Offshore Wind Farms: Unexploded Ordnance

Peter Dowd Excerpts

Wednesday 17th March 2021 Westminster Hall

[Peter Dowd (in the Chair)]

I remind hon. Members that there have been some changes to normal practice in order to support the new hybrid arrangements. Timings of debates have been amended to allow technical arrangements to be made for the next debate. There will also be suspensions between each debate. I remind Members participating physically and virtually that they must arrive for the start of the debate in Westminster Hall, and Members are expected to remain for the entire debate. I must also remind Members participating virtually that they are visible at all times, both to one another and to us in the Boothroyd Room. If Members attending virtually have any technical problems, they should email the Westminster Hall Clerks’ email address. Members attending physically should clean their spaces before they use them and before they leave the room.

[John Nicolson (Ochil and South Perthshire) (SNP) [V]]

I beg to move,

That this House has considered the disposal of unexploded ordnance for offshore windfarm construction.

I express my appreciation to the right hon. Member for North Thanet (Sir Roger Gale) and the hon. Members for Wimbledon (Stephen Hammond) and for Richmond Park (Sarah Olney) for supporting my application for the debate. All of us welcome the extraordinary potential of our wind and wave power. As we seek to meet our climate obligations, we have a God-given asset off our shores. I think it was the Prime Minister who called Scotland the Saudi Arabia of renewables.

To the casual observer, the bonanza ahead may seem low-cost and environmentally unimpeachable. If only that were so. Alas, the 20th century’s brutal European conflicts littered our once pristine seabed with a legacy: 100,000 unexploded 20th-century bombs—a monstrous monument to brutality,

“for there is no folly of the beast of the earth which is not infinitely outdone by the madness of men”,

as Herman Melville tells us in “Moby-Dick”.

The great offshore wind turbines are anchored to the seabed, and the bombs—an estimated 100,000 of them—pose a mortal danger. What should we do with them? How do we make safe these aquatic minefields? Hitherto, we have got rid of these munitions in the crudest way possible, by blowing them up, using high-order disposal, as it is called, with a counter-explosive detonating the munition so that it can be safely moved—safe for humans, perhaps, but devastating for marine life. Due to the greater penetration of sound underwater, the explosion aftershock can travel up to 25 km. To give an idea of scale, that is roughly half the distance of the channel tunnel. Imagine the noise.

These explosions will kill any sea life nearby. If they do not die instantly, the pressure wave causes traumatic harm, such as lesions, haemorrhages and decompression sickness. Marine biologists tell us that, even if they survive the initial blasts, these can deafen aquatic mammals such as whales, porpoises and dolphins. Without hearing, they cannot communicate or navigate, leading to mass stranding. One recent example of mass stranding occurred when 39 long-finned pilot whales were stuck in the Kyle of Durness. A UK Government Department for Environment, Food and Rural Affairs report concluded that the only external event with the potential to cause such a mass stranding was a munitions disposal operation. Nineteen of the stranded whales died. Last year, autopsies showed that scores of porpoises were deafened as a result of explosions used to clear second world war German mines in the Baltic sea. All died subsequently.

Do we have to choose between green power and mammal safety? Fortunately not. A new method of munitions disposals is available. I have seen it work. It is known as low-order deflagration, and it is a breakthrough. The technique was invented in the early 2000s and is used by the US military and 15 other countries’ navies worldwide, including our own Royal Navy, which has used it since 2005. The National Physical Laboratory has said that the new method

“shows considerable promise for noise abatement”

in bomb disposal.

In layman’s terms, this alternative system makes the bombs safe without blowing them up. It allows a small charge to penetrate the bomb casing without detonating it. That causes the explosives to burn out, and the device becomes safe. This system significantly lowers emissions and noise, thus reducing dramatically the danger to wildlife and the local environment. Scientists calculate that for some of the larger munitions, low-order deflagration could be several hundred times quieter.

Therefore, we understand the problem, and luckily the solution is straightforward. In answer to a written question from my hon. Friend the Member for East Kilbride, Strathaven and Lesmahagow (Dr Cameron), the Government assured her that were Ministers to become aware of evidence concerning harm caused to marine life by the disposal of munitions, they would act, and Ministers have now included a request for developers voluntarily to use deflagration

“as an initial method of mitigation”.

Saying please is nice. However, as we well know, it does not always work. The Department for Environment, Food and Rural Affairs and the Marine Management Organisation must update their current licensing regime to ensure that deflagration is the only option for munition disposal. After all, if the Royal Navy uses this method, why should not businesses do so as well? The Secretary of State must set out a realistic timeline for this requirement, so that businesses are able to adjust. No one wants to see renewable energy construction delayed any longer than is absolutely necessary, but none of us wants to see a bloodbath on our ocean floors.

