Food and Farming: Employment Opportunities

Greg Knight Excerpts

Tuesday 25th April 2017 Westminster Hall

[Derek Thomas]

The hon. Gentleman is right about the sheer scale of manufacturing in the sector and the good work done by FE in west Cornwall, but the manufacturing opportunities in farming and food production, and the wealth that they share and create, are spread across the country rather than being concentrated in one area.

[Sir Greg Knight (East Yorkshire) (Con)]

Does my hon. Friend agree that British farmers will be able to promote themselves and their products far more effectively when we leave the European Union and gain control of food labelling?

[Derek Thomas]

My right hon. Friend may be aware that I held a debate here early last year on food security and the need to create confidence in what we produce. The only way to do so is with clear labelling, so that consumers know exactly what they are buying, know that we are looking after animal welfare and the environment, and know that people are being paid properly. I agree completely that leaving the European Union allows us to provide direction and clarity about those things.

The food sector generates £1.8 billion in value to UK plc. Jobs in the sector range from engineers and scientists, to farm managers and vets. Given that the industry faces the challenges of an ageing workforce, it is clear that, like any industry, it will need a ready supply of new entrants with new ideas, energy and enthusiasm. As the industry becomes increasingly technologically driven and more reliant on its ability to understand and implement the latest science, businesses across the sector will need the right mix of skills among their employees.

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[The Minister of State, Department for Environment, Food and Rural Affairs (George Eustice)]

It is a pleasure to serve under your chairmanship, Mr Walker. I congratulate my hon. Friend the Member for St Ives (Derek Thomas) on securing the debate, which gives us an opportunity to recognise the importance of the food, farming and fisheries sector, which, let us not forget, employs about one in seven of all workers in this country.

I should declare an interest, in that I, as some of my colleagues know, studied agriculture. I attended Writtle Agricultural College in the early ’90s and studied for a higher national diploma in commercial horticulture. I also did a number of other courses through the local further education college that was mentioned earlier—Cornwall College, down in Camborne in my constituency—which offered some very good work in this area. Also in my constituency I have Duchy College, which is linked to Cornwall College and is one of the country’s leading agricultural colleges. This is an issue that I am passionate about because it is an issue I chose to study myself.

The food, farming and fisheries sector provides a huge variety of career opportunities, including many requiring skills in science, technology, engineering and maths—STEM. Food manufacturing is the biggest manufacturing sector in this country, as other hon. Members have pointed out. It employs about 400,000 people and provides about one sixth of the UK’s total manufacturing gross value added. In its 2016 productivity report, the Food and Drink Federation estimated that 130,000 jobs would need to be filled between 2014 and 2024, with food engineers and scientists particularly in demand. Clearly, therefore, there are great opportunities in the food manufacturing sector for today’s talented young people to build their careers.

Agricultural technologies are also transforming farming, creating new types of jobs needing new kinds of skills. Successful modern farming requires technical proficiency, business acumen and entrepreneurial skills. For example, I recently met a group of Tesco young farmers who were investing in developing their business, leadership and management skills and their understanding of the wider supply chain issues, while balancing busy jobs on poultry, dairy, arable and sheep farms.

The food and farming sector is also important to our nation as an industry that has a presence right across the country. It is interesting that we have had contributions from the far south-west—St Ives—and from Midlothian at the other end of the country about the importance of the sector to those areas.

[Sir Greg Knight]

And Yorkshire.

[George Eustice]

And, let us not forget, Yorkshire. The sector is a particularly significant employer in Cornwall; indeed, I have a number of important food manufacturing businesses in clotted cream and fisheries in my own constituency. Farming alone employs about 64,000 people in the south-west, and the Food From Cornwall website lists more than 330 businesses producing quality Cornish food and drink. Cornwall is, of course, famous for Cornish clotted cream and Cornish pasties, but also for Cornish sardines, or pilchards, and Fal oysters.

Sardines and oysters lead me on to another sector that is important in parts of Cornwall, including, of course, in Newlyn in the constituency of my hon. Friend the Member for St Ives. The UK seafood industry offers a wide variety of careers, including in fishing, aquaculture, processing, retail and food service. There can be no doubt, therefore, that across the food, farming and fisheries sector there are fantastic opportunities for our young people to build exciting, challenging and successful careers.

I want to talk a little about the industrial strategy and the post-16 skills plan. To secure the skilled workforce that the food, farming and fisheries sector needs for the future, Government and industry must work in partnership to prioritise training and skills. It is crucial that there are clear entry routes into the sector to help young people embark on their careers, and that employers invest in recruiting, training and developing their staff. The Government have introduced a number of policies on skills. The industrial strategy Green Paper, published in January this year, includes skills as one of its core pillars and has a particular focus on STEM. The post-16 skills plan, published in July 2016, aims to reform technical education by introducing 15 routes, or T-levels. These will include agriculture, environmental and animal care; engineering and manufacturing, which will include food manufacturing; and catering and hospitality. T-levels will provide technical education to equip students for skilled occupations, creating clear routes into the sector.

