Environment Bill

Baroness Randerson Excerpts

Committee stage
Wednesday 23rd June 2021 Lords Chamber

[Lord Kennedy of Southwark (Lab Co-op) [V]]

My Lords, I support the intention behind all the amendments in this group today. I agree with the contributions of my noble friends Lady Hayman and Lord Whitty, and with virtually everything that the noble Baroness, Lady Jones of Moulsecoomb, said. However, I will restrict my remarks to Amendment 156 in my name in this group.

The amendment seeks to put Ella’s law into the Bill. As the noble Baroness, Lady Jones, mentioned, on 16 December last year, the coroner in the case found that the death in 2013 of nine year-old Ella Kissi-Debrah, who had a severe case of asthma, was caused by “excessive air pollution”. Ella lived in Lewisham, in south London, very near to where I live. The fact that this poor child suffered a terrible death from breathing in toxic particles should be a matter of concern for us all. As the noble Baroness, Lady Jones, did, I want to pay tribute to Rosamund, Ella’s mother, for her tireless campaigning over seven years to get the verdict on 16 December last year. Ella is the first person in the UK to have had air pollution listed as a cause of death. We all know that thousands of people die every year due to respiratory failure, but Ella’s doctors, and others, were clear that the filthy air she was breathing was suffocating her and contributed to her death, and that is now recorded on the death certificate.

Amendment 156 in my name seeks to place duties on the Secretary of State in the Bill to ensure that the health of members of the public is put centre stage. I hope that the Minister and all Members of the House will support that. The amendment may not be perfect, but it sets out clear targets for the Secretary of State for particulate matter, at WHO levels, and a plan to achieve compliance, along with the monitoring of air quality, the publishing of live data and providing information to the public. It also seeks to ensure proper education, training and guidance for healthcare professionals.

I am hoping for a very positive response from the Minister today. I want to hear him say very clearly to the House that he is prepared to meet me, my noble friend Lady Hayman, Ella’s mother Rosamund and members of the Ella’s law campaign to see if we can get an agreement to put this in the Bill before we come back to this issue on Report. I assure the Minister that we will come back to this issue on Report, and I hope to be able to do that on the basis of co-operation and agreement. I look forward to the Minister confirming, at the end of this debate, that he is prepared to meet me and the other people I have listed.

[Baroness Randerson (LD)]

My Lords, I am delighted to have the opportunity to support this group of amendments, because this is the point where general environmental and climate change benefits directly coincide with health benefits. It is therefore plain common sense to give them total priority.

Reducing emissions of NOx, CO₂ and PM2.5 are vital targets. I read this week that research by Imperial College London has revealed that, in London and other cities, there is still lead in our atmosphere—in the air. Lead was banned from petrol 20 years ago, so we need to bear in mind how long it takes to produce a long-term solution to these problems.

The problem with the Bill as it stands is that, although it commits to targets, they are too vague and much too far in the future. The Environmental Audit Committee drew attention to what it called the “needlessly long timeframe”. The details of the target will not be in place until the end of next year, when it could be in place as soon as the Bill passes through both Houses, and there will be no requirement to meet the target until at least 2037. That is so distant as to absolve the current Government, and the one after that, of any sense of responsibility and incentive to take the difficult decisions required. Even the aviation industry, which has the greatest technical challenges in dealing with emissions, is urging the Government to set shorter-term interim targets. It argues that only shorter-term targets will incentivise investment in nascent clean technologies.

Environment Bill

Baroness Randerson Excerpts

Committee stage
Monday 5th July 2021 Lords Chamber

I really cannot see any negatives to reducing speeds on restricted roads in towns and cities to 20 mph. It would be a fitting legacy to the coroner’s landmark decision that saw Ella’s death as the first recorded death directly attributable to air pollution for this Bill to have the immediate positive impact that reducing speed limits would bring to public health. I hope to hear in reply from the Minister that the Government are giving my amendment serious consideration. To that end, I hope that she will agree to meet me and colleagues to discuss the issue further.

[Baroness Randerson (LD)]

My Lords, I shall speak specifically to the amendments in my name, Amendments 151A and 151B. I also support the other amendments in the group. As my noble friend Lady Sheehan ably and clearly set out the issues in relation to emissions and particulates from vehicles, I will not repeat what she said, for the sake of brevity, but I wish to underline the importance of the information that she has dealt with.

