issues that I have previously raised with the Minister, particularly about biosecurity and the impacts on small and medium-sized enterprises through the operation of these inland sites. I have three points to make.

First—perhaps the Minister can provide information on this—I have been speaking to the environmental horticulture industry and I declare that, along with the Industry and Parliament Trust, I have a fellowship with the Horticultural Trades Association. What seems to have settled into the pattern for the environmental horticulture sector is that it is seeing large numbers of lorry loads being simply waved through and not being subjected to any checks. I am well aware of the desire to make sure there is not too much obstruction at the border, but there is a general feeling, which I will come back to later, that Sevington does not have enough space or staff capacity at the right times and it is impossible to carry out the biosecurity checks that were previously done on-site when goods arrived at nurseries and other places. That presents a serious biosecurity risk, when we know the pests and diseases that potentially can be imported from the continent. There are also concerns about goods coming from other places.

Secondly, I refer to the comments made in the past few days by the director-general of the Institute of Export and International Trade, which particularly looks at the food aspects. He referred to

“businesses left in the dark with vital information provided much too late, the systems being introduced aren’t working properly. Businesses are frustrated, hauliers are angry and fresh produce has gone off due to repeated delays”.

Like the noble Lord, Lord Berkeley, I am not going to read out an enormous amount of detail here, but it is worth people in general knowing that, on 17 May, Defra issued a series of updates. These indicated that medium-risk plant products will now be split into two categories: “Medium Risk A”, which need phytosanitary certificate and pre-notification, and “Medium Risk B”, which need a phytosanitary certificate but no pre-notification. So far, only certain fruit, such as quince and stone fruit, are in the latter category; spinach leaves have just moved from the “Low Risk” to the “Medium Risk A” category. We have to look at the usage and what is happening to the facilities created by the instrument that we are discussing and think of how difficult it is for people to manage this system when those kinds of things are happening.

Finally, again referring to Sevington, I want to mention issues that were raised by the Dover port authority at the end of March but that still very much apply. Now that we have had some time for the facility at Sevington to be in operation, perhaps the Minister can comment on the way in which it is going. There was great concern about whether Sevington had sufficient capacity to be able to handle products of animal origin. The reports I am hearing suggest that many lorry loads are either being waved through or ending up having to wait for long periods, which for animal products is a serious issue.

We are going into an election period. I guess that these issues are probably not going to get much of an airing for six weeks or so, but they are continuing issues that will need to be grappled with by whoever is in government and by an industry sector that is giving strong indications that the Government’s systems are causing it to struggle enormously with getting in the goods it needs.

[Baroness Randerson (LD)]

My Lords, I thank the noble Lord, Lord Berkeley, for putting down this Motion for debate and for rightly emphasising the importance of the short straits crossing in relation to these regulations. To pick up his final point about the government guidance issued yesterday, this new system was introduced on 30 April. It defies belief that, after all these months of preparation, the situation is still producing a time lag for instructions on how people should be using them.

Obviously, the area of greatest concern throughout the UK is the issue of Sevington in relation to the short straits crossing, because it is about 20 miles from Dover and from the mouth of the Channel Tunnel to Sevington. Previous questions I have posed to Ministers have produced what I understood to be a statement that there are no plans by the Government to escort vehicles from the port to Sevington and no plans to observe those vehicles to make sure that they get safely from one to the other. I would be grateful if the Minister could confirm that people will be trusted to take that journey and not to disappear en route. The drivers of those vehicles will already have been picked out and will know that they are under additional checks. They would have every incentive to avoid those additional checks if they were intent on some kind of malpractice. I fully understand that the average driver is not of that ilk, but there are people with what have been described to me as seriously dodgy loads.

Retained EU Law (Revocation and Reform) Bill

Baroness Randerson Excerpts

Committee stage
Wednesday 8th March 2023 Lords Chamber

[Baroness Randerson (LD)]

My Lords, my noble friends Lord Bruce, Lady Suttie and Lady Humphreys have explained the different approaches and situations of the devolved Administrations, thereby demonstrating the need for a sensitive approach from Ministers. I particularly welcome the reference by the noble Baroness, Lady Ritchie, and my noble friend Lady Suttie to the application of the Bill in Northern Ireland. Because of the situation there, we discuss the Administration far too infrequently, and that issue needs to be addressed.

On Amendment 117, to which I have added my name, I am very grateful to the Minister for his recent letter which specified that any REUL to be extended will need to be specified by its full title or by “specifying a description”. That phrase is not defined in the Bill, which means it is another thing that has been left to the judgment of Ministers; indeed, the Minister’s letter actually uses that phrase, saying that it will be left as “a judgement for Ministers”. It says that this description

“could encompass a description of legislation in scope of the Common Frameworks”

and gives the example of common frameworks relating to food and feed safety. That is extremely helpful information for those of us who have been members of the Common Frameworks Scrutiny Committee for some years.

By logical progression, am I right to assume that Ministers could decide to include all common frameworks in one umbrella description in the Bill, or to provide a list of all the agreed common frameworks? Surely, that is the logical conclusion. There are very good reasons to do that. First, it would end the unnecessary uncertainty caused by the Bill and the economic damage it is doing to industries in Britain. Secondly, there can be no clusters of legislation that have been more thoroughly and comprehensively—and very recently—looked at than those subject to common frameworks. They have been subject to scrutiny by all four nations of the UK and by a wide variety of stakeholders. All those clusters have been deemed by the UK Government and by the Administrations in the devolved nations to be up to date and fit for purpose. The Minister has said that that was the reason why some legislation might need to fall, and we would all understand that, but it does not apply to the legislation subject to common frameworks. If something unforeseen arises, there is a mechanism to resolve disputes.

There is no doubt that this legislation is not fit for purpose. The UK Government have nothing to fear because they have the last word on common frameworks and have led the process of establishing them. So I urge the Minister to table amendments on Report that clarify the future place of common frameworks and that specify which ones will be exempt from the sunset.

