Environment Bill

Baroness Sheehan Excerpts

2nd reading
Monday 7th June 2021 Lords Chamber

[Baroness Sheehan (LD)]

My Lords, I pay tribute to the speech that the noble Lord, Lord Duncan of Springbank, has just made. It is a privilege to follow him. I agree with many of his points, some of which will be echoed in my speech, but maybe not quite so eloquently.

The Bill has much that is positive in its intent, but I join other noble Lords in expressing some disquiet. The list is not exhaustive, but these are some of my concerns. First, there are important gaps in the Bill that are to be filled by secondary legislation, thus diminishing the role of Parliament and limiting scrutiny. The Delegated Powers and Regulatory Reform Committee has just published its report on the Bill. It contains 110 delegated powers, 48 of which allow for the affirmative procedure. This, according to the report, is a comparatively large number. It highlights a particular example, that of the process by which a biodiversity metric will be produced and published by the Secretary of State with input from ecology experts but subject to no parliamentary procedure at all. The biodiversity metric will shape our landscape for probably several generations, so Parliament must be allowed a say.

My second concern is about the process by which the office for environmental protection will define its strategy and the influence the Secretary of State will wield, which will undermine its independence, as will the power of appointment to its executive body. I am also concerned about the rather unusual enforcement mechanisms it will be asked to operate under, which risk emasculating its ability to hold offenders to account.

The rule of law principle of legality requires there to be an effective mechanism for courts to provide a remedy where there has been a breach of the law. However, the noble Lord, Lord Anderson, has spoken persuasively and with great authority and concern about the issues around the remedies and sanctions available through the environmental review process—which undermines the polluter pays principle to boot. I hope his discussions with the Government will be fruitful. As currently drafted, the OEP will be inferior as an enforcement body to the regime that existed when we were members of the EU. The European Commission, with ample resources to monitor, evaluate and instigate rigorous investigations, was backed up by the steel of the European Court of Justice and its ability to impose meaningful fines on transgressors.

We saw some progress, but it is going to be an ongoing process. There are real fears that we will regress, particularly when it comes to the air we breathe. EU standards on air pollution have historically not been met, particularly on the concentration of PM2.5, which causes so many premature deaths. It is not clear that the Bill is signalling the urgent action needed because we do not yet know what the Government will offer. Can the Minister assure us that, as well as an ambitious target, there will be a clear strategy to meet that target, including a clear indication of the role that local and regional authorities will play and how they will be funded?

I am going to move on to an issue raised by a number of civil society organisations on due diligence, deforestation and human rights. I thank the Corporate Justice Coalition for its briefing. Deforestation is a leading cause of carbon dioxide emissions globally, second only to burning fossil fuels. Some 80% of this deforestation, particularly in tropical regions, is due to land and tree clearance, sometimes forcibly or by deceit, to make way for grazing animals and growing crops such as soya, palm oil and cocoa—so-called forest risk commodities. I commend the Minister for his championing of these issues, echoing the Liberal Democrats’ ambitions.

The Global Resource Initiative Taskforce was commissioned by BEIS, Defra and the FCDO to consider actions that the UK can take to make its international supply chains more environmentally sustainable. In its report of March 2020, it specifically recommended that the UK Government urgently introduce a combined, mandatory human rights and environmental due diligence approach to forest risk commodities. By happy coincidence, the landmark United Nations guiding principles on business and human rights, which first outlined the concept of human rights due diligence, celebrates its 10th anniversary this month. The UK’s first due diligence process should have been a cause for celebration, but for the fact that there is no mention whatever of human rights. This is both a practical and moral oversight.

Only this year, a report from the UN Food and Agriculture Organization outlined that if the customary rights to land, territories and resources of indigenous peoples and forest communities are respected, and they consent to activity happening on their lands, the likelihood of deforestation, ecosystem degradation and biodiversity loss is much reduced. Do the Government recognise that human rights, environmental destruction and climate change are inextricably linked? If so, why have the human rights of indigenous people, the custodians of these precious resources, received no mention whatever in the due diligence system on the use of forest risk commodities, as outlined in Schedule 16?

Environment Bill

Baroness Sheehan Excerpts

Committee stage
Wednesday 23rd June 2021 Lords Chamber

[The Deputy Chairman of Committees (Baroness Fookes) (Con)]

I have received requests to speak from the noble Baroness, Lady Sheehan, and the noble Lord, Lord Kennedy of Southwark.

[Baroness Sheehan (LD)]

My Lords, I thank the Government Whips’ Office and the usual channels for sorting out the inadvertent omission of my name from the speakers’ list for this group. I am grateful to them and for being allowed to speak after the Minister. I support all the amendments in this group but, in the interests of time, will limit my remarks to Amendment 21 in the name of the noble Lord, Lord Whitty.

