Hon. Members should please respect the one-way system. Clean your microphones before you leave. Only speak from the horseshoe. You do not have to stay for the full debate, but please listen to the two speeches after you. We have had a few dropouts, but please be mindful that there are eight of you, so if Back Benchers speak for no more than six minutes, that will probably get everybody in. If the sitting ends early, I apologise for my bad maths, but this is a co-operative event.
That this House has considered local clean air targets.
It is a pleasure to see you in the Chair, Mr Walker. I am grateful to have the opportunity to talk about air quality. The issue involves a lot of different aspects, as I think we will hear from a number of contributors, but I want to focus my remarks mostly on traffic emissions. I wanted the debate to coincide with the recently launched consultation on Greater Manchester’s plans for a clean air zone. I am pleased that it has generated interest, and I look forward to hearing about developments in places such as Leeds, York, Cardiff, Stoke and, of course, Strangford. Accordingly, I will try to keep my opening remarks relatively short.
As we continue to live through a pandemic caused by a respiratory virus, there is clearly an urgent need to clear up the air we breathe, especially for those who live in the most polluted areas, such as the cities represented here today. I want to focus mainly on what is happening in Greater Manchester and on the local authorities’ planned actions. Also—stop me if you have heard this one before—I want to speak about the additional support needed from the Government to enable Greater Manchester to meet targets that will make a difference to the health of local people. That seems to be this week’s theme.
Before the pandemic, we already knew that air pollution posed a serious threat to the UK’s health and wellbeing. Every year, 11,000 people die from heart and circulatory diseases caused by air pollution. A report by the Royal College of Physicians found that nearly 40,000 early deaths can be attributed to air pollution in the UK every year. Increasingly, we are learning about the many other issues that air pollution can cause or make worse. This is a cradle-to-grave issue, with new research this month from the University of Manchester suggesting that air pollution can have an adverse effect on children’s ability to learn and that cutting air pollution by 20% could improve their working memory by 6%--the equivalent of four extra weeks’ learning time per year. That is to say nothing of the wider effect on growing lungs, brains and other organs. Scientists have also found links between growing up in an area with high pollution and the increased risk of developing a serious mental health issue.
There is substantial evidence to show that higher exposure to dirty air increases rates of neurodegenerative diseases such as Alzheimer’s, Parkinson’s and motor neurone disease. Last week, more evidence was provided on the link between air pollution and Alzheimer’s. Even if we take covid out of the equation, the combined impact that air pollution is having on our national health service and on people’s life outcomes is extremely worrying. The British Lung Foundation has said that air pollution is the main environmental threat to public health in the UK. Analysis has shown that almost 60% of people in England now live in areas where levels of toxic pollution exceeded legal limits last year. As such, despite the country’s many competing focuses at the moment, this is an issue that has to be prioritised and tackled urgently.
My hon. Friend makes some incredibly strong points. He knows I am a strong supporter of air quality measures and of reducing carbon emissions and the types of nitrogen oxide emissions he refers to. However, does he agree that adequate support needs to be given to private hire drivers and taxi drivers, who are often on low incomes, to help them make that transition? Most drivers I speak to want to make the transition as soon as possible, but they need support to do that, because they are often on very low incomes.
My hon. Friend anticipates some of the comments I am about to make, and I am grateful to him for making that point—it is really important, as the current crisis has shown. Many of those drivers are self-employed, and whenever I talk to a taxi driver in Manchester, they tell me that the trade is on its knees and that they really need support to get through this crisis, but also longer-term support for changing their vehicle.
More broadly, it is Greater Manchester’s ambition to secure more walking and cycling, which could be a positive legacy of lockdown—we have seen a lot more people walking and cycling. That could mitigate the bounce back to more reliance on car travel and encourage people to improve air quality for the long term. The combined authorities’ “Transport Strategy 2040” is focused on changing travel behaviour towards greener travel, aiming to reduce car use from 61% of trips in 2017 to no more than 50% of trips in 2040, although those will of course be largely in zero-emission vehicles.