Reforms to apprenticeships will create fresh opportunities for people to develop new skills and progress their careers. The apprenticeship levy, which came into force this month, provides a new incentive for employers to invest in training. Many employers in the sector are rising to the challenge, and the number of apprenticeship starts in agriculture, horticulture and food manufacturing increased by more than 20% in 2015-16 compared with the previous year.

The Department for Education is exploring options to allow up to 10% of apprenticeship funds to be transferred down the supply chain from 2018, bringing the benefits of apprenticeships to even more businesses. We were keen to promote that idea in DEFRA because it means small farm enterprises within a supply chain could find it easier to benefit from the apprenticeship levy.

Apprenticeships provide great opportunities both to train new entrants and to upskill and develop existing members of staff. I am delighted that exciting new apprenticeship standards for butcher, advanced dairy technician, and food and drink maintenance engineer have now been approved for delivery. Many more are currently in development.

Seagulls

Greg Knight Excerpts

Tuesday 7th February 2017 Westminster Hall

[Oliver Colvile (Plymouth, Sutton and Devonport) (Con)]

I beg to move,

That this House has considered seagulls in coastal towns and cities.

It is a delight to move the motion, especially under your chairmanship, Mr Streeter. I am pleased to have not only a neighbouring MP in the Chair but another of my neighbours, my hon. Friend the Member for South East Cornwall (Mrs Murray), acting as the Minister’s excellent Parliamentary Private Secretary. It is truly a team effort from Devon and parts of Cornwall. I thank the House of Commons authorities for granting me the debate.

I am pleased to have secured this timely debate on seagulls and coastal towns and cities, which gives me an opportunity to talk about an issue that has plagued many people not only in my inner-city constituency but throughout the UK. For context, my constituency houses the city centre, the Barbican and the Hoe, where Smeaton’s tower is situated. Thousands of tourists flock to our city every summer to see the historic place where the Mayflower ship set sail 400 years ago to found the American colonies. Indeed, in 2020 Plymouth will be at the centre of commemorations. American tourists do not need to come to Plymouth only to be plagued by sweeping and aggressive seagulls.

I am concerned that increasingly aggressive seagulls could put off more tourists from coming across the world and visiting Plymouth and other coastal towns and cities such as Looe. They are not content to just take to the skies over my city; there is even a Twitter account called @PlymSeagull. I pay tribute to my hon. Friend the Member for Waveney (Peter Aldous), who has fought a long and hard campaign against nuisance seagulls, and Fiona Kerslake of Eco Environmental, based in my constituency. She gave me an excellent briefing note on the topic.

[Sir Greg Knight (East Yorkshire) (Con)]

I congratulate my hon. Friend on securing this important debate. Does he agree that one of the most important elements is access to food? If seagulls are denied access to that, they will often go elsewhere. Therefore, the very holidaymakers he refers to have a role to play: they should be encouraged not to feed seagulls when they are on the coast. We should also encourage local businesses such as takeaways to have seagull-resistant forms of waste disposal.

[Oliver Colvile]

I have a strange feeling that my right hon. Friend might have had sight of my speech. I will come on to that point. He makes a relevant and worthwhile case.

I would also like to praise Nigel Eadie, who owns the Original Pasty House in Plymouth, who first brought this issue to my attention in the last Parliament. Last night, as right hon. and hon. Members were walking through the Division Lobbies, my hon. Friend the Member for Wells (James Heappey) informed me that while Brexit is an extremely important ongoing issue, he had been inundated with communications from constituents expressing their support for this debate and suggesting what action the Government should take. The debate is particularly timely as we approach the spring and therefore the breeding season. By May, eggs will be hatching and the gulls will become even more aggressive as they seek to protect their young. As we head into the summer, we could very well see gull wars on our high streets!

My office mate, my hon. Friend the Member for South East Cornwall, who is doing a brilliant job as PPS, told me the old saying that each seagull carries the soul of a fisherman who died at sea. As the chairman of the all-party parliamentary fisheries group, I have had a few messages from people asking whether the common fisheries policy has been slightly to blame for the rise in aggressive urban seagulls as we seem to have overfished our waters. However, I will leave the Minister to address that point if she wishes.

In the past 200 years, most species of gull have learned that they no longer need to migrate north or south. That is because the UK holds a variety of relatively mild climate conditions throughout each season and food is readily available from a wide selection of sources, as my right hon. Friend mentioned. Like all wild animals, seagulls have an ingrained will to survive. Much of that comes down to the fact that they are scavengers looking for food scraps wherever they can find them. Indeed, last year a group of psychology students at the University of the West of England launched a research project to study the psyche of the gull, focusing on the nesting of the birds, their feeding habits and how humans interact with them. When my hon. Friend the Minister sums up, I very much hope she will confirm that she has followed that research. When it is published, will her Department respond to it?