I have one other thing to probe. In his letter, the Minister used the example of food safety legislation. The extensive catalogue of this has grown since the 19th century. Back then, lead was put in Red Leicester cheese to make it red, copper was put in butter to make it yellow, and chalk and water were put in milk to make it go further. Even if the food was kept in normal circumstances, those normal circumstances were often so poor that it went off and made people seriously ill or killed them. We have moved on from that to a vast catalogue of food safety legislation, but we are still nowhere near perfection or peak knowledge on food safety. Our understanding improves all the time. Recently, there has been research showing that there are plastic particles in bottled water. That is something that we did not understand a couple of years ago. We do now.

Can the Minister tell us how further regulations on food and upgrading regulations on food will be viewed by the Government? Will it be regarded as an additional burden on business? Will it be regarded as increasing regulatory burdens and therefore be excluded by the Bill? If we are not allowed to update our legislation, surely we will lag behind. We will be the country that still has the substandard plastic bottles, just as we would be the country with cars that are less fuel-efficient and toys that are more dangerous, to take examples from earlier debates.

On Amendments 135 and 143 in the name of the noble and learned Lord, Lord Hope, which I support, I refer to the fourth report of the Procedure and Privileges Committee, which followed up on the Constitution Committee’s report of January 2022. That report recommended that we in the House should give greater prominence to legislative consent Motions. The Procedure and Privileges Committee has now agreed to a very welcome and comprehensive process for reporting the decisions of devolved Administrations on LCMs and situations where the UK Government have not sought consent but the devolved Administrations have given or withheld it. This is significant because, as my noble friend has said, in the last few years there has been a huge erosion of the 1998 decision that the UK Government would not normally legislate in matters within the competence of a devolved parliament without its consent. It used to be the case that the Government went to enormous lengths to take the Sewel convention into account. That has been eroded, to the great detriment of good relationships across the UK. This Bill does nothing to improve relationships.

I fully support those amendments tabled by the noble and learned Lord, Lord Hope, which seek to restore a small part of the devolved powers that have been undermined by the Government in recent years. Those amendments and the recent decisions of the Procedure and Privileges Committee will make it more difficult for us to remain unaware of the views of the devolved Administrations.

[Lord Thomas of Cwmgiedd (CB)]

My Lords, I will add a brief word on two of the amendments, because I agree with everything that has been said but do not wish to prolong the debate. I wish to say something about Amendments 135 and 143 as, in my view, they go to the spirit of the union. I know that the noble Baroness the Minister has done much to try to ensure that we are governed in a union where there is respect and equal treatment. I thank her very much for that. I also welcome the attitude of the Prime Minister, which is in complete contrast to that of the last but one Prime Minister.

The spirit of the union is encapsulated in both these amendments. First, on Amendment 135, if something is devolved, please get consent. That seems a matter of ordinary courtesy that strengthens the union. It is not a big ask. Secondly, on Amendment 143, why should the Welsh and Scottish Ministers not have the same powers? The answer was given by the noble Lord the Minister to a similar question I raised. Although the Government may not say what they are going to do, I very much hope that they look at these amendments as showing a determination to govern our union in the spirit of co-operation, equality and respect.

--- Later in debate ---

For the reasons outlined, I therefore ask the noble Baroness, Lady Randerson, to withdraw her amendment. I promise to write to the noble Lord, Lord Collins. There were a number of questions there and I think they demand a full response, so I would rather write in due course.

[Baroness Randerson (LD)]

I have listened carefully to the Minister’s response. When I spoke earlier, I said that the letter from the noble Lord, Lord Callanan, was very helpful, but I have not had a specific answer, taking my example of fragments of plastic in bottles of water, as to whether the Government would respond to that requirement for change in food and food safety legislation. Would the Government regard it as a technical advance, which the Minister referred to, or as unduly onerous regulation, which she also referred to? What would happen if, for example, the Welsh Government decided they wanted to go to a higher standard of plastic in water bottles but the UK Government decided they did not want them to go to that higher standard? If the Minister cannot answer that now, could she give us a commitment to write with that worked example and give us an indication of what is unduly onerous EU-based legislation and regulation and what is technical advance?

[Baroness Bloomfield of Hinton Waldrist (Con)]

I am happy to write if I do not give a satisfactory answer now. It is up to the relevant department to look at the proposed amendment and consider whether it meets the criteria for the use of the update power. The Government will always maintain the power to increase standards. Any more than that I will take back, and I will write in fuller detail.

Food Supply and Security

Baroness Randerson Excerpts

Thursday 14th May 2020 Lords Chamber

[Baroness Randerson (LD)]

My Lords, I start by paying tribute to the staff of supermarkets and small shops who have worked throughout this crisis. They did not expect their jobs to become dangerous. The past eight weeks have highlighted the vulnerability of our reliance on food imports, which form 47% of the food we eat. Twenty-eight per cent of our food comes from the EU, and until now we have been able to rely on that as a steady supply. If the Government fulfil their aim of ending the transition period in October, the UK will be open to greater food insecurity as EU imports will be hit by border checks.

I see in the news today that the Government have at last admitted that there will be border checks between Great Britain and Northern Ireland. The Northern Ireland Retail Consortium estimates that this will add £100,000 a lorry of additional cost—the last thing Northern Ireland needs as it tries to recover from the pandemic.

Food supplies were already facing disruption because of a likely shortage of pickers—several noble Lords have referred to this. It is another key link in the supply chain because so many EU nationals left after Brexit. That problem is now magnified by the lack of available flights for temporary workers wanting to come here just for the picking season.

Finally, there is the distribution network. Airlines and airports are glad to step in to provide more cargo flights. Haulage companies have faced practical problems operating across countries in lockdown. If the transition period comes to an end, they will face major additional problems due to delays at the border. Ferry companies have been losing money and have asked for financial help. I look forward to hearing from the Minister on that issue in particular.