I thank the noble Lord, Lord Whitty, for tabling his amendment because it gives me an opportunity to raise an issue I campaigned on during my time as the Liberal Democrat parliamentary candidate for Wimbledon, when the residents there raised concerns about a proposed planning application to build new homes on a small piece of land on an industrial estate bounded by railway lines. Sole access to it was from the corner of a busy, right-angled bend near Raynes Park railway station, where traffic lights meant that stationary vehicles often idled there and local geography restricted air movement. It was in a designated air quality management area. It transpired that a monitor that had been monitoring air quality there had disappeared. From digging through Merton Council’s report on air quality in designated AQMAs, I found that the last recorded reading showed appalling air quality that breached the EU guidelines substantially, particularly with respect to particulates and fine particulates. No one could say what had happened to the monitor or why it had been moved. It prompted me to start an alliterative campaign called Merton’s Missing Monitors.

I raise this because it is all well and good that a local authority must prepare an action plan to improve air quality in a designated AQMA, as laid out in Schedule 11, but unless air quality monitors are in place to measure improvement the whole exercise is rendered pretty useless. I totally agree with the remarks of the noble Lord, Lord Whitty, about, as well as having monitors, the importance of the siting and methodology that is used for measuring the air quality.

In fact, the whole interface between central government, regional authorities and local authorities on the issue of air pollution is riddled with tensions. Can the Minister say who currently bears ultimate responsibility for cleaning up our air and who will have it after the Bill becomes law? Can he also tell us what the process is for allocating resources between the three levels of Government? Could he comment on whether local authorities have the funds or the skills they need to carry out the action plans?

I would like to raise one other issue, which is the source of fine particulates—PM2.5—from vehicle traffic that was mentioned by the noble Baroness, Lady Finlay of Llandaff. The sources of particulates that arise from the friction between rubber on tyres and road surfaces and from dust resuspension will remain unmitigated even as the EV revolution reduces exhaust emissions over time. Local authorities currently have the power to introduce 20 mph speed limits, which help reduce fine particulates from non-exhaust vehicle sources, both because of the slower speeds and because of the fact that driving at slower speeds involves less braking and accelerating abrasion. But experience has shown that an ad hoc approach by local authorities to designating 20 mph limits gives a patchwork of limits and causes confusion to motorists. Has any thought been given to a default local speed limit of 20 mph, and then allowing local authorities to increase the speed limit on certain roads—that is, to reverse the status quo? It would, of course, have the added benefit of reducing the number of people killed and seriously injured on our roads.

I should clarify that I am speaking about 20 mph speed limits, not 20 mph zones, which are characterised by traffic-calming measures such as speed bumps and chicanes—all unpopular with motorists and ambulances. Areas with 20 mph limits are designed with only painted road markings and roadside notification if you are driving too fast. They are popular where they have been introduced. I should also add that 20 mph limits are supported by Public Health England, for obvious reasons, and the UN General Assembly.

This measure would reduce air pollution, help our fight against climate change by making easier a modal shift in transport towards more walking and cycling, and reduce KSIs. Before I end, I should put on the record that I was the founding member of 20’s Plenty for Merton. I look forward to the Minister’s thoughts.

[Lord Goldsmith of Richmond Park (Con)]

I tried to explain our approach to air quality monitoring in response to the noble Lord, Lord Whitty, but the noble Baroness has taken up the issue as well. There is a network of monitoring across the UK. It is not complete or perfect, but we keep it permanently under review and have committed increased investment both to fill in the gaps and to upgrade and update the infrastructure, just to make sure that the network is doing what it is supposed to.

The noble Baroness asked where the responsibility lies. While the responsibility for meeting the national target that we will set as a consequence of the Bill, the PM2.5 target, will clearly be with national government, there is a huge role for local authorities when it comes to delivering those reductions. This will happen only as a result of partnerships. There are things that local authorities can do to tackle air pollution, but there are things that they cannot do and areas in which they rely on national government. For example, the initiative on cars—the transition to electric vehicles—can be helped by local authorities via charging networks, but fundamentally it will result from national policy.

The noble Baroness mentioned idling. Ultimately, that will have to be enforced by local authorities. I was involved in campaigns of that sort, specifically on idling, as the Member of Parliament for Richmond Park. It was extraordinary how many people would unthinkingly leave their engines on at a level crossing that would sometimes be down for nearly 10 minutes. Once they were politely asked to turn their engines off, they always did—not surprisingly—and we found that behaviour improved dramatically over just a few months. The local authority became better at issuing fines for repeat offenders. That was not the objective—no one wanted to see an increase in fines—but it was effective as a deterrent.

