Low Emission Zones

Ben Howlett Excerpts

Wednesday 25th November 2015 Westminster Hall

[Ben Howlett (Bath) (Con)]

I beg to move,

That this House has considered the introduction of low emission zones.

I am pleased to serve under your chairmanship, Mrs Moon. It is great to host this debate on the vital subject of establishing low emission zones in the UK. Although I will focus my attention on the wider benefits of low emission zones across the UK and why they should be introduced, it will come as no surprise to Members that I would like to use my own constituency of Bath as an example of how the introduction of low emission zones will benefit a UNESCO world heritage site.

I also want to outline why the outcome of the Government’s recent consultation on air quality must lead to the introduction of a standardised set of rules and regulations for establishing low emission zones across the UK. In layman’s terms, I want to see an off-the-shelf low emission zone system that can be picked up from Government and dropped into a community such as Bath in a much easier way than is currently the case. With the European Court of Justice’s deadline for a proposal on how we can bring Britain’s air quality up to legal standards almost upon us, we need to look at the introduction of low emission zones and how they can be implemented as quickly and successfully as possible.

It is not only in terms of deadlines that time is ticking. Air pollution is having a devastating impact on the nation’s health, and that simply cannot be ignored for much longer. In my view, a national strategy is needed to ensure a continuous and unified approach to implementation, so that drivers are not expected to comply with a variety of different regulations and restrictions as they travel around the country.

Bath, unbeknown to many outside the south-west, has a huge problem with air pollution. Many of its buildings are constructed out of the famous yellow Bath stone, but they are slowly blackening in many areas. Air pollution levels in Bath far exceed legal limits and are causing problems to constituents’ health and wellbeing, as well as the health of the many tourists who visit our city. Bath relies on tourism for much of its income, and the situation puts tourism at risk.

I will show the Chamber a map, which, at the request of the Chairman, I will hand to the Library. It is famously known as the “corridor of death” map in Bath, and I have a copy courtesy of the Federation of Bath Residents Associations. The map shows the dangerously high levels of air pollution in Bath, which have increased further since it was published in 2009. A study in Bath showed that road traffic contributes a staggering 92% of the total NOx concentration, with heavy-duty vehicles contributing between 24% and 57.1% of that. Those figures are promising in that they show that a restriction on the movement of vehicles through central Bath will reduce the contribution that traffic makes to pollution levels in the city.

Earlier this month I raised the issue with the Secretary of State, who visited Bath prior to the election. She stood with me on the corner of London Road and Cleveland Bridge and we breathed in the air pollution together. She was clear at the time that the Government would like to introduce a standardised system of low emission zones around the UK. This was music to the ears of members of the Federation of Bath Residents Associations who were in attendance, along with local residents from Camden and Walcot in my constituency.

Since then I have welcomed both the European Commissioner for the Environment and the Conservative MEP for the South West, Julie Girling, to see the situation at first hand. At our meeting, we discussed Bath’s special case and called for Bath to become a special case study for air pollution by the European Commission. Given our unique world heritage status in the UK, our bowl-like geography as a city, and the Bath stone that I mentioned earlier, which seems to take on pollutants in a more destructive way than other building materials, it is important that we have a low emission zone. I want to thank the Bath residents associations, including FoBRA and the city centre residents associations, for championing these changes in Bath.

Low emission zones work to deter the vehicles that produce the most harmful gases from entering certain areas of the city. They are not prevented completely from entering, but face large fines if their vehicles are not adapted to reduce the levels of emissions produced. Air pollution contains many different substances, and is one of the biggest causes of man-made pollution in the UK. Road transport, particularly transport that uses diesel engines, contributes the most. The zones restrict the vehicles that have the worst effect on air quality with a system of local charging and regulation.

The idea is that individuals and particularly businesses with a large fleet of vehicles make simple changes to their vehicles, or alternatively replace them, so that they can drive through the area without receiving a charge. This will in turn protect the environment from ever worsening pollution levels. Such zones have been introduced elsewhere in Europe, with Germany having a national framework of more than 70 low emission zones, which has produced staggering results. Berlin alone saw a 58% reduction in diesel particulates, which obviously has had a huge, positive effect on the health of the local population.

Bath needs a handful of major infrastructure projects to reduce the amount of traffic in the city, thus reducing air pollution further. The introduction of a low emission zone will need to work as part of a wider strategy to reduce the amount of diesel cars passing through the city each day. In the previous Budget, the Chancellor championed the cross-party transport strategy that I hope will be implemented by my local authority—the first time it has been run by Conservatives in a very long time; in fact, ever. Only with this combined approach can we reduce the scarily high pollution levels in the city.

Low emission zones are not a new thing to the United Kingdom; the low emission zone in London provides a brilliant starting point for a national strategy. London began with the introduction of charges for vehicles that failed to meet emissions standards and is set to see the introduction of an ultra-low emission zone in 2020.

On a similar note, I am pleased that Transport for London has announced that new black cabs will no longer use diesel and must be capable of running on an electric battery from January 2018. 1 recently met Calor, the gas supplier, which advocates adopting liquefied petroleum gas taxis that would be another clean alternative that could help businesses adapt to the introduction of low emission zones.

Outside London, low emission zones have already been introduced in a handful of places across the UK, including Oxford, where many of the main roads in and out of the city have controls in place, and Brighton, which introduced a low emission zone for buses at the start of this year. Bath and North East Somerset completed a feasibility study in 2014. It found that air quality improvements could be made with the introduction of a low emission zone in the central area of Bath. I want to build on this study by working with the Minister and the Department for Environment, Food and Rural Affairs to use the introduction of a low emission zone in Bath as a template for a system that could be replicated across the country in areas of dangerously high air pollution.