Queen’s Speech

Baroness Randerson Excerpts

Thursday 17th October 2019 Lords Chamber

[Baroness Randerson (LD)]

A Darth Vader outfit? Lots of Lego? Unicorn pyjamas? Oh, I am sorry, my Lords—that is the wrong list. That is my eight year-old granddaughter’s Christmas list. Unlike the Prime Minister, she likes to do her negotiating early. Actually, my granddaughter’s Christmas wish list compares rather well with the Prime Minister’s because she has a much better chance of achieving her list. As a girl who has been brought up with a sensible understanding of family finances, she has at least had one eye on the affordability of promises, which is much more than can be said of the Prime Minister. If he still believes in Father Christmas to help him out, then the leader of the Opposition clearly still believes in the tooth fairy to pop some magic money under his pillow.

As many noble Lords have said, it may be difficult to take this list of Bills seriously but the topics that we have addressed in today’s debate are absolutely at the crux of the quality of our lives and our future. We have heard a wide range of excellent speeches and contributions; I congratulate the noble Baroness and the right reverend Prelate on their excellent maiden speeches.

If we focus on the economic and social costs of the climate emergency, and of mitigating the impact of environmental damage, we see immediately that our membership of the EU is fundamental. It strengthens our hand when there are problems to solve. We pool our knowledge and expertise. After all, pollution does not stop at national borders. Our manufacturers want to make goods to the highest environmental standards, which you invariably find in EU regulations. As the noble Lord, Lord Bilimoria, pointed out, the CBI discovered that 18 of the 21 sectors it identified want regulatory alignment with the EU. Our EU membership is precious for maintaining our environmental standards, just as it is for maintaining our prosperity.

Many noble Lords, including my noble friend Lady Kramer, have emphasised that we are already paying the economic price for Brexit. Others have pointed out that, in this week’s race for a deal, it is usually not mentioned that this is the beginning of the process, with years of negotiation ahead; the noble Lord, Lord Macpherson, identified that period as a decade. This week, the Centre for European Reform reported that Brexit has already cost our economy £70 billion. That is £440 million a week, well ahead of the Prime Minister’s mythical £350 million for the NHS. As my noble friend Lord Razzall pointed out, our economy is already 3% smaller than it would have been if there were no plans to leave the EU.

In recent evenings my television watching has been ruined by dire government adverts warning that I need to prepare for Brexit which do not actually tell me how to do so, so I read the Government’s No-Deal Readiness Report with interest. It is salutary reading. I advise noble Lords to have a look at it if they have not already. It points out how many stages we would have to go through in future if we do not have facilitated free trade with the EU. Whatever decisions are made in the House of Commons this Saturday, this document is a useful reminder that it is much more complex to trade beyond the EU and without EU systems in place. The National Audit Office pointed out this week that only 25,000 out of a potential 250,000 businesses are fully prepared for Brexit.

The Minister called our transport systems the “lifeblood” that carries our economy. The success of our economy rests on the efficiency of our transport system. Although there are measures in the Queen’s Speech which we certainly support in principle, it does not provide the transport revolution we need. For fundamental change, we need a far longer-term approach to investment in sustainable transport. The idea of a national infrastructure strategy is sensible, but it was immediately undermined when the Chancellor announced £22 billion for road improvements and less than 4% of that figure for buses.

We need a public transport revolution that puts the passenger and the environment at its heart. We must invest to provide a fair deal for long-suffering commuters. We need to create a public transport system that tempts them out of their cars. Liberal Democrats would change the balance of spending on transport, spending much more on buses and trains. As my noble friend Lord Fox pointed out, we would have more money to invest because we, in government, would not face the costs of Brexit.

The Queen’s Speech completely overlooks bus services. Not only are they the most popular form of public transport—60% of all public transport journeys are made by bus, 4.4 billion journeys a year—but they tend to be used by the most vulnerable in society: the young, older people and poorer people. We are on the brink of an environmental transformation of bus services akin to the rapid revolution in energy sources that has occurred in the last decade. The electric bus has arrived, but government support is vital because, ironically, bus services have been declining in Britain as our roads become more and more congested.

The problem is that cash-strapped local authorities need additional funding to ensure that newer buses are used in their area, reduce fares and provide concessionary fares, particularly for young people. The way bus funding is distributed at the moment needs reform. It does not do the job it should. It needs reform to subsidise environmental improvements as well as the communities that have been most undermined by the decline of bus services.

I was very pleased to see the Williams Rail Review referred to in the Queen’s Speech. It is certainly needed. We have positive suggestions to make to the review on how we can retain a heavily reformed franchising system, which could include, for instance, co-operatives and employee and passenger representatives on the board. Unlike the Labour Party, we do not believe that it is a good idea to spend £196 billion on renationalisation, not least because the Department for Transport has hardly demonstrated its effectiveness in recent years.

We need to invest in a massive programme of electrification, which is the only sensible future for our railways. Commuter services outside London and the south-east are very patchy. We need a big expansion to improve existing services by reopening old lines and building new ones. Moreover, local authorities need to be far more involved in designing, supporting and running local services. We need legislation to ensure that integrated ticketing and the creation of proper transport hubs make for a really efficient system. It is a disappointment that that was not included.

The shadow hanging over HS2 was certainly not lifted by the reference to it in the Queen’s Speech. We see it as a vital spine running up the country, linking planned east-west services and fundamental to the regeneration of the north. Costs must be controlled, but not by truncating the route.

Finally, I want to mention the gap between the Government’s rhetoric on air quality and their lack of ambition. As Liberal Democrats, we have a comprehensive action plan of measures involving government, local authorities and individual action. It is needed to clean up the air that our children and grandchildren breathe. This can be done now and it can be done urgently. We need to create a greater sense of ambition about the improvements needed to do this.