It is a complicated answer because ultimately, if we are to get where we need to go, it will be through collaboration between local, regional and national government.

Environment Bill

Baroness Sheehan Excerpts

Committee stage
Monday 5th July 2021 Lords Chamber

Moved by

[Baroness Sheehan]

150A: After Clause 71, insert the following new Clause—
“Air quality: speed limits
(1) The national speed limit for restricted roads in England is 20 miles per hour.(2) Nothing in this section affects the power of traffic authorities responsible for such roads to make exceptions to the national speed limit where appropriate.”Member’s explanatory statement
The purpose of this amendment is to reduce the number of fine particulates released into the air from non-exhaust emissions (NEE), such as brake, tyre and road surface wear. The Air Quality Expert Group, an expert committee of DEFRA, has found that one of the most effective mitigation strategies for NEE is to lower the speed of traffic and promote driving behaviour that reduces braking and higher-speed cornering.

[Baroness Sheehan (LD)]

My Lords, this amendment is in my name and those of the noble Baroness, Lady Finlay of Llandaff, and my noble friend Lady Walmsley. I strongly support Amendments 151A and 151B in the name of my noble friend Lady Randerson. The amendments in the name of the noble Baroness, Lady Jones of Moulsecoomb, have similar aims and also have my support.

The amendments in the name of my noble friend Lord Tope and the noble Baroness, Lady Finlay of Llandaff, are ones that I strongly agree with. They are very comprehensive in nature and, if accepted by the Government, would help immeasurably to bear down on the non-traffic-related causes of urban pollution. They dovetail nicely with my amendment, which aims to bear down on traffic-related air pollution.

I should declare an interest as a founder of the campaign group 20’s Plenty for Merton. My amendment is simple: to reduce to 20 miles per hour the speed limit on “restricted roads”, which are defined in the Road Traffic Regulation Act 1984 as being roads on which there are streetlights

“not more than 200 yards apart”.

Emissions from vehicles arise from two sources: the exhaust emissions—the noxes, the oxides of nitrogen, carbon dioxide and particulates—and non-exhaust emissions, the NEEs, which noble Lords might not be so familiar with. NEEs are particulates, the majority of which are fine particulates, PM2.5s and smaller. They arise from the friction of rubber on tarmac, brake wear and road dust re-suspension.

Two things happen when vehicles slow down. First, exhaust emissions from vehicles are reduced—much more so from diesel vehicles than from petrol. Secondly, non-exhaust emissions are also reduced, because slower speeds lead to smoother driving, with much less stop and start and therefore fewer finer particulates from tyre and brake wear and road dust. It is these non-exhaust emissions that my amendment is particularly aimed at. No legislation is currently in place to reduce non-exhaust emission particles so, while legislation has been effective at driving down emissions of particles from the exhausts of internal combustion engine vehicles, the NEE proportion of road traffic emissions has increased and will continue to do so.

Those emissions contribute to total ambient particulate matter, in particular the tinier PM2.5s and smaller particles that are so damaging to human health, with an estimated 40,000 premature deaths in the UK alone and many millions more overseas. Just last week, in another debate on air pollution on this same Bill, the noble Baroness, Lady Finlay of Llandaff, spoke with knowledge and authority on the many ways in which these invidious small particles can damage human organs, particularly young ones. The noble Baroness and many other noble Lords cited the tragic case of Ella Adoo-Kissi-Debrah, whose asthma, aggravated by preventable air pollution, led to her premature death. Her death and those of many thousands of others need not have happened.

Data from the UK National Atmospheric Emissions Inventory indicate that particles from brake, tyre and road wear contribute 7.5% and 8.5% of all primary PM2.5 and PM10 emissions. That is a good 16%, which is quite substantial. The above data is taken from the 2019 air quality expert group report on non-exhaust emissions that was prepared for Defra and the devolved Administrations—so it is a government report that I am referring to. The report recommends that policy development with respect to non-exhaust emissions should recognise that such emissions are an important source of ambient concentrations of airborne particles and—I repeat again—will become more so as emissions from exhausts are phased out. Is that important recommendation something that the Government acknowledge and accept?

A key finding of the report is that the most effective strategy to reduce non-exhaust emissions is to lower the speed of traffic and promote driving behaviour that reduces braking and higher-speed cornering. This is effectively what my amendment aims to do.