There is an important point here. I gave up my car about two years ago and I now mostly walk, cycle, use a bus or take the Metrolink in Manchester. I can do that because I live in a part of Manchester that has good transport links. We have the Metrolink and we have a very busy bus route 100 yards from my house. When I am in London, I cycle to Parliament along a well-designed and segregated cycle route. If we want to change behaviour, we have to invest in public transport and infrastructure, from cycle lanes to zero-emission vehicle charging. The money is there. ClientEarth has suggested that the £27 billion that is currently allocated to the road investment strategy could be repurposed. That is something that the Government could usefully look at.
As well as investment in infrastructure and transport, the clean air zone proposals also need to be resourced. Greater Manchester’s proposals include Government assistance to help businesses and individuals upgrade to cleaner, compliant vehicles. Greater Manchester has requested funding from the Government totalling around £150 million to cover clean commercial, taxi and bus funds, and a hardship fund. The hardship fund is particularly important, as we have mentioned. It is designed to support those most vulnerable to the financial impacts of the clean air zone. The Government initially awarded £41 million, for which we are grateful, but there is a lot more to do. The leaders are currently in discussions to, I hope, secure the rest of the money. Can the Minister address that issue later?
Sir Charles Walker (in the Chair)
If all Members could stick to about six minutes, I would be extremely grateful.
Absolutely, Chair—in fact, I am due to speak in the main Chamber very shortly, so I will probably have to leave Westminster Hall straight after my speech.
When the books are written about this period in our history, what will they say? Will they say that 2020 was a time when human beings were confronted with a problem—a pandemic—which, with difficulty, we struggled through and that we then went back to normal? Or will they reflect on a lost opportunity to learn the ultimate lesson—that for all our technical advances and complex social structures, we can still be undone by a single sub-microscopic cell? While we try to put out the fires caused by coronavirus with drastic, difficult and restrictive measures, each one causing damage to businesses and families, we must also keep one eye squarely on the kindling of our next crisis, which is burning, for the moment, away from the media’s attention.
Just as the current public health crisis came with warnings from the scientific community—warnings that were too inconvenient to be properly heard, about a problem whose solutions were too expensive to be funded—our next public health crisis will be no surprise to those who are looking. Our next crisis is an environmental crisis, when the price of Government inaction and lacklustre policy will be paid for by our citizens, particularly the most vulnerable. Words that were not in the common parlance of 2019 are features of 2020: covid-19, coronavirus and the R rate. Without action now, the following words will, in the not-too-distant future, be repeated in living rooms up and down the country: nitrogen dioxide—or NO2—PM10 and black carbon.
As with coronavirus, we are seeing the impact of our poor air quality right now. The World Health Organisation estimates that 7 million deaths worldwide each year are due to exposure to air pollution—500,000 of them in Europe. Air pollution is outranked as a risk factor only by high blood pressure, high blood sugar and smoking, and it poses particular risks to the unborn, young children, the elderly and those who are vulnerable because of existing underlying medical conditions—we are all now well aware of those conditions. It is estimated that outdoor air pollution contributes to 40,000 premature deaths in the UK each year. Indeed, a report by Public Health England describes poor air quality as
Sir Charles Walker (in the Chair)
I think we can probably afford colleagues seven minutes, until I let them know otherwise.
Thank you, Sir Charles. It is a pleasure to serve under your chairmanship.
This is a timely debate. Stoke-on-Trent is one of the 33 third wave authorities, together with our neighbour Newcastle-under-Lyme. Pollution does not respect authority boundaries. Joint work is necessary to resolve issues that have led to a ministerial direction at Basford Bank. Similarly, there is a direction covering Victoria Road, which crosses the constituency boundary. I share that with my hon. Friend the Member for Stoke-on-Trent South (Jack Brereton). He is unable to attend this debate, but very much wishes to be associated with my comments.
Stoke-on-Trent is no stranger to respiratory diseases. As a city of pits and pots, it has struggled with terrible lung conditions known, rather glibly, as “miner’s lung” and “potter’s rot”. Dust emission and pollution-related illnesses should increasingly be consigned to the past with the working practices that caused them. Sadly, the city’s overwhelming reliance on fossil fuel motor transport means that this is not so. Just as we have tackled and continue to tackle the causes of industrial illnesses, so we must act to resolve the causes of road traffic pollution.