Over the weekend, it was widely publicised in the local and national press that the reason I applied for this debate was because my friend had a chip taken away from him by an overly aggressive seagull. We were campaigning in the Torbay mayoral election at the time. He put his fish and chips to one side and a gull swooped down and took them away. I am afraid he did not finish his lunch.

[Oliver Colvile]

The hon. Gentleman is quite right. Indeed, I will give some examples of where that has happened elsewhere. As I said, a very aggressive seagull came down on my friend’s fish and chips. Yes, that happened, but no, that is not the reason why I sought the debate. I did so because I have been contacted by a whole series of people. A number of constituents have contacted me regarding over-zealous and aggressive seagulls. This is not a vendetta; it is an opportunity to ensure that shoppers, residents and tourists feel safe when they are outdoors.

Even my local newspaper, the Plymouth Herald, ran a story last summer titled “Plymouth will belong to seagulls this summer—but this is how you can avoid them”. We see photos in the press of a pensioner with a large cut to her scalp. We read stories about a diving seagull killing a pet dog. Things have become so bad and so widely publicised that our former Prime Minister, David Cameron, said that he wanted a “big conversation” about murderous seagulls.

Earlier today, I received an email from my constituent, Graham Steen, who tells me that a few years ago he was attacked by a pair of gulls that were nesting in his chimney. The gulls used their claws and beaks to attack the top of his head, causing a large amount of damage and pain. The gentleman has a bald head, so we can imagine what he was encouraged to go and do.

Real-life cases such as that have brought together Members from across the country to discuss this topic. Despite the anti-seagull sentiment, I am not advocating or supporting a cull of the species. Given the political surprises of the last two years, we should be very wary of polls. However, in 2015, YouGov surveyed more than 1,700 people on their support for a cull of seagulls and, according to the poll, 44% of people support one, while 36% oppose one. In beginning a cull of seagulls, I believe we could set a worrying precedent, especially as herring gulls are a protected species under the Wildlife and Countryside Act 1981. I am therefore against the cull.

While we are on the subject of protected wildlife—I hope you will indulge me for a moment, Mr Streeter—Members may know that I have been running a national campaign to save the hedgehog by making it a protected species. I know the Minister will have heard me speaking about that several times over the last year; I realise that I have got quite a reputation around the country for it. I want to ask her this: how can it be that an aggressive bird such as the herring gull is protected when the small, timid hedgehog, whose population has declined by 30% in the last 10 years, is not?

[Sir Greg Knight]

I know my hon. Friend is a big supporter of the European Union. Is not the answer to his question that the Wildlife and Countryside Act derives from the EU birds directive, which forbids us to have a cull?

[Oliver Colvile]

My right hon. Friend is quite right. I very much hope that that will be included in the Brexit Bill when it comes forward, so that we can protect our wildlife and, I hope, improve upon it, because that is important.

Back in September, my hon. Friend the Member for Cheltenham (Alex Chalk) tabled a question to the Department for Environment, Food and Rural Affairs asking whether it had made an assessment of the potential effect of removing the protected status of seagulls in urban areas.

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[John Woodcock]

Absolutely. These are trying times. We have had the Barrow and Furness seagull summit. Perhaps the time has come for a national seagull summit, so that the blighted populations along our coasts can get together and discuss the issue, perhaps in comparative safety at an inland venue, for their mutual convenience.

BAE has taken action, which reduced many of the nesting sites in our town, and a number of years ago the council distributed a leaflet, but there is still a really significant problem. Certainly in the perception of most citizens in Barrow, Ulverston and across the area, the blight is pretty much as it was. That is not to say that we do not value the South Walney nature reserve, where the seagulls ought to be living their lives, but unfortunately they come into town too often because food supplies are too readily available there. There are clearly things that individuals and businesses can do to lock up those supplies, but I wonder whether there is a limit to the effectiveness even of those measures.

I am very interested in what the hon. Member for Plymouth, Sutton and Devonport says about the potential for reinstating a cull once the United Kingdom has left the European Union. Amid the flurry of worry and concern about downsides, that is possibly one thing that we ought to keep in mind as a real step forward for an independent UK. We will be able to make our own decisions about whether herring gulls, which are hugely preponderant in Barrow town centre, could be taken off the protected species list.

I will finish with a further suggestion as to how the Government could get involved. It is true that herring gulls are on the protected list, so the ability that is available in relation to other species, if they prove to be a health and safety concern, does not exist for gulls, but too often that leads individuals to believe that they can do nothing. Actually, if people go to the Natural England website and read the provisions of its general licence, that makes it clear that someone can take action against a herring gull by removing its nest and taking away its eggs if they are a property owner, there is a clear health and safety danger from failing to do that and other measures have proved ineffective. Many homeowners or managers of public buildings would clearly meet those criteria in the Furness area and, I imagine, in other towns.