This is one of those times when party politics can be set aside and evidence-based policy can be enacted with all-party agreement. The Minister’s team asked me yesterday to outline my arguments for today, to help them to prepare a response. I was happy to do so; I doubt that there will be much disagreement between us. But I will ask something in return. I ask the Minister to take ownership of these issues and regulate as soon as possible. Perhaps we could work together and invite Labour colleagues, too.

In closing, let me thank Joanna Lumley, who brought this issue to my attention. I was delighted to accept her invitation to become involved—indeed, who could resist?

[Peter Dowd (in the Chair)]

I intend to give Back-Bench Members an indicative time—four minutes, please.

Quiet Cities

Peter Dowd Excerpts

Tuesday 26th April 2016 Westminster Hall

[Mark Pritchard (The Wrekin) (Con)]

I beg to move,

That this House has considered quiet cities.

I am grateful for the opportunity to speak on this topic; I believe this debate is a parliamentary first, certainly in the UK. There has been much debate in this place and outside, and within the legislative process in this place and outside, on green cities and smart cities in recent years. I am delighted that the Minister will answer the debate on behalf of the Government, though I am not sure whether he is delighted. He has clearly drawn the short straw today, but he has, I think, an appreciation of the aesthetics of politics.

In Shropshire, we do not have large cities—in fact, we do not have a city, and I hope that we will not have a city—but we do have slow towns. We have in the county the slow town of Ludlow, just a few miles from my Shropshire constituency. However, there has been very little public discourse or political dialogue about quiet cities—making our cities and towns quieter, and in so doing, improving the quality of life for millions of city dwellers.

Noise pollution in UK cities is becoming a greater problem, and loud cities do have an impact on the quality of life of millions of people. They also have an impact on our health. A scientific report by Chalmers University of Technology in Sweden suggests that prolonged exposure to high noise levels can be associated with elevated blood pressure; an increased heart rate; sleep deprivation; in extremis, hearing loss; tinnitus; cardiovascular disease; and cognitive impairment. The US Centres for Disease Control and Prevention estimate that 20 million US citizens struggle with tinnitus at some point in their lives. A 2011 report by the World Health Organisation concluded that noise pollution is a direct threat to public health. Further symptoms of exposure to noise pollution include constriction of blood vessels, unhealthy tightening of muscles, and increased anxiety and stress.

What can be done? According to the World Health Organisation, national Governments, local authorities and urban planners can take some relatively low-cost action. In the case of the United Kingdom or England, that could involve Highways England and local highways authorities and agencies procuring better low noise emission road surfaces; quieter pavements; designing cities to encourage more safe use of bikes and pedestrian areas—I recognise and am glad that the Government are doing a lot in that area—encouraging the building of noise buffers when new environments are being built, which would involve landscaping and tree planting to alleviate noise; ensuring that all new public transport systems are as quiet as possible; and Government and local authorities asking, “Does this new bus or train service reduce noise in this particular city; does it make a difference?” For example, in relation to the train operating companies, let us take the Virgin Pendolino train, which I know the Minister literally takes, as do I. People will notice the difference between the Virgin Voyager train and the Virgin Pendolino. Modern technology can make a difference; making the right choice can make a difference.

Many of the WHO recommendations complement the Government’s targets on climate change, but the right to some respite from constant noise needs to be a central feature of Government policy—part of their strategy—not a by-product or consequence of another Government policy.

My own observations are these. The Government should work with motor manufacturers to encourage all cars and vehicles to have linings that stop the doors making a noise when they are slammed shut. A simple rubber lining would make a huge difference; metal on metal makes noise. Slamming doors are even an issue in the House of Commons. Where the doors are lined, they close quietly; where they are not lined, they slam and create noise pollution.

Emergency vehicles should reduce the use of their very loud sirens after midnight. The blue flashing lights are enough to alert people to their presence in the dark. Of course discretion should be allowed. That is an issue even when walking down the streets here in Westminster. The ambulances are going out to save lives; we respect that and recognise it, and they have to get through heavy traffic. But some of the sirens are so ear-piercing compared with those of other emergency vehicles. Ambulances do seem, anecdotally, to be far louder than police vehicles. Perhaps there is a reason for that, but do the sirens need to be used after midnight when the blue lights can be seen? That is a public debate I think we should have, because it does impact on people’s lives in cities and towns up and down the country.