The purpose of my amendments is simple: to set out clear obligations on local authorities to monitor air pollution at those points where it is likely to be highest, such as near busy roads, and where it is most damaging to human health, such as near hospitals and schools—because children are especially vulnerable. They would oblige local authorities to take action as a result of such monitoring and to publicise that action plan.

Local authorities already have powers to monitor air quality, and additional powers to encourage environmentally-friendly behaviour that improves it. For example, stationary idling of a car is an offence under Section 42 of the Road Traffic Act 1988. It can incur a £20 fixed penalty under the Road Traffic (Vehicle Emissions) (Fixed Penalty) (England) Regulations 2002—that penalty going up for late payment. So this is old hat, but the key point is that the fine is imposed only if the driver fails to switch off their engine when asked.

It is local authorities which issue those penalties rather than the police. As all noble Lords will know, local authorities are massively overstretched, with multiple responsibilities and inadequate funding. For many of them, this simply is not a priority, although there are some that make it so. For example, Islington Council had a crackdown on idling vehicles in 2014, and again in 2016, but it is an exception and not the norm. With a host of other powers, such as safe routes to school, pedestrianisation, 20 mph zones—as my noble friend has outlined—low emission zones, the provision of charging points for electric vehicles et cetera, some local authorities are much more enthusiastic than others, and some are simply better resourced to use the powers effectively.

My noble friend referred to the devolved Administrations. In Cardiff, where I live, we are well used to 20 mph zones, which are dotted around the capital city of Wales. Although there was a minor controversy in the early months of their introduction, it has been notable how widely effective they are and how people accept them. Traffic speeds have undoubtedly reduced as a result.

My amendments would establish a baseline which would raise the game for local authorities and ensure that the Government set the high standards and proactive approach, and provide the leadership which will be needed if the UK is to get anywhere near government targets by the dates that they have set. It should be emphasised that if local authorities are to take a uniformly more proactive approach, they need the funding to do so.

Those of us who work with these issues are sometimes surprised that public knowledge and understanding of the impact of traffic and other forms of air pollution is so poor. The tragic death of Ella Kissi-Debrah, referred to by many noble Lords, and the coroner’s ruling on it turned statistics into an understandable human story. She lived close to the South Circular road, but the link between her asthma and her living conditions was not properly understood back in 2013. There is now research evidence from a large study in Lambeth that a period of high levels of air pollution, particularly diesel-related air pollution, leads immediately to a spike in the number of people going to see their GP with breathing difficulties. That spike includes a disproportionately high number of children.

Local authorities have public health responsibilities, and a natural part of those must be to take a more proactive approach to reducing air pollution and to informing their residents of those areas to avoid because they are heavily polluted.

[Baroness Jones of Moulsecoomb (GP)]

My Lords, I am extremely happy to see so many noble Lords interested in this issue, because it is a massive national health issue that we really have to do something about. I agree completely that “20’s plenty”. Reducing the speed limit to 20 mph would not only reduce emissions and improve the health of people living alongside those roads but reduce the number of casualties—the road deaths and injuries—that cost the nation a fortune in social services, the NHS and policing. Anything to do with lowering the speed limit has a lot of benefits. The only negative appears to be a few irate car drivers who think that it is okay to drive at 80 or 90 mph in towns and cities.

My amendments seek to create a comprehensive system of targets, monitoring and funding to reduce air pollution levels to World Health Organization guideline levels. I know that we are not supposed to get involved in money or government finances, but it is not possible to end this crisis without significant public spending. The Government must make the money available to local authorities to transform their communities and clean up their air.

I first became aware of the huge problem of air pollution in London when I was on the London Assembly. I lived through Ken Livingstone’s eight years and the Boris Johnson’s eight years in power; Ken Livingstone did seem to get this, and the congestion charge obviously helped. In Boris Johnson’s time, we were in the build-up to the Olympics. At that point, there were only two monitoring stations in London from which the EU—it oversaw and monitored our air pollution—accepted information. One of the stations was on Marylebone Road, opposite Madame Tussauds. It is still there, and the intake pipe is some 12 feet above the road. Anybody who understands anything about air pollution knows that it is mostly lower, and that is why we should be very careful with children in prams, but this was 12 feet up. Our air was still polluted and higher than EU levels, so that gives an indication of how dirty our air was then.

