Vessel Emissions: River Thames

Thérèse Coffey Excerpts

Wednesday 4th September 2019 Westminster Hall

[The Minister of State, Department for Environment, Food and Rural Affairs (Dr Thérèse Coffey)]

It is a pleasure to serve under your chairmanship, Mr Gray. I congratulate the hon. Member for Greenwich and Woolwich (Matthew Pennycook) on his perseverance in securing this debate. I read on his blog that he had been putting in for it for some time, and I congratulate him on his tenacity. I welcomed the interventions from the hon. Member for Poplar and Limehouse (Jim Fitzpatrick) and our very good friend from Northern Ireland, the hon. Member for Strangford (Jim Shannon), who is right to suggest that, although this debate is about the Thames, there may be similar issues in other parts of the United Kingdom.

Improving air quality and reducing emissions is a top priority for the Government. I assure hon. Members that we are committed to reducing emissions from ships and river transport, to reduce their impact on the environment and subsequently improve public health. While it is important that we continue to improve air quality on the Thames, it is also important to remember that the river has contemporary importance as a transport route and plays a role in reducing congestion and pollution on London roads. For example, the Battersea power station project is using the Thames to transport materials, avoiding road transport, and hon. Members will have seen the barges going past the House of Commons that take a lot of waste out towards east London and beyond.

Unusually, I am assisted today by officials from another Department, as a lot of the issues raised by the hon. Member for Greenwich and Woolwich relate to the Department for Transport. Although it is for the Department for Environment, Food and Rural Affairs to respond to this debate, given the mention of emissions and vessels, I emphasise that our Departments are working together on this issue. I am pleased to be supported by high-level officials from the Department for Transport, who have supplied some helpful notes—and may need to supply a few more if there are further interventions.

Air quality is improving nationally. We published our clean air strategy earlier this year, which the World Health Organisation welcomed as an

“example for the rest of the world to follow”.

I am proud that it is the most ambitious air quality strategy in a generation, which aims to cut air pollution and save lives. It sets out how we will work towards some ambitious targets, working closely across all parts of Government and society to meet those goals. The broad scope of actions outlined in the strategy reflects the fact that if we are to fully address poor air quality, we need to look beyond roadside emissions to the full range of pollution sources that contribute to the problem in a systemic way.

We have new and ambitious goals, intended legislation, investment and policies to help us to clean up our air faster and more effectively. In line with that approach, the clean air strategy identifies shipping and river transport as a potentially significant source of local public exposure to harmful pollutants that we must address. When preparing with officials for the debate, I was under the impression that approximately 1% of London’s emissions are considered to come from the river, and I have more to say on the further work we intend to undertake on that.

The hon. Gentleman mentioned the complexity of the regulation of vessels on the River Thames, and the impact on air quality. It is true that there are multiple agencies and authorities with responsibility for regulating the different classes and uses of vessels, including those on the Thames, and for driving efforts to improve air quality in London. He suggests that the system is fragmented. I recognise that it has complexity, which is due to the need to appropriately regulate a diverse group of international, inland and domestic vessels. The intricacy is a barrier to understanding emissions from vessels, and it is increasingly a barrier to identifying where further supportive or regulatory action could be necessary.

The Government recognise that, to tackle emissions from shipping effectively, we need first to have a better understanding of the emissions, and then to review the technical, operational and regulatory options that are available. In July, the Government launched a wide-ranging call for evidence, seeking to close this evidence gap. The call is open until 11 January 2020. The time provided for the call is deliberately lengthy, so that we can maximise participation from groups such as operators of smaller vessels, which tend to be busiest in the warmer summer months.

Let me set out the action that the Government have already taken, and are planning to take in the future, to control emissions from vessels in UK waters and on our waterways. The Government are keen to ensure that air pollution from ships is reduced, with a long-term goal set out in the clean maritime plan to achieve a zero-emissions domestic shipping sector by 2050. Significant action has already been taken to tackle this important issue in a number of key areas.

At UN level, with the International Maritime Organisation, we have consistently pressed for the most stringent international controls in high-risk areas such as the North sea and the English channel, with the result that they are internationally recognised as sulphur emission control areas. In 2015, a sulphur cap of 0.1% was introduced in the North sea emission control area, including the Thames, entailing a tenfold reduction from the previous sulphur limit of 1%. The IMO has further agreed a 0.5% sulphur limit for global shipping outside emission control areas from 1 January 2020—a reduction of 3 percentage points from the current limit.

Importantly for the UK and the Thames region, the IMO has also agreed to the introduction of a NOx emission control area for the North sea from 1 January 2021. As the hon. Gentleman identified, this will reduce NOx emissions from new ships operating in this area by around three quarters. I asked exactly the same question that he did: why does this apply only to new ships? It is because this is the agreed approach on IMO rules. They are applied to new ships only and do not apply retrospectively.

