Greater London Low Emission Zone Charging (Amendment) Bill

Baroness Winterton of Doncaster Excerpts

Friday 22nd March 2024 Commons Chamber

[Lilian Greenwood]

No, I am not giving way at the moment.

As I was saying, the Government could have provided additional financial support to the Mayor of London so that that grant could have been increased, but they chose not to so.

I am proud that Labour is the party of devolution. [Interruption.] It was Labour that created the mayoral model in London, and created the Scottish Parliament, the Welsh Assembly and the Northern Ireland Assembly, as well as always having—

[Madam Deputy Speaker (Dame Rosie Winterton)]

Order. The hon. Lady is trying to make a speech. We have a conversation going on between the two Front-Bench teams and rather a lot of shouting at the hon. Lady herself. We need to listen to her speech with respect.

[Lilian Greenwood]

As I was saying, that devolution is as well as always having regional and local decision making and funding across England. I am pleased that the next Labour Government will build on that record. Indeed, Labour Mayors across England are already showing how it is done—whether that is in Manchester, Liverpool, South Yorkshire or West Yorkshire—taking back control of buses, supporting new homes, and reforming employment and skills. I am very much looking forward to seeing Claire Ward elected as the first Mayor of the East Midlands on 2 May. Sadly, while Labour is committed to more devolution, this Bill shows that the Tories are simply trying to roll it back.

I wish to say a little more about air pollution, which is at the heart of this Bill, and the strategies to tackle it. As I have already said, we know the problems that poor air causes. It affects our health and our environment; as many as 40,000 people die prematurely each year as a result of poor air quality. The elderly, the unwell and the economically deprived are those most likely to be affected. The Government’s own estimates say that poor air quality costs the UK economy billions of pounds each year. I think about my own constituency and the arguments that we had about the workplace parking levy. Lots of people in the city do not pay the levy, because they simply cannot afford to run a car at all; they are reliant on public transport.

We also know where the problem occurs. Key pollutants, including nitrogen dioxide and fine particulate matter —known as PM_2.5—are found in many places, and too many air quality zones in the UK exceed legal limits. The World Health Organisation tells us that there is no safe level of exposure to fine particulate matter. We know what causes poor air quality. It comes from several sources—industry, agriculture, homes, businesses, and, yes, transport. Road transport is responsible for the vast majority of nitrogen oxide concentrations at places in the UK that exceed the legal limits, with diesel engines a significant contributor.

The number of cars and vans on our roads continues to rise and congestion has worsened, which increases pollution in itself. Transport also generates a significant proportion of particulate matter, which can come from both combustion and wear of tyres and brake pads. Cleaner vehicles help to solve the problem, and we have made some progress on that, but not enough.

There are examples from across the country of the action that can be taken to tackle emissions. Low emission zones are only one tool in the toolbox, and it could be said that they should be a last resort. As I have said, in my city, there has been considerable investment in public transport, paid for in part by proceeds from the workplace parking levy. We have had major extensions to our tram network. Nottingham’s municipal bus company introduced new biogas buses years ago, and I am really pleased to see that it has just started to roll out new electric vehicles. I do not deny that there has been support from central Government for some of that investment. For some years, the city council has had an anti-idling campaign. That multi-pronged approach mirrors similar action in towns and cities across the UK, with not one but multiple tools being used to tackle this serious public health issue.

The Department for Transport has supported the development of low emission buses and taxis. That is a good thing, because tackling poor air quality should be about central Government working with local councils and Mayors, rather than dictating to them, as the Bill does. Central Government should support and collaborate with them. In preparing for the debate, I went back to a 2018 report, produced by four cross-party Select Committees, that looked at improving air quality. One thing that the Committees came together to recommend was collaboration and partnership between central Government, local authorities and Mayors, because air pollution is a problem that cannot be fixed by central or local government alone; they need to work together.

Like the Mayor of London, local authorities are already responsible for meeting air quality targets, but they find it difficult to make changes, partly due to a lack of resources and partly because the changes needed are politically unpalatable; I guess that in part is what has caused the debate. It was a while ago, but that joint report from 2018 called for ambitious, co-ordinated cross-departmental action. I am sorry that in some respects the Government have failed on that, as they have prevaricated on removing the most polluting vehicles from our roads. At the time of the report, we called on them to have a more ambitious target for the removal of petrol and diesel cars; I think they were only committed to removing them by 2040. They did at first commit to a more ambitious target of ending the sale of petrol and diesel cars, but more recently, they have rowed back from that, which makes it more difficult for us to achieve the improvements that we know are needed.

There was also a decision to row back on the electrifi-cation of our railways, in favour of bi-mode trains, which have worrying implications for air quality, carbon emissions and noise. Every time I go to St Pancras station to catch my train home to Nottingham, I stand on the platform among diesel trains because the railway is not electrified all the way to Nottingham. Frankly, I am looking forward to seeing new trains on the midland main line next year, but they will be bi-mode trains, and while they will leave St Pancras under electric power, which will improve air quality in central London, by the time they get to Nottingham, they will be operating under diesel power, doing far less to improve air quality in our city. That is the result of a decade of broken promises from successive Tory Prime Ministers, who have paused and cancelled the electrification of the midland mainline. We now know that electric trains will not reach Nottingham until at least the early 2030s. I have sometimes joked that I will be retired by the time we get there, and I am afraid that might be the case.

There is a danger of the Government relying too heavily on new technologies to solve our air quality challenges, and placing too much emphasis on cleaning up road vehicles and not enough on reducing the number of vehicles on our roads. Improving public transport and encouraging active travel should lie at the heart of any clean air strategy. Getting freight off our roads and on to our railways would be welcome, taking many heavy goods vehicles, which are often the most polluting, off our roads.

Back in 2018, the four Select Committees concluded that the Department for Environment, Food and Rural Affairs and the Department for Transport should work closely with local authorities to ensure that councils introducing clean air zones received the support that they needed to implement complementary measures that encourage car drivers to switch to public transport and active travel, and increase the take-up of electric vehicles. I understand that not every journey can be made by public transport or bicycle, or on foot, but if we can change a proportion of those journeys, we can make a real difference. For a while, the Conservative party seemed really interested in walking and cycling —I see the Minister with responsibility for walking and cycling, the hon. Member for Hexham (Guy Opperman), sitting on the Front Bench, but he has not been terribly busy. Yesterday at transport questions, not a single Conservative MP asked a question about active travel. It is disappointing that they have scaled back their investment in that.

Investment in low-emission buses is great, but the value of that investment is magnified if local authorities also take steps to encourage motorists to opt for buses, rather than make journeys by car. I understand the argument made by the hon. Member for Dartford that people can continue to drive, but of course a charge is a disincentive; that is partly how the scheme operates. The pandemic had a huge impact on public transport usage, both in London and across the country. I pay tribute to the Government for their £2 bus fare, which has been a welcome initiative. In London, the Labour Mayor Sadiq Khan has also taken action, both to protect Londoners from the Tory cost of living crisis and to encourage more people to travel by public transport; he has introduced the hopper fare on buses, and has frozen fares in five out of eight years.

Without action or a modal shift, efforts to tackle congestion or improve air quality are less likely to succeed. Many of the policies needed to tackle urban congestion could also help to improve air quality. Tackling both issues could have a positive effect on both the local and the national economy. A significant increase in active travel could make a difference not just to air quality policies but to tackling obesity, improving mental health and building better communities.