[Sir Greg Knight]

Does the hon. Gentleman accept that many seaside properties are three-storey, not two-storey, and where they are owned by an elderly couple, it is just not possible for them to get up on the roof and remove the eggs?

[John Woodcock]

Indeed, but let me explain what I strongly believe the provisions of that licence say. Perhaps the Minister will be able to clarify this. I can share with her the terms of the licence if her staff do not have this information and that would be helpful. I am not sure that it requires an elderly person to do the deed themselves. I think that they may be able to employ someone else to do it. Let us hope that there clearly is a role for local authorities. There is a long established role in vermin control. Someone can bring in people to help if they have a rat or mouse infestation. I think that there clearly is a role for local authorities, but where either the local authority or the Government could really make the difference would be in enabling citizens to know what their rights are in these situations.

Backbench Business

Greg Knight Excerpts

Thursday 8th December 2016 Westminster Hall

[Jeremy Lefroy (Stafford) (Con)]

I beg to move,

That this House has considered the UK ivory trade.

It is a pleasure to serve under your chairmanship, Mrs Main. With your permission, I will outline the case for ending the UK ivory trade and will leave much of the detail to my hon. Friend the Member for Mid Derbyshire (Pauline Latham), who has spoken regularly in this House about it. I pay tribute to the work of Lord Hague and many other right hon. and hon. Members for whom this is a matter of great concern.

This debate also addresses the subject of a petition to shut down the domestic ivory market in the UK, which has attracted more than 75,000 signatures. My near neighbour, my right hon. Friend the Member for North Shropshire (Mr Paterson), has asked me to say that he would very much have liked to be here, but he had a prior commitment. His article in The Daily Telegraph makes a strong case for ending the UK ivory trade. I also want to pay tribute to the work of Tusk, the World Wildlife Fund, the International Fund for Animal Welfare and other organisations for highlighting the threat to elephants and other endangered species.

The elephant population in sub-Saharan Africa has declined dramatically over the past decade. It is estimated that some 30%—perhaps 144,000—have disappeared in the past seven years, substantially as a result of poaching. Estimates of the remaining population vary, but there are perhaps as few as 400,000 to 450,000. This is an emergency that requires emergency action.

[Sir Greg Knight (East Yorkshire) (Con)]

What my hon. Friend is saying will have widespread support in all parts of the House. Does he agree that there is something both revolting and nauseating about those who slaughter an endangered animal to use a part of its body as an ornament?

[Jeremy Lefroy]

My right hon. Friend has put it much better than I could. I entirely agree with him.

Dog Fighting

Greg Knight Excerpts

Wednesday 29th June 2016 Westminster Hall

[Dr Lisa Cameron (East Kilbride, Strathaven and Lesmahagow) (SNP)]

I beg to move,

That this House has considered dog fighting.

It is a pleasure to serve under your chairmanship, Sir Roger, and it is a privilege to bring this debate to the Chamber to highlight the extreme plight of those dogs around the UK that are subject to the cruel and callous animal abuse of dog fighting. They have no voice of their own, and we must give them a voice; I am heartened that so many hon. Members are present to contribute to the debate and to do just that—to give them their voice. I am proud that so many of my constituents and those of other Members have been in contact to emphasise the importance of the debate and the impact on animal welfare and our legislative process.

[Sir Greg Knight (East Yorkshire) (Con)]

I am delighted that the hon. Lady chose this topic for debate. Is she aware that she has widespread support throughout the House and that some of us have tabled early-day motion 64, which calls for a national dog-fighting strategy to stamp out this awful crime?

[Dr Cameron]

I thank the right hon. Gentleman for his intervention. I am delighted that I have so much support in all areas of the House, from all parties. I have signed the early-day motion and fully support it.

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[Dr Cameron]

I thank the hon. Gentleman, and I agree that we do not need a one-pronged approach. We need to address the issues that have been raised, and we should recognise that if those involved are also involved in organised crime and are making large amounts of money from dog fighting, a small fine and a slap on the wrist will not be a deterrent. We need a deterrent in this case.

Dog fighting awareness day is on 8 April, which also happens to be my birthday. I had not been aware of that coincidence before I researched the debate. The day was established by the American Society for the Prevention of Cruelty to Animals. As I mentioned, it has been traumatic for me, as an animal lover, to research and speak about the issue. I am sure that dog lovers and ordinary people across the country who have listened to the debate will have been sickened. Dog fighting is a cruel, barbaric, abhorrent and violent crime with no place in the UK. It is one of the most extreme forms of animal cruelty. I am pleased and heartened by the number of Members who have come to the debate, and I urge that we work together to eradicate dog fighting once and for all.