Perhaps we should put polite notices on public transport systems. We cannot compel people to do things, but we can encourage people, through polite notices, to set their phones to vibrate or silent, as I know you do from time to time, Mr Hollobone, when you are in the Chair. I hope that we all have our phones on silent or vibrate at the moment.

There needs to be a national conversation about how to make the country—our cities and towns—quieter. We could even use polite notices about loud conversations on telephones, which I am sure have been an irritant to us all. I confess that I probably have had such conversations myself. I should do so less, and now that I have made this speech, I probably will. [Interruption.] I have proved my point, because the phone of one of the officials has just gone off. Although it is a nice tune and not an irritant, it should be on vibrate or silent. The point is that noise pollution has an impact on and makes a difference to our lives every day.

What about urban design? The concept of green buildings and skyscrapers has been around for some time. We need to encourage that more. Many years ago, a friend of mine whom I have not seen for some time—Dr Kenneth Yeang, a Malaysian-based, but Cheltenham College and Cambridge-educated green skyscraper architect—was one of the originators of green design, by which natural air cooling, instead of costly and noisy air conditioning units, is built into the building.

Space should be designed with sound in mind, so that we reduce noise pollution. Utility companies should be made to replace manhole covers in a way that does not increase noise. Loose-fitting metal covers crack or clank every time a vehicle goes over them. As hon. Members walk down the street tonight, they might hear that same noise. Imagine being an office worker or somebody living nearby, hearing that clank every few seconds on a busy road. Very low-cost, simple measures can be put in place. These problems are a noise nightmare for many local residents and office workers in this city, and in many towns and cities around the country.

A social survey by the City of London assessed that general attitudes to noise suggested that alarms and aircraft noise are the two most common causes of noise complaints. I will not comment on aircraft noise today, as that has been done many times in this place and, no doubt, will be done again. I do not want to be drawn into the third runway debate. Nevertheless, the Government can work with the security trade bodies to seek out ways of countering noise pollution from alarms. They can also recognise and work with what aircraft manufacturers are doing do reduce noise from aircraft.

The Government—the Department for Business, Innovation and Skills and other Departments—could work with car manufacturers to encourage the increased production of low-noise tyres, and the Department for Transport and the Department for Communities and Local Government could do more to work towards procuring silent road surfaces. I pay tribute to the Transport Secretary, who has done a lot in that area, but I hope the Government can do more. The silent road surface that covers some parts of the M54 in Shropshire has made a real difference to the quality of life of my constituents and those transiting through the constituency—both those inside and outside vehicles. Let us move towards that nationally, and make a national difference, not just a local one.

The Government could get London black cabs to convert to quieter vehicle models. I believe that that is in the Mayor of London’s strategy. I live in London as well as in Shropshire, and there is a big difference between a London black cab going by, accelerating, puffing out lots of diesel and making a noise, and the cars of the much criticised Uber drivers. I am not here to promote Uber, but most Uber drivers drive electric vehicles that are greener, cleaner and quieter. When they accelerate off, they can hardly be heard. They are making a difference. The cab trade in London generally needs to work towards using more environmentally friendly and quieter vehicles. That is the point of the debate.

Another example is the London Duck Tours. Has anyone seen the London Duck? It is a converted military vehicle that is so noisy and polluting. Throw on top of that the microphone of the person talking about the delights of central London, and it makes a real disruption to the lives of residents not only of central London in SW1, but of SE1, down in Vauxhall. Such things can be changed. It would not be of huge cost, but it would be of great benefit to many people.

[Peter Dowd (Bootle) (Lab)]

A website that I read stated:

“Motorcycle owners value the loud revving noise produced by their engines: this noise is part of what completes the experience of riding vehicles.”

Does the hon. Gentleman agree that that sort of inconsiderate and selfish behaviour does not do sensible motorcyclists any good?

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Environment, Food and Rural Affairs (Rory Stewart)]

It is a great privilege to serve under your chairmanship, Mr Hollobone. It is also a great privilege to respond to the speech by my hon. Friend the Member for The Wrekin (Mark Pritchard). I pay tribute to him for raising quiet cities, a striking and original subject that has not previously come across the Department for Environment, Food and Rural Affairs desk.