We will continue to use every opportunity to act to stop Brexit. Our economy needs trade with the EU, our environment needs the standards it sets, and the workforce and families of Britain need the rights it has given them.

Children’s Health: Vehicle Emissions

Baroness Randerson Excerpts

Tuesday 11th June 2019 Lords Chamber

Asked by

[Baroness Randerson]

To ask Her Majesty’s Government what steps they intend to take to protect children from harmful vehicle emissions.

[Baroness Randerson (LD)]

My Lords, I am very pleased indeed to have the opportunity to help raise the profile of this issue which is, in my view, a major child healthcare crisis. It is particularly dangerous because emissions are an unseen danger. I am grateful to all noble Lords participating in this debate. I want to stress that new facts are still emerging as scientists and the medical profession become more aware of the complexities of the physical impact of emissions. I also want to thank the numerous organisations working in this field which have taken the trouble to brief me; I will refer to some of them in my speech.

It is estimated that there are around 40,000 excess deaths every year as a result of air pollution. Many of these are older people, but some of them are children. The effects of air pollution on children’s physical development continue throughout their life, with a cost to the NHS estimated at £20 billion. Some of you may be aware of the sad case of little Ella Kissi-Debrah from south London who died following an asthma attack. The post-mortem revealed the shocking state of her lungs. Her mother is now working to get air pollution accepted as a cause of her death and was recently granted a new inquest.

Some 80% of the pollution we breathe in urban areas is caused by traffic. It comes in two forms: nitrogen dioxide and particulates. Nitrogen dioxide comes from diesel. In the early years of this century, the then Labour Government mistakenly encouraged the switch to diesel in order to reduce the CO₂ emissions associated with petrol. We still live with this mistake, with many older diesel cars on our roads. Newer diesel vehicles are cleaner, but the Volkswagen diesel scandal undermined public confidence. All vehicles, even electric ones, produce particulates resulting from the wear and tear of tyres on the roads. Tyres are about 50% plastic, so that means we are breathing in minute particles that get into our lungs and bloodstream.

Children are particularly at risk, as explained by UNICEF in its sobering report The Toxic School Run. It explains that children breathe faster than adults, tend to take in more air relative to their body weight and spend more time outside. When they walk or are pushed in a buggy, they are at a lower level, near the exhaust fumes. One might imagine that the answer is to put them in the back of the car and take them to school, but emission dangers are 30% higher in the car.

The most urbanised and, therefore, most polluted areas are also those with larger populations of children. We tend to move to leafier suburbs as we get older. Inner urban areas are also in general the most economically deprived, so pollution pushes down further on other health inequalities. Emissions affect the development of children’s lungs and cause irreversible damage. They aggravate and can cause asthma, and 1.1 million children in the UK have that disease. It affects brain development and in later life causes not just lung disease but heart disease, cancer, strokes, and is even linked with dementia. From fetus to old age, it impacts on our health.

The scale of the problem is that 2,000 schools and nurseries are situated in areas with unsafe and illegal levels of air pollution. Some 4.5 million children are at risk across 80% of the UK. Britain has been in breach of EU emission limits for nine years and the Government have been taken to court three times.

With perfect timing, last night Channel 4 devoted its “Dispatches” programme to the impact of emissions on pupils at a south London primary school. That area breaches annual EU limits for exposure every month. Fifty children were tested before and after undertaking a series of simple measures to reduce pollution exposure. The first tests showed particles in their bodies at a very high level. Green screens were erected around the school, children walked to school instead of being driven, quieter routes were chosen, plastic nets were placed over windows and air filters installed in classrooms. It led to a dramatic fall in the level of pollution found in their bodies and the level of pollution in the playground fell by 53%.

The cost of these measures was £30,000—not a major financial outlay. That illustrates my point: the Government need to take some big strategic approaches and manufacturers need to take technological developments, but there is so much we can do at an individual level, both in local communities and, indeed, at school level, as well as at council level. Some of these measures even save money.

Looking at the big picture, I am very glad the Government have a clean air strategy, but it is rather unambitious. It hives off the lion’s share of responsibility on local authorities, whose funding has been hollowed out. Remember, too, that it is EU standards that the Government have failed to meet, so Brexit adds another layer of uncertainty. As we watch the auction of promises between the 10 candidates for leader of the Conservative Party, I regret that there has been very little talk of the environment. In future, the Government might be tempted to abandon EU standards.

We need to speed up the switch to electric or hydrogen vehicles. The Government’s target of 2040 is way too late. In fact it is meaningless, because the whole industry is moving faster than that; 2030 would be a more effective date. We need a new clean air Act—remember that the last was extremely successful. It should be based on WHO guidelines, with legally binding targets, including for particulates. Our legal limit in Britain for particulates is twice the WHO recommended level.

There is a range of other government actions that could be taken, such as vehicle excise duty reform to encourage us to buy lower emission cars. I would love the Government to lead by example. Apparently, 2% of the vehicles in the Department for Transport’s fleet are electric. All branches of government should be doing much better than that, as Royal Mail intends to—they are doing a lot to electrify their fleet. We need stronger leadership from the Government to develop electric vehicle charging points, carefully targeted scrappage schemes for those on lower incomes and to help bus companies to retrofit old buses. It is a debate for another day, but the Government need a proper bus strategy to encourage the public out of their cars and back on to buses, tackling both congestion and emissions, and linking in with train services.

Because pollution is a hidden danger, there is very little public understanding about it, so we need a strong public health campaign. We need people to understand where the dangers lie and what they can do to avoid them. Local authorities should be given additional powers—for example, to use the planning system to ensure that new developments include safe walking and cycling to school routes, and that new schools do not encourage car use rather than walking. I would recommend ring-fenced funding for active travel schemes, as part of a national strategy, delivered locally, to encourage the healthiest way of all to school.