[Sir Greg Knight]

On a point of order, Sir Roger. You are in the Chair and are therefore properly impartial, but is it not appropriate that we place on record the work you have done and continue to do on animal welfare matters? We know that if you were not up there, you would be down here.

[Sir Roger Gale (in the Chair)]

My right hon. Friend is most generous: I could not possibly comment. The hon. Member for East Kilbride, Strathaven and Lesmahagow (Dr Cameron) has been very generous in giving way. I hope that hon. Members will not seek to rise to make speeches unless they have indicated already to the Chair that they will do so, because I am afraid there is no opportunity for me to facilitate that. Because of the time available, I will now have to reduce the speaking time to four minutes. If hon. Members can limit themselves to less than that, we might get everybody in, but it is a big might. I always do my best, but I cannot guarantee it.

Low Emission Zones

Greg Knight Excerpts

Wednesday 25th November 2015 Westminster Hall

[Ben Howlett (Bath) (Con)]

I beg to move,

That this House has considered the introduction of low emission zones.

I am pleased to serve under your chairmanship, Mrs Moon. It is great to host this debate on the vital subject of establishing low emission zones in the UK. Although I will focus my attention on the wider benefits of low emission zones across the UK and why they should be introduced, it will come as no surprise to Members that I would like to use my own constituency of Bath as an example of how the introduction of low emission zones will benefit a UNESCO world heritage site.

I also want to outline why the outcome of the Government’s recent consultation on air quality must lead to the introduction of a standardised set of rules and regulations for establishing low emission zones across the UK. In layman’s terms, I want to see an off-the-shelf low emission zone system that can be picked up from Government and dropped into a community such as Bath in a much easier way than is currently the case. With the European Court of Justice’s deadline for a proposal on how we can bring Britain’s air quality up to legal standards almost upon us, we need to look at the introduction of low emission zones and how they can be implemented as quickly and successfully as possible.

It is not only in terms of deadlines that time is ticking. Air pollution is having a devastating impact on the nation’s health, and that simply cannot be ignored for much longer. In my view, a national strategy is needed to ensure a continuous and unified approach to implementation, so that drivers are not expected to comply with a variety of different regulations and restrictions as they travel around the country.

Bath, unbeknown to many outside the south-west, has a huge problem with air pollution. Many of its buildings are constructed out of the famous yellow Bath stone, but they are slowly blackening in many areas. Air pollution levels in Bath far exceed legal limits and are causing problems to constituents’ health and wellbeing, as well as the health of the many tourists who visit our city. Bath relies on tourism for much of its income, and the situation puts tourism at risk.

I will show the Chamber a map, which, at the request of the Chairman, I will hand to the Library. It is famously known as the “corridor of death” map in Bath, and I have a copy courtesy of the Federation of Bath Residents Associations. The map shows the dangerously high levels of air pollution in Bath, which have increased further since it was published in 2009. A study in Bath showed that road traffic contributes a staggering 92% of the total NOx concentration, with heavy-duty vehicles contributing between 24% and 57.1% of that. Those figures are promising in that they show that a restriction on the movement of vehicles through central Bath will reduce the contribution that traffic makes to pollution levels in the city.

Earlier this month I raised the issue with the Secretary of State, who visited Bath prior to the election. She stood with me on the corner of London Road and Cleveland Bridge and we breathed in the air pollution together. She was clear at the time that the Government would like to introduce a standardised system of low emission zones around the UK. This was music to the ears of members of the Federation of Bath Residents Associations who were in attendance, along with local residents from Camden and Walcot in my constituency.

Since then I have welcomed both the European Commissioner for the Environment and the Conservative MEP for the South West, Julie Girling, to see the situation at first hand. At our meeting, we discussed Bath’s special case and called for Bath to become a special case study for air pollution by the European Commission. Given our unique world heritage status in the UK, our bowl-like geography as a city, and the Bath stone that I mentioned earlier, which seems to take on pollutants in a more destructive way than other building materials, it is important that we have a low emission zone. I want to thank the Bath residents associations, including FoBRA and the city centre residents associations, for championing these changes in Bath.

Low emission zones work to deter the vehicles that produce the most harmful gases from entering certain areas of the city. They are not prevented completely from entering, but face large fines if their vehicles are not adapted to reduce the levels of emissions produced. Air pollution contains many different substances, and is one of the biggest causes of man-made pollution in the UK. Road transport, particularly transport that uses diesel engines, contributes the most. The zones restrict the vehicles that have the worst effect on air quality with a system of local charging and regulation.

The idea is that individuals and particularly businesses with a large fleet of vehicles make simple changes to their vehicles, or alternatively replace them, so that they can drive through the area without receiving a charge. This will in turn protect the environment from ever worsening pollution levels. Such zones have been introduced elsewhere in Europe, with Germany having a national framework of more than 70 low emission zones, which has produced staggering results. Berlin alone saw a 58% reduction in diesel particulates, which obviously has had a huge, positive effect on the health of the local population.

