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.