I will offer some background. Noble Lords will know that 20 miles per hour speed limits are now widespread across the UK, with more than 21 million people living on such streets. Many of our large cities, including London, Manchester, Bristol, Glasgow, Edinburgh, Liverpool and many more, are largely made up of roads with 20 miles per hour limits. Wales is planning to introduce a default 20 miles per hour limit from 2023. It is currently running a pilot in Cardiff and other areas, not to test the concept, which is proven, but to iron out administrative glitches.

Not only are 20 miles per hour speed limits overwhelmingly popular with the public where they have been implemented, they are influencing modal shifts in towns and cities as more people feel safer and more confident about walking on roads where traffic is calmer. There is a real societal shift in behaviour where these lower speed limits have been introduced.

There are a number of other advantages. In moving from 31 miles per hour to 19 miles per hour there is a two-decibel to three-decibel reduction in traffic noise, so noise pollution comes down. Another advantage is that electric vehicles are far more efficient at lower speeds, leading to lower demand on the grid. As a member of the Lords Science and Technology Select Committee I have been listening to evidence to our batteries and fuel cell inquiry, and more than one witness has expressed concern about meeting the demand for green electricity that the move to EVs will generate. We must prepare and plan for that, and any measure that reduces demand will help enormously.

--- Later in debate ---

[Baroness Bloomfield of Hinton Waldrist (Con)]

Ken Livingstone may well have had the original idea, but it was certainly Boris who breathed life into the whole project. I think the new buses were much better than the old Routemaster, and I do not think one can blame him for trying to reduce emissions in London.

[Baroness Sheehan (LD)]

My Lords, I start by thanking all noble Lords who have spoken in support of 20’s Plenty. It has been much appreciated. I know it has not been discussed in this House much before, if at all; it is a new concept but I think it is a really worthy one. I am sorry that the noble Lord, Lord Whitty, did not feel able to express his support, but I hope in time to convert him to the cause.

I found the Minister’s response disappointing and complacent. Air pollution is such a devastating killer, and it is not a pleasant way to pass away—particularly in light of the compelling and chilling evidence from the noble Baroness, Lady Finlay of Llandaff, who speaks with huge knowledge in these matters. The noble Lord, Lord Lucas, had already asked about the Minister’s assertion about 30 mph limits being in place and the opportunity for local authorities to change that to 20 mph. That is exactly the situation we are trying to reverse; it is complicated and costly, et cetera, and it would be far better to have a default limit of 20 mph and for local authorities to have the power to change it to 30 mph or whatever speed limit they think appropriate.

The Minister also asserted that we are looking for less traffic, not slower traffic. The point is that all the evidence shows there is less traffic in areas with 20 mph speed limits, because people are more willing to switch to walking and cycling when traffic around them is calmer. These 20 mph limits are really popular. The national attitude survey on transport shows that substantially more than two thirds of the public are in favour of this. The Atkins report also showed the public were in favour.

I think the Minister was referring to the Atkins report when she said there was evidence that, in some areas, 20 mph limits can lead to higher casualty rates. That report has been challenged extensively, and I believe the 20’s Plenty campaign group wrote to the Government to say it was concerned about some of the report’s findings and to ask what evidence the Government could provide on the use they made of the various comparators in particular. The group has yet to have a reply from the Government; maybe this is an opportunity for it to receive that reply, which would be much appreciated.

The 20 mph limit is popular, practical, cheap and affordable, and there are numerous bodies of evidence to support the social and environmental benefits it would bring. It would be a bold step; it would help tackle climate change and public health issues at a single stroke. I hope the Government will take the amendment seriously, but, for now, I beg leave to withdraw it.

Amendment 150A withdrawn.

Environment Bill

Baroness Sheehan Excerpts

Committee stage
Monday 12th July 2021 Lords Chamber

[Baroness Sheehan (LD)]

My Lords, I will speak to the five amendments in the group which either appear in my name or to which I have added my name. I will confine my remarks to them in the interests of time, but I register my strong support for all the amendments in the group, with perhaps a question mark over Amendment 265 in the name of the noble Lord, Lord Lucas. It has not been explained in the amendment how relative product advantage would be measured.

I am fortunate to have been preceded by the noble Lords, Lord Randall and Lord Lucas, and by the noble Baroness, Lady Meacher, who spoke about why these amendments needed to have been tabled, so I can say a lot less. I am sorry to have to speak before my noble friend Lady Parminter, in whose name Amendment 265A appears. This is an important amendment, which—given the UK’s position as a leader in financial services—in many ways goes to the heart of our leadership on both climate change and human rights issues. It has my strong support.