The number of people fined in the last 10 years for idling their engines outside schools is in the tens—not the hundreds or the thousands. Local authorities need more flexible powers to discourage people from doing that. There are some very good examples of schools running local, children-based campaigns with the parents, to discourage them from doing that. New clean air zones need to be funded locally. Traffic exclusion zones around schools, regular air quality monitoring, installing roadside signs to test and to warn when air quality is poor—these are the sort of simple measures in and around schools that do not cost a vast amount of money, but which are very effective.

I hope I have illustrated that it does not have to be like this. Surely in our rich and well-developed country, none of us could imagine knowingly allowing our children to risk illness and death by drinking polluted water. Well, neither should we allow children to be exposed to polluted air. We now know enough about the effects of emissions, how harmful they are and how to prevent them. Children should have a legal right to clean air.

Transport Emissions in Urban Areas

Baroness Randerson Excerpts

Tuesday 22nd May 2018 Lords Chamber

[Lord Gardiner of Kimble]

My Lords, this is an extremely ambitious strategy. New legislation will be introduced to give local government new powers to take decisive action. We have deliberately said that this is for local government because, with the funds that we are providing of £3.5 billion, we want to work with local government because we think that that is the place where local decisions can be best made. That is why we need to work in partnership—and we are intending to, because that is how we will receive the greatest remedy.

The noble Baroness suggested that, in effect, the Government were not proceeding with vigour. In fact, we are bringing forward some of the most ambitious proposals for any developed economy. Many of them exceed what other EU countries are doing—and I think that that is very important indeed.

On the point about the courts, clearly we are mindful of what court proceedings have said. We were very pleased that the court in the last case acknowledged the right course of action. Where it did not agree was in saying that we should have directed local authorities, which we have now done; we will work with 61 local authorities where the most concern is directed. That is precisely where we will solve a lot of problems, particularly of nitrogen dioxide. Certainly, that is what we intend to do.

[Baroness Randerson (LD)]

My Lords, the endless repetition of the mantra that this is ambitious and that the Government are world leading does not convince anyone. The truth of the matter is that 50% overall of roadside pollution by nitrogen oxide, and 80% in dense urban areas, is caused by transport, which is largely omitted from today’s announcement.

Is the Minister aware that, in the last three months, sales of petrol vehicles have soared to fill the gap left by diesel ones, which people are deserting because they have become aware of their emissions? Yet, by buying petrol vehicles, they are now creating pollution from CO₂, which has been the subject of so much concern in the past. Do the Government realise that what they are doing by their laissez-faire approach is far too little, far too late? Producing a date of 2040 for ending the sale of petrol and diesel vehicles means that the Government are dragging along in the wake of the motor industry, which is working very much faster than that.

[Lord Gardiner of Kimble]

My Lords, I dispute what the noble Baroness has said. I have figures here from when my party and hers were in government, which include considerable reductions in air pollution since 2010. I wonder whether the noble Baroness wishes not to acknowledge the reduction of, for instance, 27% in nitrogen oxide from 2010 to 2016. So progress is being made, but we want to make more. The noble Baroness shakes her head, but I would have thought she would have been pleased about the investment of £1.5 billion to position the UK at the global forefront of all ultra-low emission vehicle development, manufacture and use. We are doing all these things and we are world leaders in this. Our investment in ultra-low emission vehicles may not be recognised by some in your Lordships’ House but it is recognised by other countries. We are going to ensure that, with increased electric charging, these vehicles will replace conventional combustion engine ones.

Air Quality

Baroness Randerson Excerpts

Tuesday 28th November 2017 Lords Chamber

[Lord Gardiner of Kimble]

My Lords, my noble friend makes a very strong point. Manufacturers undoubtedly have a responsibility. What happened with Volkswagen was a disgrace. Clearly, we do not seek to punish those drivers who in good faith went for diesel, but there was a dash for diesel, which we all now very much regret.

[Baroness Randerson (LD)]

My Lords, the Minister referred to the Government’s sum of £255 million to improve air quality. Is he aware that Transport for London has a budget of £875 million to improve air quality in London alone? Does he therefore accept that £255 million is a woefully inadequate sum if local authorities are to be enabled to improve air quality and the Government are truly to improve air quality across the whole country?

[Lord Gardiner of Kimble]

My Lords, I think I should repeat the first line of my reply: we have committed £3.5 billion for air quality and cleaner transport. We are helping 28 local authorities that need to accelerate their plans so that we can specifically tackle those hotspots. I reassure the noble Baroness that we are very much concentrating on this matter.

Air and Water Pollution: Impact

Baroness Randerson Excerpts

Thursday 26th October 2017 Lords Chamber

[Baroness Randerson (LD)]

My Lords, I thank my noble friend Lady Miller for initiating this debate, which has been truly fascinating and comprehensive in the range of speeches undertaken.

I start by saying a few words about water pollution. Many noble Lords have referred to the big strides taken in improvement in recent decades, most of which is due to EU standards. But those standards, as has been said, must be maintained and improved if we leave the EU; that cannot be used as an opportunity to reduce what we require. I say to the noble Lord, Lord Robathan, that talking about Brexit is not a party-political point. His own party is totally split on the issue. However, there is a fundamental point in it about standards on pollution.

[Lord Robathan]

I agree entirely. I had hoped we are on the right side in this. If the noble Baroness were to read the Secretary of State for the Environment’s comments, she will see that Michael Gove is absolutely ahead of the EU on this. She also said, “If we leave the EU”. The people voted to leave the EU and we are going to do so. Legally, we are going to leave the EU.

[Baroness Randerson]

We are a long way off it and have not got very far in the last year or so.

We take it for granted, as my noble friend Lord Jones pointed out, that we have access to clean drinking water when we turn on the tap. But that is not the case the world over and it is not the case with air quality. As we meet one standard on water quality, it is evident that other challenges arise. The right reverend Prelate referred to microplastic contamination and its impact, not just in the sea but on our water supply through the ingestion of microplastic beads. That demonstrates to me that we have to work in concert across the world, with other nations.