Bath needs a handful of major infrastructure projects to reduce the amount of traffic in the city, thus reducing air pollution further. The introduction of a low emission zone will need to work as part of a wider strategy to reduce the amount of diesel cars passing through the city each day. In the previous Budget, the Chancellor championed the cross-party transport strategy that I hope will be implemented by my local authority—the first time it has been run by Conservatives in a very long time; in fact, ever. Only with this combined approach can we reduce the scarily high pollution levels in the city.

Low emission zones are not a new thing to the United Kingdom; the low emission zone in London provides a brilliant starting point for a national strategy. London began with the introduction of charges for vehicles that failed to meet emissions standards and is set to see the introduction of an ultra-low emission zone in 2020.

On a similar note, I am pleased that Transport for London has announced that new black cabs will no longer use diesel and must be capable of running on an electric battery from January 2018. 1 recently met Calor, the gas supplier, which advocates adopting liquefied petroleum gas taxis that would be another clean alternative that could help businesses adapt to the introduction of low emission zones.

Outside London, low emission zones have already been introduced in a handful of places across the UK, including Oxford, where many of the main roads in and out of the city have controls in place, and Brighton, which introduced a low emission zone for buses at the start of this year. Bath and North East Somerset completed a feasibility study in 2014. It found that air quality improvements could be made with the introduction of a low emission zone in the central area of Bath. I want to build on this study by working with the Minister and the Department for Environment, Food and Rural Affairs to use the introduction of a low emission zone in Bath as a template for a system that could be replicated across the country in areas of dangerously high air pollution.

The technology currently exists for the police and/or local authorities to prevent high polluting vehicles from accessing built-up areas. The problem really rests in the inability of councils to enforce vehicle access. We need to find a way to enable local authorities to do that. We need to ensure there is improved collaboration on this issue. My understanding is that areas across the country have struggled to introduce low emission zones because Government agencies, including Highways England, the police service and a mixture of local authorities, have not been working in partnership in an effective way to deliver these zones. My hope is that, following the publication of the Government’s consultation, a framework will be introduced to ensure that these problems are ironed out.

[Sir Greg Knight (East Yorkshire) (Con)]

Does my hon. Friend agree that there should be exemptions in low emission zones? A class of vehicle that should be exempt is the historic vehicle. The Government define such vehicles as vehicles more than 40 years old. They are used for many charitable and fundraising events and are a feature at most weddings. As they make up only 0.6% of licensed vehicles on the road, their contribution to pollution is negligible. I declare an interest as the owner of several such vehicles and as chairman of the all-party historic vehicles group.

[Ben Howlett]

I thank my right hon. Friend for his intervention. I do not wish to be the most unpopular person at every wedding in Bath, so I completely agree that certain vehicles need an exemption, particularly vehicles that cannot be updated. A 40-year limit seems a very sensible one if such vehicles make up only 0.6% of the total number of vehicles on our roads. If a national framework were introduced, such exemptions could easily be included so that drivers would not have to check the policy of each individual zone on their route.

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[Jim Shannon]

I wholeheartedly agree. I am here to support low emission zones, but, if I can, I want to put into the debate the cost factor, because it has to be addressed. At the end of the day, we all pay for these things. I agree with the hon. Lady: if 82 people die in York every year because of emissions, let us do something about it. But I am asking who is going to pay to make that happen and how it will work. Will it be local councils, direct funding from Government or something else? We need to look at that. I am not saying that we should not do anything—we should—but I want to be told where the funding is coming from. That is the issue.

Might low emission zones negatively affect economic activity, particularly small and medium-sized businesses? Of all the regions of the United Kingdom of Great Britain and Northern Ireland, Northern Ireland has the largest number of small and medium-sized businesses, which could be directly affected. Large businesses will be able to replace vehicles that fall short of the targets with relative ease compared with SMEs, and local, indigenous businesses will be hit hard if they are hindered in their ability to operate as a result of the introduction of low emission zones. I support the purpose of the debate, but make that point because we have to be honest and realistic about what is achievable. How do we achieve the goals that the hon. Member for York Central (Rachael Maskell) wants, that I want and that everyone else present wants? Perhaps we could alleviate concerns by introducing an exemption system or some sort of assistance for SMEs, particularly indigenous businesses.

We need to take action on this issue. The cost to the climate is too much, as is the cost to our quality of life.

[Sir Greg Knight]

The hon. Gentleman makes a fair point. Does he agree that if a zone is introduced heavy-handedly it could have the effect of making shoppers go to out-of-town shopping centres where parking is free, rather than go into town or city centres? It would therefore hit small businesses in our towns and cities.