I will address Amendment 264ZA in the names of the noble Baroness, Lady Jones of Whitchurch, and my noble friend Lord Oates, and to which I have added my name also. The amendment has been tabled to draw attention to the current situation in which human rights abuses of indigenous peoples abound, sometimes leading to death, and to offer a remedy of sorts. In order to make local laws fit for purpose, it is critical to ensure that the UK requires businesses to have evidence that the free, prior and informed consent—FPIC—of indigenous peoples in forest communities has been obtained in the production of forest risk commodities on their land and local area.

There is a strong body of evidence which shows that FPIC reduces deforestation, reduces attacks on forest custodians and develops strong, commercially productive relationships. This is particularly important for the 80% of indigenous and community lands that do not yet have secure legal rights. FPIC is defined under international law, and commitments to full or partial FPIC are included in a diverse array of industry standards, OECD guidance and company commitments. It should be specifically included in Schedule 16 to underscore our global leadership on both climate change and human rights. I also point out that the Global Resource Initiative task force—commissioned by BEIS, Defra, and the FCDO, so this is the Government’s own body—in its report of March 2020 specifically recommended that the UK Government urgently introduce a mandatory combined human rights and environmental due diligence approach to forest risk commodities.

Schedule 16 is the UK’s first due diligence process with respect to forest risk commodities, yet it makes no mention whatever of mitigating human rights abuses through free, prior and informed consent. This is a moral and practical oversight and I look forward to the Minister’s response about how this omission can be justified.

Amendment 264A, in the name of the noble Baroness, Lady Meacher, and the noble Earl, Lord Sandwich, which I support, seeks to address the potential gaping loophole that would be set up by differentiating between legal and illegal deforestation. Does the Minister accept that the British public do not want these tainted goods? I cite the remarkable outcome of the Government’s public consultation on due diligence on forest risk commodities: over 99% of respondents supported the introduction of legislation to reduce all deforestation. When can we expect a response to the consultation?

I tabled Amendment 264B to paragraph 3 of Schedule 16 on the due diligence system as a probing amendment to see what estimation the Government have made of the acceptable level of mitigation of risk by businesses operating forest risk commodities. If the objective of Schedule 16 to avoid products consumed in the UK contributing to deforestation abroad is to be met, UK businesses must be confident that there is no more than a negligible risk that their products are linked to deforestation. Does the Minister agree that a requirement to mitigate risk without specifying the extent to which risks must be mitigated is rather vague and subjective? What consideration have the Government given to the question, as an unqualified requirement to mitigate risks leaves businesses open to legitimately take the least action required to achieve the most minimal reduction in their assessment of risk rather than the action required to genuinely minimise the level of risk? What would stop this happening? In the way that Schedule 16 is currently drafted, it is not clear to me; maybe the Minister can enlighten me. I would appreciate a thorough response from him on this amendment, maybe in writing.

Amendment 265ZA in my name would require the Secretary of State to consult stakeholders when making regulations on the content and form of annual reports on the due diligence system, and on how such reports are to be made publicly available. The amendment is, I suppose, inspired by lessons learned in the implementation of Section 54 of the Modern Slavery Act 2015, which introduced a requirement on businesses above a certain size to publish a slavery and human trafficking statement every year. It has become apparent that changes are needed. The Commons Foreign Affairs Committee recently published a report which concludes that the MSA is too weak and the criteria for producing the statements are in need of reform. The implication for this part of the Environment Bill is that it is important to ensure that the form and arrangements for publishing reports by a regulated person should be informed by public consultation so that lessons such as those from the Modern Slavery Act can be properly factored in. I look forward to the Minister’s reply.

The final amendment in my name, Amendment 265AA, aims to strengthen the enforcement of Part 1 requirements and Part 2 regulations through a civil sanctions regime. As drafted, Schedule 16 states the potential for civil sanctions to be issued for failures to comply with the Schedule’s requirements, except where a regulated person

“took all reasonable steps to implement a due diligence system”.

However, “reasonable steps” is not defined; it could mean any number of things. The exception to liability is too broad and potentially undermines the effectiveness of the due diligence obligations. Would it not be far clearer to instead mandate a regulated person to take the steps necessary to implement an effective due diligence system, as my amendments suggest? My final question to the Minister is: why do the Government not do that? It would be far more effective to state what they actually want rather than a woolly form of words that is an open invitation to those with, shall we say, creative minds.

I will end with this reflection: deforestation is the second largest contributor to global warming, second only to fossil fuels. What happens to rainforests matters to us all. The Government should seize with both hands the opportunity presented by this Bill to play their part in stopping the wanton destruction of all rainforests, especially in this seminal year, when they hold the presidency of COP 26.

[Baroness Parminter (LD)]

My Lords, I rise to introduce Amendment 265A in my name, for the support of which I am grateful to the noble Lord, Lord Randall of Uxbridge, the noble Earl, Lord Sandwich, and the noble Baroness, Lady Jones of Whitchurch.