Rivers present a constant challenge because four out of five of our rivers in England and Wales fail to meet good ecological standards, although my noble friend Lord Lee pointed out the importance of the improvements. I was grateful to the noble Lord, Lord Robathan, for his comments on marine pollution and for mentioning several campaigns on it. I also mention the work done by Sky News, which has run a long-standing campaign on plastic pollution in the sea.

Many speakers have referred to the obvious importance of the impact of pollution on health, particularly air pollution as an insidious threat. Many organisations are working on this now: the BMA, the British Lung Foundation, the British Heart Foundation and the Royal College of Physicians. Friends of the Earth has also done a great deal of work on this. I want to concentrate on transport because that accounts for a third of our NOx emissions and a fifth of our particulate emissions. That is an average across Britain but if you look at the figures for urban areas, you see that in many of them it accounts for two-thirds of air pollution. We have the worst urban air quality in Europe.

There is a reasonable level of public awareness of the link between nitrogen dioxide emissions and asthma. However, as noble Lords, including my noble friends Lady Walmsley and Lady Jolly, have said, many other problems can be ascribed to this including premature births, low birth weight, child mortality, the development of children’s lungs and the decline of lung function in older people. Diesel emissions also cause cancer. We accept the evidence and take action in our personal lives to deal with the link between smoking and cancer, but we are at a much earlier level of public awareness of the impact of poor air quality.

It is much more difficult for people—in particular, children—to avoid poor air quality than it is for them to avoid the impact of smoking, unless they have the misfortune to live in a family where people smoke indoors. Children cannot avoid the pollution because they hold their parents’ hands and are taken across the road at the level of exhaust pipes and there are so many cars idling outside schools. We have a great deal of work to do. Will the Minister says how the Government are going to address the public health emergency we face and raise public awareness of it? It is important that that is done because the measures that need to be taken will not be accepted unless there is public awareness. When people bought diesel cars—I was one of them—they did so with the best of intentions. Tackling climate change was a top priority, and people realised the impact of nitrogen dioxide and particulates from diesel vehicles only later. Since then, the EU has had a key role in upgrading standards. I take issue with the noble Earl, Lord Caithness: it was not the EU that let us down about diesel vehicles; it was Volkswagen, which tried to evade EU standards.

The Government’s response to this public health emergency has been totally inadequate. That is not just my view; it is the view of the courts. In February, the EU Commission gave the UK a final warning over its failure to meet targets on air pollution. Reference has already been made to the fact that the Government spent £370,000 trying to avoid publishing their plan, but they have now published a third version of it and it is still totally inadequate.

I shall now mention some of the things that the Government should be doing to achieve a comprehensive action plan to improve air quality. We have to change driving habits, and we have to empower local authorities to take action in communities. That is needed at local and national level as well as internationally. Some actions will take time and be expensive; other actions are inexpensive and can be done immediately, such as having far more monitoring sites and air pollution indication signage in pollution hotspots. That would alert the public and encourage people to apply a no-idling rule outside schools, for example. This sort of thing is already being trialled in London, and it is very easy, quick and efficient to do. In turn, this information should be used as the basis for ultra-low emission zones, another thing that London is introducing.

King’s College’s research has shown that London breached its air pollution limit just five days into 2017, so it certainly needs ultra-low emission zones. In the country as a whole, only six out of 43 monitoring zones in the UK were compliant with legal NOx limits. We welcome the Automated and Electric Vehicles Bill but we need a much broader Bill that includes a well-targeted diesel scrappage scheme.

There are schemes in the Bill to improve the number of charging points, but there is no reference, for example, to using lamp-posts as locations for them. Diesel buses, hydrogen buses and all these things need to be addressed by the Government in order to have a much more comprehensive approach to this problem.

--- Later in debate ---

[Lord Gardiner of Kimble]

I was going to get to that but I am afraid my time is getting increasingly short because of interventions, so I may have to write in more detail on a lot of these matters.

By next year, 92% of the road miles which we are monitoring—the ones more likely to be of concern—will comply with average annual concentration limits. I hope that the noble Baroness, Lady Jones of Whitchurch, and the noble Lord, Lord Strasburger, will be pleased that, per capita, we have reduced emissions faster than any other G7 nation. I agree with the noble Baroness, Lady Jolly, and all other noble Lords that we must go further. The Government have announced they will end the sale of all conventional diesel and petrol cars and vans by 2040.

[Baroness Randerson]

Does the Minister not think this is rather late in the day, given that several of the manufacturers have already said they will cease to produce them in the early 2020s?

[Lord Gardiner of Kimble]

That is the target we have set. As I say, I am very happy to take interventions, but I will not then finish this speech.

The noble Baroness, Lady Jones of Whitchurch, and the noble Lord, Lord Whitty, called for a new Clean Air Act. We will be bringing forward a new clean air strategy for consultation next year and listen with interest to views on whether we can improve our existing regulatory framework. However, more legislation is not always the answer, and we are determined to get on and tackle the problem with the many tools already at our disposal.

Research and infrastructure will be critical. I hope that the noble Lord, Lord Strasburger, will be pleased to hear this. The £246 million Faraday Challenge will boost expertise in battery technology, supporting collaboration across British companies of all sizes. Co-operation between public and private endeavours, with entrepreneurs like James Dyson investing £2 billion in research into electric vehicles, will put Britain at the vanguard of this innovation.

We have seen a sevenfold rise in charge points since 2010 and we have Europe’s largest network of rapid charge points. A fifth of electric cars sold in Europe in 2016 were made in this country. We are supporting consumers with combined grants of up to £5,000 to purchase a ULEV and install domestic chargers. ULEV registrations increased by 40% between 2015 and 2016.