My amendments are based on my clean air Bill that I keep putting into the ballot to be debated here. It has had a lot of legal input; I clearly think it is the best, but I am prepared to discuss this. One measure that Boris Johnson put in place because of the air pollution on the way to the Olympic Park was to install quite a lot of potted plants along the roadside. They were very attractive, but I am not sure that they did much to reduce the pollution—but he had been told that they might, so he put them in.

It is obvious that local authorities also need tougher powers to clean up other dirty sources of pollution, so my Amendment 153 proposes powers to prohibit the use of fireplaces, wood-burning appliances, diesel vehicles and other sources of pollutants in air pollution improvement zones. The Government have recognised that something needs to be done on air pollution, and this is a very good Bill to do it in. It will be very embarrassing if we get to COP 26 and still have this sort of pollution problem.

In summary, air pollution is a national health crisis: it costs us billions every year. It affects the old and the young. Several of us have mentioned Ella Kissi-Debrah, who lived next to a dirty, filthy road and died at nine years old because of her asthma. It is children who will have health problems all their lives because of living near polluted roads. This Bill is an ideal opportunity to fix this problem. We know what the solutions are, and they are here in these amendments, so I hope that the Government accept them.

--- Later in debate ---

[Lord Lucas (Con) [V]]

My Lords, I want to address two aspects of Amendments 157 to 159. First, looking at the underlying clause, what do the Government intend to use these provisions for? Once a motor vehicle has been out in the world for a while, it tends to have drifted a long way away from the ability of the original manufacturer to do anything about it. Is the clause saying that a second-hand car that someone cheerfully bought a year or two ago will be hauled in and scrapped? If so, where is the provision for compensation? If that is not what the clause means, what does it mean?

Secondly, I will take the argument of the noble Lord, Lord Berkeley, a bit further. If we are looking at aspects of our lives that emit a lot more carbon dioxide than they need to, why are we not looking at cement? Standard cement is a very heavy emitter of carbon, and inevitably so, as it involves taking the carbon dioxide out of limestone. But, as the Romans knew, you can get a very strong material by mixing about 70% standard cement with 30% volcanic ash, in the Romans’ case, or in our case maybe steel slag. You can get a material which is just as strong and durable, yet there does not appear to be any focus on doing that. I hope it will be possible to pursue this with officials between now and Report, to help us understand in which bits of our lives it is considered important that we focus on CO₂ reduction, which bits are to be left alone and, in each case, why.

[Baroness Randerson (LD)]

My Lords, I share the concern of the noble Lord, Lord Lucas, about exactly what this provision in the Bill refers to. The word “recall” usually implies some kind of faulty manufacture which does not live up to the technical specifications. It can also mean something that, when manufactured, seemed safe but has since been proved to be unsafe. At what point has a fault that develops in a motor vehicle got nothing to do with the original manufacture? It could be due to the way it has been used or misused.

When I first read this, I thought that I entirely understood why the Government wanted this clause in the Bill, because I thought that it referred to a series of incidents a few years ago where some car manufacturers made false claims about the environmental emissions efficiency of their vehicles. They went further than that: they taught them to cheat in the emissions tests that we were then following as EU standards—we are still following the same set of tests, but we refer to them rather differently now. At the time, I was aware that the UK Government took rather less strenuous action on this than some other Governments. Therefore, as a result of various government statements, I was led to believe that perhaps the Government did not have the powers that they felt were necessary. When I first read this part of the Bill, I thought that it was a very reasonable requirement by the Government that they should want more powers to deal with this.

It is rather difficult to get through to the true meaning of this because so much of it is going to be left to regulations. If you read this section of the Explanatory Memorandum, it has sentence after sentence saying to us “This is going to be left to regulations” and “That is going to be left to regulations”. It is such a bald original statement with so much to be filled in by regulations. So I look forward to the Minister’s explanation as to exactly what the Government are concerned about.

However, if I am right on that, can I then ask the Minister why the recall is restricted, apparently, to motor vehicles? It seems to me like a remarkable lack of imagination to do so, because manufacturers of component parts in trains, ships and aircraft will have as great an incentive to cut corners, misrepresent or downright cheat in the future as car manufacturers have had in the past. The environmental restrictions and limits that have been placed on car manufacturers in the past will very soon come to aviation, shipping and the rail services, so there is every reason to apply this throughout the transport industry. I ask the Minister to explain why that has not been done so far. I support the noble Lord, Lord Berkeley, in his amendments.