Like other Peers, I welcome the inclusion of Schedule 16 and its introduction into law of an essential means of combating the deforestation associated with the consumption of forest risk commodities in the UK. Yet the trade in these commodities is only the final stage of the supply chain; their production must also be financed and, because the UK is such an important global source of capital, British banks and financial institutions currently supply a considerable proportion of this investment.

As Global Witness reported, in 2020, UK banks channelled over £900 million into over 300 major companies involved in forest risk commodities such as palm oil, soya and beef. Between 2013 and 2019, UK-based financial institutions were the single biggest source of international finance for six major agribusiness companies involved in deforestation in the climate-critical forests of Brazil, the Congo basin and Papua New Guinea, providing £5 billion over this period. I am not claiming that all this investment financed illegal activities, but, almost certainly, some of it did. As Forest Trends reported earlier this year, over the period of 2000-2012, 49% of tropical deforestation for agricultural commodities was thought to be illegal; between 2013 and 2019, the proportion rose to at least 69%. Illegal conversion of forests for agriculture is destroying an area of forest the size of Norway each year.

The point is that these banks do not have adequate systems in place to ensure they are not funding illegal deforestation. Extending the same requirements for the exercise of due diligence to banks as this Bill would impose on importers is a sensible move. This is not merely my view. That was the conclusion of the Global Resource Initiative Taskforce of sustainability leaders from finance, business and civil society, which was established by this Government in 2019. It was chaired by Sir Ian Cheshire, who was at that time chairman of Barclays UK. In its report last year, it concluded:

“Financial institutions provide enabling financial services across the commodity supply chain and so should be obligated to exercise due diligence with regard to their lending and investments.”


No other mechanism currently requires banks to carry out due diligence for illegal deforestation. The Government have argued, in their response to the Global Resource Initiative report, that the requirements for reporting on climate-related financial information that they intend to introduce will tackle the problem—but in reality they cannot. These reports will focus only on annual carbon emissions and are not suited to identifying the links between the provision of finance for agricultural crops growing on land cleared of forest several years before; they will also not require any assessment of the legality of the forest clearance.

The reports the importers of these commodities will be required to issue on the actions they have taken to establish their due diligence systems will provide helpful information but, again, they will relate to the final stages in the supply chain—the trade of the commodities. Far better, surely, to require banks to conduct due diligence on their lending and interventions at the start of the process when the initial finance is provided.

The financial sector is one of the British economy’s greatest strengths, but it will fail to remain so if it continues to fund activities which contribute to the climate and nature emergencies. I recognise and applaud the many steps that individual banks and financial institutions are already taking to green their activities. Requiring all of them to conduct due diligence to avoid their lending contributing to illegal deforestation is hardly a radical move. Indeed, it is the minimum we should expect.

Environment Bill

Baroness Sheehan Excerpts

Report stage
Monday 13th September 2021 Lords Chamber

Moved by

[Baroness Sheehan]

51: After Clause 73, insert the following new Clause—
“Air quality: speed limits
(1) The national speed limit for restricted roads in England is 20 miles per hour.(2) Nothing in this section affects the power of traffic authorities responsible for such roads to make exceptions to the national speed limit where appropriate.”Member’s explanatory statement
The purpose of this amendment is to reduce the number of fine particulates released into the air from non-exhaust emissions (NEE), such as brake, tyre and road surface wear, by lowering the speed of traffic and promote driving behaviour that reduces braking and higher-speed cornering. Lowering speed limits is also intended to reduce the projected increase in electricity demand on the grid as EVs replace ICE vehicles.

--- Later in debate ---

[Baroness Sheehan (LD)]

My Lords, I shall speak to this amendment in my name and the names of my noble friend Lady Walmsley, the noble Baroness, Lady Finlay, and the noble Lord, Lord Berkeley. The amendment aims to implement 20 mph as the default speed limit on residential roads. The noble Baroness, Lady Finlay of Llandaff, is unable to be with us this afternoon but is keen to reiterate her support—

[Baroness Finlay of Llandaff (CB)]

My Lords—

[Baroness Sheehan (LD)]

I am sorry; I was so pleased to have made it here on time that I forgot to check that the noble Baroness was here. I will leave her to reiterate her support on her own behalf.

I thank the Minister for meeting me and colleagues during the Summer Recess. While we had a good meeting and I thank the Minister for his courtesy throughout, can he say whether he has looked further at the evidence that reducing vehicle speeds will be a necessary remedy to reduce non-exhaust emissions? In addition, and crucially, a lower speed limit on our roads will help to relieve the additional electricity demand that electric vehicles will put on the national grid and will help our fight against climate change.