[Jim Shannon]

As always, the right hon. Gentleman brings his experience and knowledge to the debate. I thank him for that intervention, which helps us develop our debate. I hope the shadow Minister and the Minister will respond to it. It should be done in the right way, and this debate is about how to achieve our goals.

I believe that, as public representatives, we should be bound to do our best to promote better public health. In Berlin, there have been real results from such zones. There are examples from around the world of where they have been successful. Perhaps the hon. Member for Bath mentioned this in his introduction—I am sorry if I missed that bit—but I think Berlin shows how it can be done. There has been a 58% reduction in diesel particulates and a 20% reduction in NOx. There is no doubt that the LEZs and ultra-low emission zones in Berlin work; it is just a matter of addressing the concerns that other hon. Members outlined.

We have to address the issue of emissions. We have to save the lives that the hon. Member for York Central wants to save in a way that we can afford. If we set goals and targets, I believe we can address the issues of emissions, the climate and public health while having as little a negative impact on stakeholders as possible. I am sorry for labouring that point.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Environment, Food and Rural Affairs (Rory Stewart)]

It is a great pleasure to serve under your chairmanship eventually, Mrs Moon. As your husband was a distinguished ecologist and created the local government network of ecologists, I am pleased that it should be an environmental subject that I have the privilege of presenting in front of you. I thank my hon. Friend the Member for Bath (Ben Howlett) for securing this debate and thank others for their contributions, which I will try to wrap together, to consider what is a surprisingly tricky, important and evolving subject.

The first question is one of science, about which the hon. Member for York Central (Rachael Maskell) made several points in a couple of interventions. One of which was about the chemistry of diesel engines and their nitrogen dioxide content. I think that she was getting at the fact that diesel burns at a different temperature to petrol, producing more nitrogen dioxide. She also pointed out that some emissions may come from technically low emission vehicles. Nitrogen dioxide is our major concern today, but we are also concerned about particulate matter, and, as others mentioned in the debate, sources of emissions extend to other things apart from vehicles, including non-road mobile machinery, such as construction machinery, and domestic boilers. The sources extend right across the spectrum of vehicles, including buses, taxis, heavy goods vehicles, light goods vehicles and cars.

The hon. Member for Blaenau Gwent (Nick Smith), the shadow Minister, also focused on science and modelling. The modelling that we undertake in Britain is sophisticated, taking nearly three months to run, and European Union-accredited. It is unbelievably complicated, involving the overlaying of emissions and the balance of the fleet. For example, when my right hon. Friend the Member for East Yorkshire (Sir Greg Knight) is driving through his area, his vehicle will have an impact on emissions in a particular place, and the hon. Member for Strangford (Jim Shannon) mentioned emissions from planes, which need to be put into a totally different part of the model due to atmospheric dispersion. The model therefore includes sources of emissions, a climate model, including how the wind moves things around, and the road network, and out of that we attempt to calculate nationally the number of micrograms per cubic metre. As pointed out by the shadow Minister and my hon. Friend the Member for Bath, local situations will always arise in which things are being captured that may not be captured by the national model. Equally, the national model will be much better at reliably catching the national picture than can be achieved on a grid basis.

The shadow Minister mentioned Oxford Street, and I absolutely agree that the situation is shocking. It is terrible that the levels, at 120 micrograms per cubic metre, are three times the EU limit. However, I gently challenge the idea that that is the worst in the world. Someone on a visit to Beijing, Delhi or a number of cities in Latin America will find considerably higher levels, but the situation on Oxford Street is indeed shocking. Such levels will have a serious impact on human health, which was raised by the hon. Member for Strangford.

There is also the question of cost: what do we do about the problem, and where do we allocate the costs? We now have a better understanding of the cost to human health, which has two elements. There is the indirect cost to human health. There is the value that we put on our own lives and the fact that people, if they have lung diseases or heart diseases, may die prematurely. The Treasury attaches an economic value to that, which is a slightly bizarre process. There is also the direct cost to the national health service of trying to treat people. The hon. Member for Strangford challenged us to try to integrate much more how we use the NHS budget, public health, how we think about air quality and the measures that might be taken by my Department or the Department for Transport.

I am grateful to the hon. Member for Falkirk (John Mc Nally) for his speech. His example—as he said himself, it was perhaps more Dundee than Falkirk—shows how we can learn from the devolved Administrations again and again. In environmental policy, we are already learning from Wales’s approach to recycling and from Scotland, in particular Zero Waste Scotland. Different approaches are often taken across borders. The Dundee example of electric vehicles and potentially electric bicycles is something that we are happy to learn from, and we are happy to exchange ideas across borders.

