Environment Bill

Baroness Walmsley Excerpts

Report stage
Monday 13th September 2021 Lords Chamber

[Lord Whitty (Lab)]

My Lords, I strongly support all the amendments in this group and have put my name to two of them. I just want to intervene briefly on the issue of idling. Last week, when I walked from my Pimlico flat to this House—which takes about 25 minutes, mainly down backstreets—I passed 15 vehicles which were stationary and idling: cars, vans, buses and trucks. I wish the noble Baroness, Lady Jones of Moulsecoomb, had been with me, because I am far too diffident to bang on a roof and tell a driver to stop doing it—but next time I will invite her to join me.

Westminster City Council has a commendable campaign, public-relations wise, to stop idling—but it has no means of enforcing it. And even if the council did enforce it, the fine is so paltry that it is not a deterrent. This amendment would change that. It would make it easier to enforce and would make people take notice. It is a major contribution towards reducing air-quality problems in our cities and I hope that the House can support all these amendments.

[Baroness Walmsley (LD)]

My Lords, during our debate in Committee on a similar amendment to Amendment 51 the Minister, the noble Baroness, Lady Bloomfield of Hinton Waldrist, said that

“local authorities already have the power to set 20 mph speed limits”—[Official Report, 5/7/21; col. 1081.]

on restricted roads, so my noble friend Lady Sheehan’s amendment was not necessary. Well, yes, it is true that they have the power, and many have used it to great effect—but it is a long-winded and expensive process. Local authorities have better things to do with their time and money, so making 20 miles an hour the default would not mean that all restricted roads would end up being limited to 20. Local authorities would still have the power to make them 30 miles an hour if they considered that would be safer and better for the local community. But surely it is right that these decisions are made locally, and in as expeditious a way as possible, particularly in areas of deprivation.

In her reply, the Minister referred to something in the Atkins report. Can she now provide the House with the evidence which she claimed suggested that 20 miles an hour limits could lead to higher casualty rates, and tell us who did that research? These allegations have been widely challenged, and the Minister needs to defend them as being robust if she wishes to rely on them.

My noble friend Lady Sheehan has outlined the benefits of 20 miles an hour limits, and I have seen them for myself in both Scotland and Wales. They are safer, quieter and healthier, they address some aspects of health inequality, they protect the national grid and they are more environmentally friendly—and that is how I would describe my noble friend’s proposal. If that is not enough, 20 miles an hour areas are also very popular with the public. They address non-exhaust emissions, as well as those produced by combustions—and we do not get rid of those by moving to electric cars; I have an electric car and I still produce small particulates from my car’s tyres and brakes. The noble Baroness, Lady Bloomfield, did not give any good reasons, in her response in Committee, why this amendment should not be in the Bill; she was not convincing.

I turn to Amendment 55, from my noble friend Lord Tope. Again, the Minister was not convincing in Committee when we covered these issues. She claimed that current regulations are adequate to clean up the emissions from non-road combustion plant—or that at least they will be by 2030. That is nine years away, by which time more people will have died from the small particulates, NOx emissions, et cetera, that are emitted by dirty generators, boilers and so on.

The powers that my noble friend proposes do not currently exist; they are voluntary and additional to what local authorities already have, but they do not have to use them. If they think, with their local knowledge, that there is no need for them—because the air is already clean or because they are happy to rely on the measures outlined by the Minister in Committee—they do not have to declare an air quality improvement area. I emphasise that the powers are discretionary. Can the Minister say what harm would be done by giving local authorities these additional, discretionary powers?

The Minister hinted in Committee that she was afraid that decisions would be made that were, in the Government’s opinion, wrong. Well that is what can happen with devolution—and indeed Governments make wrong decisions too, especially this one—so that is no good reason for failing to accept this amendment.

Amendment 56 offers the Government a very simple way of reducing or stopping totally unnecessary emissions of CO₂, NOx and small particulates. The idea that idling your engine outside a school brings a penalty of only £20 is pathetic. I have often seen parents sitting in their cars outside a school in the afternoon, waiting for their children, with their engines running as if in pole position at the start of a Grand Prix. If I had approached the driver to point out that he or she was in danger of attracting a fine of £20, I would have been laughed out of the village. Much more effective would be a fine of £100, rising to £150; I might even be persuaded to bang on the window and warn the driver, like the noble Baroness, Lady Jones. If the Minister could tell me how many drivers have been deterred from doing this by this tiny fine I might reconsider my view, but, as things stand, I think that she should accept Amendment 56.

[Baroness Neville-Rolfe (Con)]

My Lords, I have some sympathy with Amendment 56 on stationary idling. It is an existing offence, and all we are being asked is to put the fine up to a more realistic level. It is certainly a problem that particularly concerns—I do not know if I should name them specifically—Uber-type drivers sitting waiting for fares.

I do not support any of the other amendments. I think it would be difficult if the House put some of these things through without fuller consideration and costings.