Vessel Emissions: River Thames

Debate between Matthew Pennycook and Jim Shannon

Wednesday 4th September 2019 Westminster Hall

[Matthew Pennycook]

My hon. Friend is absolutely right. It was a great frustration to him, as it was to me, that the developer would not listen and commit to plans for a clean, green terminal and shore-to-ship power.

Nevertheless, it was right that the proposals as set out were scrapped, and residents very much welcomed that. I also welcomed Criterion Capital’s confirmation that the proposals had been scrapped. However, the final demise of the terminal does not mean that the problem of toxic emissions relating to activity on the River Thames has been solved for those living in my constituency. The issue remains of emissions from other vessels using the river and, in particular for my constituents who live in west Greenwich, the emissions from the large number of cruise liners that dock at Greenwich pier each year.

In the time available I will argue that the Government must do more to address that problem and that the best means of doing so is by overhauling the fragmented arrangements in place for regulating the Thames and by establishing a coherent and effective emissions control framework for the river that will improve air quality for those communities that live beside it.

[Jim Shannon (Strangford) (DUP)]

The problem of emissions in London and on the Thames in particular is clear, but emissions throughout the United Kingdom are an important issue as well. Does the hon. Gentleman feel that it is important for the Lord Mayor of London, the Port of London Authority, and the Maritime and Coastguard Agency to come together to set emission reduction targets and to ensure that they are achieved?

[Matthew Pennycook]

The hon. Gentleman is absolutely right that a huge number of organisations have some regulatory role or other with regards to the river. As I will come on to argue, we need to bring some coherence and simplification to that by means of a single regulator for the Thames.

I do not need to spend much time outlining why air pollution is such a serious problem. There is growing awareness among the public about the fact that the toxic and illegal levels of air pollution across our country are an invisible hazard that contributes to the ill health and premature deaths of tens of thousands of people each year, including thousands of Londoners. There is a growing realisation that air pollution constitutes a public health crisis. The public are perhaps less aware of the fact that shipping emissions, in the form of nitrogen oxide and dioxide, as well as sulphur, are a major source of that pollution. Indeed, if concerted action is not taken, by 2020 shipping will be the biggest single emitter of air pollution in Europe.

As things stand, emissions from vessels on the River Thames are not the most significant contributor to air pollution in London, but their contribution is still significant. In the absence of concerted action, as road and other emissions sources are steadily reduced—for a variety of reasons—emissions from the river will account for a steadily higher proportion of London’s total. Crucially, emissions from the River Thames are necessarily concentrated in riparian parts of London such as Greenwich and Woolwich, which already suffer from incredibly poor air quality, in particular in hotspots such as east Greenwich or Charlton in the vicinity of the A102. That is why more must be done to bear down on emissions generated by vessels using the river, a huge variety of which do so, each and every day.

I have already mentioned that the primary concern in the corner of south-east London that I represent is the extremely large cruise liners that berth at Greenwich ship pier. According to the Port of London Authority, the body responsible for vessels mooring at the pier, 12 cruise liners berthed at Greenwich last year and a total of 14 are set to do so this year. The Minister probably has some sense of the size of vessel in question. They are huge. When berthed, such liners are, in essence, floating hotels and are required—in the absence of the shore-to-ship power for which my hon. Friend the Member for Poplar and Limehouse (Jim Fitzpatrick) and I were campaigning—to run their engines in order to serve their onboard guests.

I am no shipping expert, but my understanding is that an average cruise liner running its auxiliary engines while berthed burns approximately 700 litres of diesel fuel an hour, the equivalent of 688 idling heavy goods vehicles. By any account, the emissions they generate are considerable.

All such ships must of course comply with international emissions standards. Those are complex, with different standards for nitrogen oxides and sulphur, as well as with greenhouse gases at different tiers, but in general terms they require emissions from vessels to be equivalent to burning 0.1% sulphur fuel or less. That sounds stringent, but those standards need to be set in context. A limit of 0.1% sulphur fuel or less is more than 100 times the amount of sulphur permitted in road diesel.

It is true that river vessels are subject to progressively tightening emissions standards internationally, but it is also the case that new or forthcoming regulatory measures, such as the introduction of the North sea emissions control area from 1 January 2021, are not particularly ambitious. They will not apply to onboard generators used when a vessel is berthed; to vessels built before the date that the area comes into force; or to existing vessels that replace their engines with non-identical ones or that install additional ones. Given that vessels tend to have significantly longer lifespans than road vehicles, the impact of such measures on fleet renewal is likely to be minimal.

Personally, I do not believe that the solution to this problem is to ban all cruise liners from entering London. However, I am convinced that we require more stringent emissions standards for vessels using the River Thames, including cruise liners of the kind that berth at Greenwich Pier, than what is required now or will be required in future years by way of international shipping standards, so that the problem does not exacerbate already poor local air quality and adversely impact on the health of Londoners, in particular those living in developments close to the shoreline.