Furthermore, the UK has been at the forefront of pushing for an ambitious strategy at the IMO to reduce greenhouse gases from shipping. Member states have committed to phasing out greenhouse gas emissions from shipping as soon as possible in this century, and by at least 50% by 2050. As part of this work, we have secured mandatory energy efficiency requirements for new ships entering the fleet, with a resulting reduction in fuel consumption and associated air pollution from such vessels.

All these controls have delivered and will continue to deliver major emissions reductions and benefits to air quality. They have also stimulated the development and uptake of alternative fuels, innovative green technologies and new ship designs that offer a long-term route to zero-emissions shipping. The Government intend to introduce the Environment Bill when parliamentary time allows. The principal aim of the air quality provisions in the Bill is to enable stronger, more effective action to be taken on addressing the health impacts associated with poor air quality.

More specifically for shipping, the clean maritime plan that was launched in July establishes the Government’s environmental route map for shipping and builds on the vision found in our “Maritime 2050: navigating the future” publication, which aims to shape up the future of the maritime sector and includes a long-term vision of zero-emissions shipping. The core commitments in the clean maritime plan include a call in 2020 for evidence on non-tax incentives to support the transition to zero-emissions shipping, a consultation on how the renewable transport fuel obligation could be used to encourage the uptake of low-carbon fuels in the maritime sector, and a green finance initiative that will be launched next week during London international shipping week. As the DFT has written this part of the speech, I hope I have not done an unscheduled release of that information—I am sure the Department is being careful.

We have set up a working group and study to identify and support potential UK zero-emissions shipping clusters, which could include the Thames. There is also Government support for clean maritime innovation in the United Kingdom, including funding of £1.3 million to support clean maritime innovation through Maritime Research and Innovation UK—MarRI-UK. There is grant support for early-stage research projects related to clean maritime, and a Clean Maritime Award to celebrate leaders in the field of emissions reduction. A maritime emissions regulation advisory service—MERAS—will be in place by 2020 to provide dedicated support to innovators using zero-emissions propulsion technologies. The clean maritime plan also contains a number of zero-emissions shipping ambitions and outlines the Government’s vision for the future of zero-emissions shipping and the milestones that will need to be achieved to reach it.

The clean maritime plan was launched on the Thames, with the port of London’s first hybrid tug alongside, and it is intended to be the first step in a journey to deliver zero-emissions shipping in the UK. The Government welcome and encourage Thames stakeholders to engage with the MarRI-UK innovation fund, and to consider how our plans for green finance could support emissions reductions on the river. As I highlighted at the start of my response, the call for evidence is currently open and seeks to gather information on emissions from vessels operating domestically in UK waters, including inland waterways such as the Thames. The outcome will play a key role in formulating future policies.

The hon. Gentleman specifically asked about what could be done to have a London-wide framework for emissions standards. It is interesting to consider how we can make that work together—particularly with the Mayor for London, but also with the Department for Transport. My understanding is that, with all the different bodies to which the hon. Gentleman has referred, the Government do not deem it appropriate to have a single body undertake such work in the future. I appreciate that it might appear complex, but once we have the information to understand the source of emissions, it will allow the bodies that already work together rather effectively to do that even more, with the evidence to support that work.

The hon. Gentleman also referred to existing cruise liners. I recognise that the proposals for Enderby wharf have been dropped, but it is important to stress that we need to make changes at the IMO, which is an international organisation, and to the international nature of shipping, so that, as an island nation, we can continue to make sensible progress as we go forward.

By sharing some of the detail of the clean maritime plan—the hon. Gentleman referred to aspects of technology that he hopes will come along further—I hope I have addressed many of the points that he raised. I can assure him that the Government are committed to addressing emissions from shipping, including both our international and domestic fleets.

[Matthew Pennycook]

Before the Minister brings her remarks to a close—I appreciate the complexity and cross-departmental nature of this issue, so I am happy for her to write to me—it would be good to have some idea about what dialogue is happening between her Department, DFT, the Mayor of London and the Deputy Mayor on the issue of a single regulator. I note what she says about the Government’s position, but they are convinced that this is the way forward.

[Dr Coffey]

Well, I will not commit to write to the hon. Gentleman personally, but I will share his request with the Maritime Minister, my hon. Friend the Member for Wealden (Ms Ghani). I know she is a responsive Minister and will do her best to work on that.

We have taken concerted action internationally to tackle emissions from ships. We are working actively to better understand the domestic issues in order to inform future policy decisions. I invite the hon. Gentleman and his constituents, and indeed all hon. Members who represent constituencies along the Thames, to participate in the call for evidence that will shape our next steps.

Question put and agreed to.