The technology currently exists for the police and/or local authorities to prevent high polluting vehicles from accessing built-up areas. The problem really rests in the inability of councils to enforce vehicle access. We need to find a way to enable local authorities to do that. We need to ensure there is improved collaboration on this issue. My understanding is that areas across the country have struggled to introduce low emission zones because Government agencies, including Highways England, the police service and a mixture of local authorities, have not been working in partnership in an effective way to deliver these zones. My hope is that, following the publication of the Government’s consultation, a framework will be introduced to ensure that these problems are ironed out.

[Sir Greg Knight (East Yorkshire) (Con)]

Does my hon. Friend agree that there should be exemptions in low emission zones? A class of vehicle that should be exempt is the historic vehicle. The Government define such vehicles as vehicles more than 40 years old. They are used for many charitable and fundraising events and are a feature at most weddings. As they make up only 0.6% of licensed vehicles on the road, their contribution to pollution is negligible. I declare an interest as the owner of several such vehicles and as chairman of the all-party historic vehicles group.

[Ben Howlett]

I thank my right hon. Friend for his intervention. I do not wish to be the most unpopular person at every wedding in Bath, so I completely agree that certain vehicles need an exemption, particularly vehicles that cannot be updated. A 40-year limit seems a very sensible one if such vehicles make up only 0.6% of the total number of vehicles on our roads. If a national framework were introduced, such exemptions could easily be included so that drivers would not have to check the policy of each individual zone on their route.

[Rachael Maskell (York Central) (Lab/Co-op)]

I thank the hon. Gentleman for calling for this debate, because York’s infrastructure and the geography of the vale of York very much mirror what he has described. Is not the urgent issue, though, the need to address the level of nitrogen dioxide in fuels? We should address that immediately, alongside the other measures he has mentioned.

--- Later in debate ---

[Ben Howlett]

I agree that we should be doing all we can to reduce pollutant particulates from our vehicles, whether that is NOx or carbon dioxide. I have given some examples of the exciting new technologies that are available. Whether we need to invest heavily in hydrogen vehicles or introduce the Calor LPG taxis I mentioned earlier, there is a range of technologies out there to help to reduce vehicle emissions. I must say at this point that there is an incredibly exciting new vehicle emissions plant in Bath that is working to reduce vehicle emissions in real-world testing. Hopefully we will see more investment in such plants. Bath is a very similar city to York; they were not built for cars, as the hon. Lady and I know. As a result, unfortunately we are sometimes constrained as to what can be done. If a new standardised system of low emission zones comes in, I hope that our councils will be able to work together closely.

I urge the Minister to consider the introduction of a national framework for the introduction of low emission zones so that any local authority in the UK that needs to take urgent action to reduce air pollution can easily implement a low emission zone without being stopped by red tape and disagreements—that goes for York as well. Our country desperately needs a standardised system of low emission zones. Our economy cannot face a hefty fine from the European Union, and we need solutions that can be implemented smoothly.

Finally, back to Bath. A number of big infrastructure projects are being discussed locally that would directly benefit from a low emission zone. An implemented zone would encourage further use of park and ride, or the use of an alternative link road between the A36 and A46—I have been lobbying the Chancellor on that heavily—to avoid people having to drive through the city. I am concerned that Highways England might try to block any proposed low emission zone, and hope that the Minister will support me in changing its mind. Bath needs red tape and bureaucracy to be cut so that it can use solutions that will make it a beautiful city fit for the 21st century. The first move is to introduce a low emission zone to both protect the iconic Bath stone and prevent the health of residents from deteriorating any further.

--- Later in debate ---

[Rory Stewart]

Let me take the opportunity to conclude on exactly that point, because the hon. Lady has summed up our discussion: it is about exactly that balance between local knowledge and national.

The whole point of our consultation is to feed in the complexities. One thing that we have picked up is that there is, of course, a real problem with historic cities. The problem can be geographical; my hon. Friend the Member for Bath said that his city in essence sits in a bowl, and the pollution tends to congregate in it. The problem in York is a medieval street network, or just narrow streets, as potentially in the centre of Leeds, creating a real problem of congestion. A diesel engine might run well on the open road, but the problem is that, as soon as the vehicle gets stuck on a hill, its engine is pumping out a great deal of particulate matter and nitrogen dioxide. That is why we want our process to be an open one that embraces the offers made by York and Bath, gets behind them and clears the obstacles out of the way.

The Government’s main objective must be to bring into compliance cities that are not in compliance. However, as I said, the European target is simply a compliance level and we really encourage people to do better. Any city that wants to do better will find a huge benefit for human health and tourism: Bath alone, with its millions of visitors, is bringing in £400 million a year in tourism. It will also be good for businesses. We want this country to be a place where people are proud to breathe the air.

[Ben Howlett]

One of the key issues in historic cities, however, is that while we may have the ambition of introducing electric cars, we cannot just dig up the roads to introduce electric car charging points. One thing we are having a lot of difficulty with is getting through the planning process to introduce charging points in cities. Will the Minister guarantee that he will go away and work with the Department for Communities and Local Government to streamline the planning system for electric car charging points?

[Rory Stewart]

That is a very good challenge, which will apply to many of us. We see the same challenge in the installation of broadband and insulating historic buildings, as well as in electric infrastructure, and DEFRA tries to use different mechanisms to address that. We sit on taskforces on housing and infrastructure, which provide good opportunities to raise that point. I absolutely take the point that historic cities are different. They operate differently and it will not always be possible to have a solution for an historic city that can be applied to a new city.