Low Emission Zones

Debate between Rachael Maskell and Nick Smith

Wednesday 25th November 2015 Westminster Hall

[Nick Smith (Blaenau Gwent) (Lab)]

I congratulate the hon. Member for Bath (Ben Howlett) on securing this debate, and I thank other colleagues for their contributions. It is a pleasure to serve under your chairmanship, Mrs Moon.

We need to introduce a network of low emission zones. The health impact of air pollution places a huge burden on this and future generations, so we need a genuine long-term solution. Air pollution-related conditions cause thousands of premature deaths in this country every year. Children growing up around severe air pollution are five times more likely to have poor lung development, and long-term exposure leads to an increased risk of lung cancer and heart disease.

Although the majority of harmful substances come from industry, in urban areas as much as 70% of harmful pollution comes from road traffic. Diesel emissions are a particular culprit, as other hon. Members have said. The World Health Organisation has identified diesel fumes as a cause of lung cancer; it classifies diesel exhaust as a group 1 carcinogen, which places such fumes in the same category as arsenic and asbestos. That tells us how dangerous pollutants from diesel are, and it puts the seriousness of the Volkswagen scandal in perspective.

We urgently need to introduce low emission zones to protect the vulnerable from exposure. Concentrations of nitrogen dioxide on London’s Oxford Street are three times over the EU limit and are the highest concentrations in the world. A low emission zone has been implemented in London, and an ultra-low emission zone is on its way, but much more needs to be done, not least because this is a UK-wide issue. The EU’s limits for nitrogen oxides are regularly breached across the UK. Some 31 of 43 areas in the UK already exceed the limits set out in the 2013 EU ambient air quality directive.

[Rachael Maskell]

In addition to low emission zones, is it not important that we also carry out congestion commissions to look at the issues behind emissions? Vehicles with lower emissions can contribute to the cumulative impact.

[Nick Smith]

My hon. Friend makes an important point. The more information that is available on this topic, the better. We need more ambition to clean up the air we breathe.

Worse still, the glaring inconsistencies between test data and real world emissions mean that the accuracy of the Department’s assumptions on air quality improvements must also be called into question. Given all the recent media coverage—colleagues might have seen Monday’s “Panorama”—which has seriously challenged testing data, will the Minister assure us of the robustness of the Government’s current consultation and that projections are based on accurate modelling and real world figures?

The consultation is right to suggest that there is more we can do to tackle air pollution, but the Government describe the plan as

“a plan for a plan by others”

and dodge any time-bound targets or real responsibility. The UK is also facing fines from the European Commission of £300 million a year for contravening emissions limits and failing to have a plan to reduce the levels of nitrogen dioxide in the air.

A few years ago, the Government gifted themselves the power to pass such penalties on to local authorities in areas of high air pollution. At the same time, those local authorities faced deep cuts to their budgets. In Wales—you may recognise this, Mrs Moon—we call that a hospital pass. The buck is being passed without the real power to fix the problems being identified. While the Government’s approach relies on devolving obligation and accountability to local authorities, it does so without providing any additional resources or the tools for the job.

Local authorities of course have a significant part to play, but the scope of the problem absolutely requires national oversight and guidance, which is the sort of thing that the hon. Member for Bath was talking about. We should be shaping a clear path by granting local authorities the powers that they need to reduce air pollution from vehicle emissions. That means delivering a national framework for low and ultra-low emission zones, implemented locally and informed by local intelligence. The decision-making and responsibility for reducing air pollution cannot be palmed off if local authorities have insufficient direction or investment.

While the Government’s plan refers to a national framework of clean air zones, the proposal lacks detail and needs development. Providing local authorities with a national framework would enable far more coherence. Examples from elsewhere, including from the Netherlands, show that such an approach would be a step in the right direction. How does the Minister intend to achieve the necessary improvements given the hefty budget cuts to his Department and local government announced earlier today?

In conclusion, a framework of low emission zones in the UK would be worth while and cost-effective and would make a real difference, but the Government need to throw their full weight behind the framework to ensure that it delivers the benefits it promises for our health and for the health of generations to come.