As noble Lords have said, everyday activities are also emitting dangerous air pollutants. While all these activities are essential in principle, there are better, cleaner technologies and simple changes that can make a big difference. Medium combustion plants and generators providing power to the national grid are currently significant and largely unregulated sources of air pollution. We are introducing legislation which is expected to reduce these emissions.

Domestic wood and coal burning accounts for 39% of total harmful particulate emissions. Last month the Government launched the Ready to Burn scheme, working with industry and retailers to persuade households to shift from wet unseasoned wood to ready-to-burn wood. The noble Baroness, Lady Jones of Whitchurch, is right to raise this and, as a farmer, I would be concerned about it. In 2015 agriculture accounted for over 80% of total UK ammonia emissions. To reduce this, we have provided practical help for farmers through the Farming Ammonia Reduction Grant Scheme, which has funded slurry store covers, and can reduce emissions by up to 80% during slurry storage. We are also providing on-farm advice.

As far as water is concerned, the health of our rivers, lakes, estuaries, coasts and marine environment is hugely important. I am pleased that a number of noble Lords have mentioned clean seas in the overseas territories where we have undertaken some very good work. I was also struck by what the noble Lord, Lord Jones of Cheltenham, said about our responsibilities overseas. It was a pity that my noble friend Lord Bates was not sitting alongside me to have heard the noble Lord’s contribution. I will make sure that my noble friend sees Hansard. DfID leads our work to end extreme poverty and access to clean water and sanitation is essential to this mission. In another life, I was very struck when I heard about WaterAid installing solar panels to enable wells to be used which have transformed people’s ability to succeed in their agricultural endeavours.

We have set ourselves ambitious targets to return at least three-quarters of our waters to as near their natural state as possible and to improve the rest significantly. Ours is a populous country. We have the industrial past to contend with and continued pressures from agriculture, sewage and urban development. Thanks to previous efforts across the water sector, our water environment is in its healthiest state since the Industrial Revolution. Since privatisation, £25 billion has been invested in sewerage and wastewater infrastructure. The amount of phosphorous discharged from sewage works has reduced by 61% since 1995, and ammonia by 72%; and 7,000 storm overflows have been improved. These investments have improved over 9,000 miles of our rivers and substantially improved the quality of our bathing waters. Last year, nearly 98.5% of our bathing waters met new, more stringent standards, compared with 45% meeting lower standards in the mid-1990s. I agree with the noble Baroness, Lady Miller, that more must be done. That is why we want to work collaboratively with a range of partners to drive forward improvements.

As there have been a number of reports on the state of our rivers, I commend to your Lordships the publications of the Environment Agency, including on the environmental performance assessment, which found that the number of serious water pollution incidents has reduced by more than half in the last 15 years, and that 75% of the tests we use to measure the health of rivers and lakes in England have results of good or high status. However, it is essential that we are not complacent. We must build on this. The water industry is already working on tougher targets and we support it in improving its planning and investment in wastewater infrastructure.

Our statutory river basin management plans provide the framework for protecting and improving our water environment. Current plans confirm over £3 billion of investment by water companies in the environment over the next six years. Already, 1,400 miles of rivers and surface waters in England have been enhanced as we move towards our goal of 5,000 miles by 2021.

I am very pleased that the noble Lord, Lord Lee of Trafford, mentioned fishing. Indeed, only a few days ago I was thinking about the number of fish species now in the River Thames that never would have been there many years ago. I very much resonate with his comment that in so many cases the fishing community has often been the first to highlight instances of pollution and I thank that community for its work on that issue. We need to ensure that our rivers become ever clearer not only for drinking but for sporting purposes.

We continue to work with the farming industry. Agriculture is now the most significant source of pollution in our waters, mainly due to run-off of phosphates and sediment into watercourses. We recognise the efforts of farmers to date in reducing pollution and we wish to continue to work with them collaboratively because we must do more. The noble Baronesses, Lady Jones of Whitchurch and Lady Miller, referred to agriculture in particular. I have a lot of information and I shall write to your Lordships on that. Defra’s catchment-sensitive farming programme works with farmers to identify the actions they can take to improve both the environment and their businesses through nutrient management, soil husbandry, management of farmyard manures and use of pesticides. We have also provided £12 million since 2009 for demonstration test catchments to ensure that we have robust evidence on how agricultural pollution can be controlled.

We equally need to address the issues that arise from urban growth. We have recently set out strategic priorities and objectives for Ofwat, the water industry regulator, to challenge water companies to improve planning and investment. We wish to work towards a resilient, affordable sewerage and drainage system for the long term. The noble Baronesses, Lady Jones of Whitchurch and Lady Miller, mentioned sustainable drainage systems. The Government introduced measures to encourage sustainable drainage systems in new developments. They are considering what further measures may be necessary, because these are obviously hugely important.

A number of points were raised about how water companies are working. We need to ensure that the treatment of pollution is as efficient as possible, and we need to remove particulates. Many of your Lordships referred to plastics, which cause much of the pollution in our seas. A very high proportion of marine pollution comes from the land through rivers, so we must address this issue. We have very strong ambitions on plastics, and I am pleased that our country has been pushing forward with a ban on microbeads. I and my ministerial colleagues want to do as much as we can on that front.

In that respect, I think that many of those in the environmental world will recognise that the Secretary of State has a vision of a green Brexit. He has stated very strongly that we need great passion to ensure that we put into practice proper custodianship and stewardship of the planet. It is important to recognise that the air we breathe and the water we drink are dependent on that stewardship.

The noble Baroness, Lady Jolly, mentioned devolution. Although these are devolved matters, we work very closely with the devolved Administrations. As I said earlier, that is essential, as boundaries do not respect pollution.

We in this country want to set very high standards. We produced the Clean Air Act in 1956, 17 years before we became a member of the EEC. That commitment will remain and we have a strong wish to enhance it. Our environment plan is intended for that purpose. Public and private investment, building on shared expertise and knowledge, will ensure that the people of our country can breathe clean air and drink and enjoy the clean water that they deserve. I agree with my noble friend Lord Caithness that that is of paramount importance, and I believe that it is our duty to secure it.