The barrier to more effective emission standards for vessels on the Thames is the fact that responsibility for regulation of the river is utterly fragmented—that was alluded to by the hon. Member for Strangford (Jim Shannon)—and no existing regulator has a clear responsibility for improving air quality or reducing emissions overall. At present, a wide range of organisations either have responsibility for regulating different classes and uses of vessels on the Thames or have commercial influence on them through ownership or tendering. They include the Port of London Authority, the Environment Agency, the Maritime and Coastguard Agency, riparian boroughs with boundaries that lie in the river itself, such as Greenwich, and Transport for London. By my calculation, there are more than 20 such organisations with some type of regulatory function.

The inherent conflicts of interest further complicate the problem of regulatory fragmentation. The Port of London Authority, for example, is under pressure to play its part in improving air quality in London and has developed a groundbreaking air quality strategy to that end. It is investing in a comprehensive air quality monitoring programme around Greenwich ship tier and is looking into the practicalities, costs and benefits that shore power might bring to its London moorings. Yet it receives income for the duration of each vessel’s stay at its moorings, including the large cruise liners that berth at Greenwich pier, and it has no formal responsibility to regulate the emissions generated by the vessels to which it issues licences.

That is not a criticism of the PLA or any other organisation with some form of regulatory role on the Thames or commercial influence. In fact, I am confident that each of them is doing as much as it feasibly can within the current framework. For example, Transport for London is developing a pier strategy that could incentivise the use of vessels with high emissions standards, and has led by example by ensuring that the Woolwich ferry service now has upgraded stage V, hybrid vessels, fitted with additional post-exhaust treatment to reduce emissions and an innovative docking system whereby new vehicles do not have to run their engines at berth.

Another example is the Mayor of London, who has allocated £500,000 from his air quality fund to retrofit 11 vessels, and commits in his transport strategy to support proposals to ensure that new and refurbished wharves, piers and canal moorings generate renewable power onsite.

The efforts undertaken by individual organisations, however, are necessarily piecemeal. They are not enough to adequately bear down on harmful emissions generated by vessels across the river as a whole, and they are not an adequate response to the issue of the most concern to those I represent: emissions from cruise liners berthing at Greenwich pier.

Two things are needed to tackle air pollution on the River Thames, alongside the Government’s wider measures for the UK as a whole. I hope the Minister, her officials and her colleagues in other Departments will give them serious consideration. The first is the establishment of a single overarching regulator for the Thames and London waterways, to replace the present fragmented regime. The second is the introduction of a coherent and effective London-wide emissions control framework on the river, to replace the patchwork of diffuse and overlapping responsibilities currently in place.

The current regulatory set-up for vessels on the river is not only complex and opaque but simply inadequate to reduce shipping emissions at the scale and pace required. Let me give a practical example of why that is the case. The various organisations that have responsibility for regulating different classes and uses of vessels on the river must accept each other’s licences in certain circumstances. That means that any positive action by one organisation with regulatory responsibility can easily be undermined by another. It is a classic collective action problem. The PLA’s green tariff, which has been moderately successful at places such as Tilbury, will never work as effectively as a coherent London-wide framework for emissions standards on the river, because its impact can easily be undermined by the behaviour of less proactive organisations.

The situation cries out for a coherent and consistent approach. Replacing the current multi-regulator system with a single overarching one, either by creating a new regulator or by empowering an existing one such as the Port of London Authority, would increase transparency and accountability. It would ensure the consistent application of standards that we do not have at present and, for that reason, it would increase investment in emissions reductions technologies and infrastructure, and in cleaner vessels by operators. It would also reduce bureaucracy as it would necessarily entail a reduction in the number of enforcement and licensing authorities. That new system would require primary legislation but, assuming that the Government are still committed to introducing an environment Bill in the next Session of Parliament, it could easily be achieved by means of that proposed legislation.

I do not pretend to have a detailed blueprint of precisely what powers such a regulator would have; it might simply be authorised to set minimum emissions limits for the Thames that differ from those set internationally by the International Maritime Organisation. It could oversee and enforce a system much like the ultra low emission zone, where standards are set and non-complaint vessels are not banned but simply deterred from using the Thames or incentivised to upgrade by means of appropriate charging structures.

It is important that the Government recognise the case for reform and act. It is right that plans for a polluting Enderby Wharf cruise liner terminal have been scrapped for good. However, the demise of the terminal proposal does not mean that the problem of toxic emissions generated by vessels on the Thames has been solved. In the current situation, Londoners who live near, travel on, or work on or close to the river are not adequately protected. My constituents are not protected from air pollution generated by vessels on the Thames, particularly those living in west Greenwich, who must live with emissions from the scores of cruise liners that berth at Greenwich pier each year.

I recognise that the Government’s focus to date has been on tackling shipping emissions at an international level. However, I urge the Minister to work in partnership with the Mayor of London and the Greater London Assembly to give London the means to solve this problem by overhauling the fragmented regulatory arrangements that are currently in place, and by working to introduce a single regulator for the Thames that can oversee and enforce stringent emissions standards. Improving the air quality on and around our capital’s river is an essential part of addressing the public health crisis we face. When it comes to tackling air pollution in London, the River Thames cannot be an afterthought.