Does the Minister accept that, in looking for solutions to reducing air pollution from transport and facilitating the rollout of electric vehicles, speed is a factor that cannot be ignored? Given the importance of improving the air we breathe in our everyday environment, I feel strongly that any remedy to reduce air pollution has a place in a seminal Environment Bill. However, I accept that it is for the Department for Transport to set speed limits. In that vein, I remind the Minister of his kind offer to facilitate a meeting with the noble Baroness, Lady Vere, in her capacity as Transport Minister. Will he confirm that he will do this, if he has not done so already?

In conclusion, we are speaking here of a remedy that will reduce fine particulates in our ambient air, for which the WHO has said that there is no safe limit. The rate of implementation of 20 mph speed limits is gathering pace, not just in the UK but across Europe. We on these Benches will be pursuing the 20’s Plenty agenda in the future, but we may need to leave it until the transport Bill is before us.

[Baroness Finlay of Llandaff (CB)]

My Lords, after that welcome from the noble Baroness in her introduction, I feel that I should go next in speaking in support of this amendment. I should declare that I live in Cardiff, which is one of the pilot areas of the 20 miles per hour speed limit, and we have already found that the air quality has improved, but the transit time from one place to another has not increased—contrary to rumours that that had happened. The difference is that the traffic is calmer; children walking to and from school are safer; and there is less bad behaviour generally on the roads with people being aggravated and pulling away fast at lights.

I have spoken at length about the problem of non-exhaust pollution and that is all on the record, so I will not go over the damage caused to human health by that. However, I remind everyone that, as well as decreasing fatal accidents, the lower speed limit also decreases accidents where there are life-changing injuries.

Given that we are trying to increase walking and cycling and that the Highway Code has been rewritten, moving to 20 miles per hour on our roads generally is very sensible. I have noticed that in London, where some areas are limited to 20 and others are not, drivers are confused but it is easier for cyclists and pedestrians, and it is easier as a driver to see them if they are going just a little slower.

I am afraid I cannot see any arguments at all against the Government accepting this amendment, other than the theory that some people think it might take them longer to get from A to B. However, I do not think that has been proven in practice.

--- Later in debate ---

[Baroness Bloomfield of Hinton Waldrist (Con)]

I begin by thanking noble Lords for the quality of their contributions on the important issue of air quality throughout these proceedings, including in Committee. I agree that ambitious action is needed, which is why the Bill requires the Government to set two targets on air quality, including for fine particulate matter, the particulate most harmful to human health. These will be supported by a robust set of measures in the Bill which enable the action required to meet those targets. I can confirm to the noble Baroness, Lady Sheehan, that the department will organise a meeting for her and the noble Baroness, Lady Vere, with the Minister, if this has not been organised already. In light of her point about the impact on electricity demand from the speeds of electric vehicles, we will write to the Department for Transport for clarification on that issue.

Turning to Amendment 51 in the name of the noble Baroness, the Government support the use of 20 miles per hour speed limits or zones in the right places, depending on local circumstances. Local authorities have the power to set these limits, and I am confident that it is better for these decisions to be taken locally, taking a balanced account of the full range of impacts of changing speed limits, including economic and environmental effects. The Air Quality Expert Group report into non-exhaust emissions from road traffic concluded that the most effective traffic pollution mitigation strategies reduce the overall volume of traffic, lower the speed where traffic is free flowing—for example, on motorways—and promote driving behaviour that reduces braking and higher-speed cornering. We agree that we need to reduce PM2.5 emissions from tyre and brake wear. In towns and cities where traffic is not free flowing, the best way to do this is by encouraging fewer vehicle journeys rather than slower journeys. We do not want our recovery from this pandemic to be car-led. That is why the Government are continuing with our ambitious plans to increase active travel, with a long-term vision for half of all journeys in towns and cities to be walked or cycled by 2030, backed by £2 billion of investment over five years.

The noble Baroness, Lady Walmsley, asked a number of questions. I believe she is mistaken about what I said in Committee. We have now checked Hansard, but I would like more time to go through it in detail. If what she said about casualty rates is relevant to that we will, in any event, write to clarify the point I made. She also asked some other questions, which I will come to later. We want to encourage more people to make sustainable, healthier travel choices that help improve air quality for local communities.