Air Quality: London

Baroness Randerson Excerpts

Monday 3rd July 2017 Lords Chamber

[Baroness Randerson (LD)]

My Lords, first, I thank the noble Lord, Lord Borwick, for raising this important topic.

Many noble Lords in this debate have referred to the health issues associated with high levels of air pollution. Although there is a very good case for needing more research, a lot of statistics are available that make a strong case for being seriously worried about the health implications of the current situation. Road transport is responsible for many of the current problems. Diesel creates 40% of London’s nitrogen oxide emissions and PM—particulate matter—creates a similar level of emissions across London. It is not just a case of having difficulty in breathing, as one might immediately think; these emissions also cause heart attacks, as the British Heart Foundation makes clear. In London, three-quarters of a million people have cardiovascular disease, and research shows a strong link between ultra-fine PM and poor cardiovascular health.

So far, the attention given to NOx levels has been focused only on where we have breached EU levels, but even short-term inhalation of high levels of PM increases the risk of heart disease within 24 hours of exposure. The UK’s current legal limits for PM are much less stringent than the World Health Organization recommends, and the WHO says that there is no safe minimum level of PM that can be inhaled.

I take this opportunity to emphasise the importance of the role of the EU, as the noble Baroness did earlier. The big question that I ask myself is: would there have been anything like the emphasis on air pollution that we see today if it had not been for EU emission levels?

On these Benches, we largely support the actions taken by the Mayor of London. We support his ideas for an ultra-low emission zone and additional charges for polluting vehicles, but we believe that even more should be done. In one important respect, we part company with Sadiq Khan, and that is in his support for a new Silvertown road tunnel. This would simply generate even more traffic. What we need in London is more public transport river crossings and more walking and cycling bridges east of Tower Bridge, not another bridge to take yet more traffic.

The Liberal Democrats went into the election with a comprehensive plan for tackling these problems, not just in London but throughout the UK, because it needs a comprehensive approach. I agree with the noble Lord, Lord Berkeley, that road traffic needs to be deterred; it needs to be excluded at some times of the day. Diesel needs to be discouraged and phased out, and alternatives need to be encouraged. It is a complex issue because some things can be done immediately—for example, a ban on idling vehicles could be done almost instantly and air pollution signage in polluted hot spots could also be done very quickly. We need to make sure that there is more thorough and effective monitoring. Other actions would take a bit longer, such as the introduction of a targeted diesel scrappage scheme—which we support—with a requirement that, in order to participate, you need to replace your diesel with an ultra-low emission vehicle. I declare my usual interest as the owner of an electric car.

It would take longer, of course, to insist that charging plugs for electric vehicles are a universal shape but, as someone who regularly suffers from what is called “range anxiety” when I am in my electric car, I am very pleased to see that that proposal is in the Government’s Bill on this issue. I am also pleased to see that there are other proposals to encourage a wider number of electric charging points. In Canada, they use lamp-posts for electric vehicle charging points; that would be one way of opening up the ownership of electric vehicles to people who do not happen to have a drive. Why should ownership of electric vehicles be restricted to people in one sort of housing?

Increased congestion is, of course, a huge problem. It is the source of many of the problems we face, and tackling it is vital. The plethora of private hire vehicles, with the popularity of Uber, has had a major impact. The rules for London taxis state that, from this year, all new cabs should be zero emission. I believe that should apply to all private hire vehicles within, say, five years.

Also causing congestion is the growth in home deliveries. There are lots of solutions to the problem of the white van coming to deliver your parcel from Amazon or whoever—there are drones and, I saw in the newspaper last week, electric bikes with a cab on the back for small deliveries. There is the possibility of delivering outside busy hours or delivering not necessarily to your home or your office but to collection points. There is no reason why small vans should not switch to electricity fairly rapidly, but HGVs and large vans are a problem. One answer has to be hydrogen, another has to be biofuels and rail freight is obviously important.

The same applies to buses. At the moment, electric buses are relatively heavy and can have a limited range, but there are options available and the technology is moving very fast. In Britain, electric bus orders are in the low-single and double digits in most places. However, in China in the city of Changsha there are 14,000 electric buses either on the streets already or on order. TfL has a massive network of more than 9,000 buses. Removing all the diesel buses from London would have a significant impact on air quality. It is a pity that TfL has been slow in rolling this out, although it is doing some good work now.

I do not join the chorus of anti-cycling comments we have heard today. It is vital that we encourage more cycling and more walking. I am always interested in the criticism of cycle lanes because it was Boris Johnson’s big idea. Too much blame goes to poor old TfL, which is carrying out his instructions. However, they are making a real difference in encouraging new people on to bikes, and many of those new people are cycling to work and no longer driving their cars. That is important.

There are two other problems. One is the need to find an alternative to diesel auxiliary engines used for refrigeration in, for example, supermarket lorries. Transport refrigeration units are not included in the terms of the clean air zones or in London’s ultra-low emission zone. However, it is vital that they are included in the future because they are disproportionate emitters of both NOx and PM. If a truck has a diesel TRU, its overall NOx emissions are likely to be as much as six times higher than an ordinary truck, and its PM will be up to 30 times higher. Such trucks are serious polluters. The Government should prohibit the use of red diesel in auxiliary TRUs and abolish the perverse subsidy for the use of red diesel.

Ships are also a problem. Mention has been made already of cruise ships. There is an article in the Times today which emphasises this issue, highlighting heavy levels of pollution from ships. Any new wharfs for liners berthing in the Thames should use offshore electric power.

None of the plans for Heathrow show the kind of revolution that London needs in order to avoid pollution from the surface transport that will be needed and generated by a third runway. There is serious work to do on this.