Quiet cities are interesting because, as recently as the 1960s, noise was not considered within Britain’s policy framework. In fact, a man called John Connell, an earlier incarnation of my hon. Friend, made it his personal campaign to put noise on the agenda. He led a great campaign, which began by addressing the issue of noisy dustbin lids. His big thing was to introduce rubber dustbin lids, instead of metal ones. His next revolutionary move was to introduce rubber milk bottle stands, so that people were not woken in the morning by the milk being put on their doorstep. He became interested in the issue of airport noise, and he was the first great champion of what is now known as the Boris island project—he tried to get the Japanese to buy into the estuary island. He succeeded in making the British Government and British law take noise more seriously. I am sure that my hon. Friend’s efforts, following that great tradition, will inspire us to look at quiet cities.

Although quiet cities have not previously been done in Britain, as my hon. Friend says, we have green cities, smart cities and slow towns. Yinchuan, in north-west China, is an example of a quiet city, as are Brisbane in Australia, and Hartford in Connecticut. Those places have tried to brand themselves around the idea of peace and silence, as has my hon. Friend. The website of Brisbane, Australia, for example, lists a series of things that are prohibited, all the way from A for air conditioners to R for refrigerators, with dogs sitting at D.

The Government are engaging with the idea, but it is a local authority lead. It is important that the idea of a smart city, a green city or, in this case, a quiet city is locally driven. It is about how an area brands itself and thinks about itself and what its values might be. Someone like my hon. Friend can inspire a city or a town to take that lead, and I know that he has been having conversations with the candidates for Mayor of London about how the idea could be part of the agenda for London. Our colleagues in the Department for Communities and Local Government have proposed coinciding the idea of pocket parks and green areas in cities with the idea of quiet areas, where there would be prohibitions on creating noise.

As the hon. Member for Bootle (Peter Dowd) suggested in his intervention on motorcycles, there are a number of difficult balances to be struck: one person’s noise is occasionally somebody else’s joy; one person’s noise may be somebody else’s music; one person’s noise may be somebody else’s supercar; and one person’s noise may be a vibrant city. We have to balance such things, and we have to get that balance right, which is why local leadership and local ideas will be important.

The Government have adopted a number of measures over the years to address noise, and I will tick off some of the issues that have been raised. On railway noise, there has been a massive rail grinding programme across the country, which is primarily for public safety and energy but is also significantly reducing the decibel levels created by trains. We have heard a little about laying new road surfaces, and we now have a £300 million programme, of which a significant proportion will be directed towards reducing noise and new highway roll-out. We have Euro 6 standards for engines, which will reduce the decibel levels created by individual engines. We have product standards, so when people go into a shop and buy, for example, a lawn mower, they will be able to see how many decibels that particular lawn mower emits. We have building regulations that have reduced the amount of noise emitted in the construction of hundreds of thousands of houses, as well as reducing the amount of noise heard by people inside by moving bedrooms away from the front and by installing triple glazing.

All of that reflects the common understanding in this room that noise matters. Why does noise matter? We put a value of approximately £6 billion to £7 billion a year on the damage done by noise to health and quality of life. That will remind hon. and right hon. Members of the kinds of calculations we do on air pollution, which causes some £14 billion or £15 billion a year of damage, but in fact noise is different from air pollution. Air pollution, as the hon. Member for Hackney North and Stoke Newington (Ms Abbott) has said in a previous debate, is a silent killer; people are often barely conscious of it.

Noise pollution causes significant health damage, largely driven by the effect on sleep and the stress that comes from loss of sleep. My father was severely deaf, and I was in a meeting this morning with a man who, through driving a vehicle in the 1960s, lost 70% of his hearing. He pointed out that the NHS spends £1,000 a year buying him new hearing aids. He sees three consultants a year, and the batteries of his hearing aids have to be replaced. His productivity in the workplace has been significantly affected by the fact that he cannot hear anything in meetings. The decision in the 1960s to save £500 by not putting a silencer on that vehicle has probably cost the public purse £20,000 or £30,000 over the life of that individual. There is not only a health impact; it is irritating, distracting, frustrating and infuriating to be disturbed by noise when tranquillity is at the core of what we care about.

[Peter Dowd]

We can talk in the abstract, but in my constituency the A5036, which leads down to the docks, is very loud. About half a dozen households on that road have been trying to get Highways England to provide acoustic amelioration. Will the Minister have a word with his colleagues in the Department for Transport and try to get Highways England to pull its finger out, if possible?

[Rory Stewart]

I would be delighted to set up a meeting with transport colleagues on that issue, which I thank the hon. Gentleman for raising. That issue is a microcosm of the issues that we are facing across the country, and there is often a difficult balance to be struck. We want infrastructure, we want roads, we want railways and we want planes, but all of our infrastructure, all of our communications and all of our industrial heritage are causing noise issues.