I turn to Amendments 55 and 57. Through the Bill, we are strengthening the local air quality management framework to bring in a broader range of partners to work with local authorities to improve air quality, and to make it easier for them to use their powers to tackle, for example, domestic solid fuel burning, a key source of PM2.5. I take the point of the noble Baroness, Lady Walmsley, about the cumbersome processes that local authorities have to go through and we are aware of the issues with procedures for making these orders. In 2020, we published a report, Traffic Regulation Orders, identifying improvements to the legislative process in England, and we plan to consult later this year on potential legislative reforms to make it easier and quicker to make orders. There are already controls in place for many of the sources of pollution of concern that noble Lords have cited, for example through environmental permitting.

I set out in detail in Committee the many levers that local authorities already have to improve air quality in their areas, so I do not propose to repeat them here, but for tackling non-road emissions, specifically non-road mobile machinery, there are already emissions standards that non-road mobile machinery must comply with before it is sold, and the Government recently agreed to increase the stringency of these standards. Our existing regulatory regime also already sets emissions controls targeting medium combustion plants. This regime requires all plants in scope, such as the plants referred to by the noble Lord, Lord Tope, to be registered or permitted, and sets limits on the levels of pollutants that these plants can emit. Going forward, our clean air strategy committed to consider the case for tighter emissions standards for medium combustion plants to those already introduced and to consider how to tackle emissions from smaller plants which do not fall within the scope of these regulations or eco-design regulations. I believe it is better to continue to strengthen the existing approaches than to create a new framework which would add to an already complex regulatory picture. I know that the noble Lord, Lord Tope, is aware that Defra officials recently met representatives of the City of London, and other local authorities, to understand how to tackle the specific issues that this amendment intends to address, using our existing powers.

On the noble Baroness’s Amendment 57, which would introduce a ban on wood-burning appliances, we recognise that many people rely on wood-burning stoves and open fires, which use natural fuel. Because of this, our recent domestic fuels legislation does not introduce an outright and indiscriminate ban. Instead, we have taken action through the Air Quality (Domestic Solid Fuels Standards) (England) Regulations 2020, which came into force in May, to encourage people to move away from using more polluting fuels, such as wet wood, to less polluting fuels, such as dry wood. The proposals are therefore aimed at protecting health by phasing out the most polluting fuels used for domestic combustion in England and encouraging people to burn less. This work is supported by an information campaign to encourage people to burn better and to reduce harmful emissions.

The regulations require that wood sold in smaller units must have a moisture content of 20% or less, phase out the supply of traditional house coal for domestic burning, and require that all manufactured solid fuels meet sulphur and smoke emissions limits, to tackle the most harmful emissions from domestic burning. However, we need to be mindful of the contribution that wood burning makes in areas where particulate levels are already high, such as in city and town centres. That is why local authorities already have the power to declare smoke control areas. We continue to undertake regular monitoring of emission sources to inform our work to tackle human health risks robustly, and in setting and working towards the new air quality targets we will consider whether stricter measures are needed.

Turning to Amendment 56 in the name of the noble Lord, Lord Tope, while this amendment would increase penalties for drivers idling unnecessarily, the priority must be to change motorists’ behaviour. With or without the support of the noble Baroness, Lady Jones of Moulsecoomb, we must encourage them not to idle—which is, after all, wasting expensive fuel—and instead push motorists towards using the technological solutions now available, rather than penalise them. Vehicle technology has moved on significantly and can play a part in addressing idling, including stop-start technology and low or zero-emission vehicles. If needed, however, powers are already available to local authorities to tackle unnecessary idling. Local authorities, as the existing guidance makes clear, should utilise a range of methods to encourage motorists to change their behaviour, including public information campaigns.

Although it seems a very simple idea to increase fines, the Department for Transport undertook a study on fines and concluded that increasing the level was not the best way of addressing the issue. Higher fines of up to £1,000 on conviction may also be issued if the police carry out enforcement against idling where a driver refuses to stop running their engine. This, of course, is rather more than the noble Lord’s suggested penalty, although I acknowledge that this is on conviction, rather than an on-the-spot fine. So, although I agree with the intended outcome of the noble Lord’s amendment, the Government’s position is that higher penalties are not the best approach to address this issue, so I beg noble Lords not to press their amendments.

[Baroness Sheehan (LD)]

I thank the Minister. I have one quick question for her. She said that the Government do not want slower traffic, they just want fewer cars on the road, but that flies in the face of what public opinion says on slower traffic. Wherever 20 miles per hour limits have been introduced, they have been very popular. Will she quickly address that? Is it in order for me to ask her to elucidate?

[Baroness Bloomfield of Hinton Waldrist (Con)]

I am happy to elucidate. I do not believe I said I want just to reduce traffic; I said that both solutions will produce the desired outcome—both fewer vehicles and slower traffic.

[Baroness Sheehan (LD)]

I thank the Minister and I beg leave to withdraw the amendment.

Amendment 51 withdrawn.