The fundamental challenge posed by the hon. Member for Bath and the shadow Minister was, “What on earth do we do about this? How do we address these problems?” The shadow Minister put his finger on two problems, one of which was how to get the balance right between the national and the local. He was saying that it is all very well the Department pontificating and saying, “This is where we want to get to,” but the local authorities are given the job of responding to it without resources. The other problem was how to allocate the resources and costs, which was also the challenge of the hon. Member for Strangford.

One way of understanding the dilemma is to look closely at the exact example raised by the hon. Member for Bath. How does the balance work? Bath, fortunately, is modelled not to be in exceedance by 2020. This is a devolved issue, but the cities we are particularly concerned about in England are Birmingham, Leeds, Nottingham, Derby, Southampton and London. They are our major concerns and we have a different approach to each city—Bath is a good example. Forty micrograms per cubic metre on average of ambient air quality is an EU-set target, but we want to do better than that, because of the benefits to human health. We would like to reach the target sooner rather than later.

Since Roman times, Bath has been a great symbol of health in this country. It was where Roman tourists and 18th century tourists alike went for their health; it is a world heritage site based on the idea of health. We should certainly have a clean air zone in a place that is seen as a great symbol of health.

The council in Bath has led in a number of ways. This is a good example of the local-national thing. The council already has an extraordinary project on bicycles—Bath’s answer to the Boris bike—which has just launched and has 5,000 bikes in operation. The council has a good approach to electric vehicle charging and has more than 20 electric vehicle charging points, with businesses also building their own charging points. It has invested in hybrid buses. The Department for Environment, Food and Rural Affairs has been proud to co-operate in a small way on the Bath website and on some of the research into moving towards low emission vehicles. Now Bath has come forward with a proposal to have its own low emission zone, which we welcome.

There has to be a national contribution, which I will set out in a moment, but the reason why getting the balance between local and national is vital is that we can see in a single road such as Rossiter Road in Bath an exceedance reduced by 18 micrograms per cubic metre through a single local intervention. It is not sensible for the Department to fantasise that, sitting here in London with a 300-mile screwdriver, we have a solution for 28 cities. Much will be about having active traffic management systems.

One Labour MP, the hon. Member for Southampton, Test (Dr Whitehead), came to me with a brilliant idea about how to resolve diesel pollution issues caused by passenger vessels docking in port. It involved setting up electricity charging points, so that the vessels did not have to run off their diesel engines. He found a solution that involves the local enterprise partnership and the local council. Such solutions can have much more of an impact much more rapidly than our simply mandating things from the centre.

As for cities where we will be in exceedance by 2020, however, we are clear that we will take action. The Government are determined to be in compliance. In 2020, we will be judged on whether we are below 40 micrograms per cubic metre in every city in England, with the exception of London, and we will be in compliance in London by 2025. We will ensure that we put structures in place to support local initiatives.

My hon. Friend the Member for Bath made a final challenge: can we produce a standardised system of low emission zones to be rolled out across the cities? Yes, of course we can. The point of our consultation is to provide four straightforward models of what low emission zones—what we call clean air zones—can look like. The first model deals with buses and taxis; the second with buses, taxis and heavy goods vehicles; the third with buses, taxis, HGVs and light goods vehicles; and the fourth one goes all the way down to cars.

[Sir Greg Knight]

Does the Minister agree with me and the Mayor of London that there is a case for exempting historic vehicles from any restrictions or penalties?

[Rory Stewart]

My right hon. Friend makes a powerful point and one we will have to think about. We have to get the balance with simplicity right, and that is what we are trying to achieve. The request made by my hon. Friend the Member for Bath for a straightforward, simple system was a good one. The objective is for an HGV driver to know that the same rules apply throughout England or, ideally, if we can work with the devolved Administrations, throughout the United Kingdom, so that we do not have different rules in different places. Provided we can achieve simplicity and a national standard, however, I can see a good argument for excluding historic vehicles. In essence, because the low emission zones would be standard, provided that HGV drivers had a Euro 6 diesel engine in their lorry, for example, they would know that they could enter any of the zones anywhere in the country, as such vehicles would be exempt. We do not want to end up with a situation in which any individual business has no idea what is happening when it turns up somewhere.

We have made some progress since the 1970s. The hon. Member for Strangford reminded us about the problems of smog, which were much worse. In the late 1940s, some incidents cost thousands of lives over two or three days. Since then, we have reduced sulphur dioxide by a dramatic 90%, which was an extraordinary achievement, particulate matter by 73% and the nitrogen oxides, NOx, by 62%, but we can still do better and we have a huge opportunity to do so. The Government have put £2 billion into that.

The real game in town is to ensure not only that by 2020 or 2025 we meet the targets, but that by 2050 we are in the lead and that, with the exception of my right hon. Friend the Member for East Yorkshire and his exotic car, we are predominantly driving electric vehicles. We can see the direction in which we are going: Britain should be in the industrial lead, and we should be the country where such vehicles are manufactured and tested.