Let me be clear from the start that we must secure investment from the transforming cities fund. Bus use in Stoke-on-Trent has fallen by one third in 10 years. If we do not get the tens of millions of pounds of investment promised in the Red Book to transform the city’s relationship with non-car transport, it will condemn us to a spiral of further public transport decline.
Paradoxically, despite the high levels of pollution from cars at certain points in the city, car ownership is relatively low. The transforming cities fund is a fundamental necessity when it comes to healing the urban splintering, transport deprivation and inequality of opportunity faced by 30% of people without a car in Stoke-on-Trent. They often live in communities blighted by the most road pollution, which they do little to cause, including pollution from ageing buses, as acknowledged by the ministerial direction on retrofitting buses on the A53.
It is a pleasure to serve under your chairmanship, Sir Charles, and an absolute pleasure to follow my friend and neighbour, my hon. Friend the Member for Stoke-on-Trent Central (Jo Gideon). A common theme we are starting to see when we stand next to each other to speak is that she is far more eloquent. She has made points that I probably cannot reiterate, but I will attempt to in my own style.
Clean air is indeed important. Since the passage of the Clean Air Act 1965, this country has made great progress in ensuring that our air is cleaner and safer to breathe. There has rightly been an increase in concern about the gas nitrogen oxide, most commonly produced by diesel vehicles on our roads. In response, the Government have set clean air targets for local authorities to comply with. However, the implementation leaves a lot to be desired.
The implementation of the Government’s air quality targets by the Department for Environment, Food and Rural Affairs joint air quality unit is, in the experience of Stoke-on-Trent City Council, less a matter of co-operation than of Government diktat. The city council has looked at a range of measures to combat air quality issues in the three hotspots of Stoke-on-Trent, but JAQU discounted them early. The reason was that the time it would take to implement them would exceed Government expectations on compliance. So measures such as car scrappage schemes and the installation of more electric charging points have been cast aside in favour of closing two strategic roads in Stoke-on-Trent— Victoria Road and Etruria Road—at peak hours.
The Department for Transport has cast doubt on the closure of a lesser road to create a dedicated public transport highway as part of the city’s transforming cities fund application. The reason it has cast doubt on that plan from the city council and bus operators is that diverted traffic would put pressure on other sections of the network. Yet DEFRA is intent on closing two strategic roads, with no concerns about the implications for other parts of the local road network. The way to ensure that local clean air targets are met is to work with local leaders. The Government must listen to their concerns and let them have the time to implement sensible measures that will stand the test of time, rather than hastily implemented ones to meet an artificial deadline.
It is a pleasure to serve under your chairpersonship, Sir Charles. I appreciate being able to speak in this important debate, and I thank the hon. Members who secured it. On many occasions, I have spoken in this House about air quality issues, including how those issues relate to the wider challenges of climate change and the environment. Today, I will talk particularly about some very significant concerns affecting my constituency, relating to the existence already of one incinerator and the plans to build two more burners within miles of the existing plant, which was heavily criticised by local residents and, indeed, myself. It was one of the first campaigns I got involved in locally around the time of my election, eight years ago.
Those plans are deeply concerning. Waste incineration and biomass plants are often dressed up as green plants that are going to provide green energy and green solutions, when they are anything but. They are completely absurd, and sit in complete contradiction to not only our commitments under the Paris climate change targets, but WHO guidance on air quality; the UK’s own guidance on air quality; the Welsh Government’s guidance on these issues; the One Planet strategy that Cardiff Council has recently set out, which I will come to later in my remarks; and the Well-being of Future Generations (Wales) Act 2015.
The context, which has been set out ably by my hon. Friend the Member for Manchester, Withington (Jeff Smith) and a number of other hon. Members, is the current crisis and the impact of air quality on respiratory conditions. The wider impact of air quality on the health of young people and children is also of deep concern to me. Of course, my concern is about not just the plants themselves, but the trucking to them and the vehicle movement associated with them, and I will go through each of those issues in detail.
I am deeply concerned, not only because of the direct impacts but because these plants are often put forward and agreed to with lots of promises of jam tomorrow—district heating schemes, wonderful green energy and opportunities for local people—and they are often anything but. Certainly, the promises that were made regarding the Viridor incinerator in Splott in my constituency have not been fulfilled, and I am now deeply sceptical of any promises made by any of these companies about what they will do, because they seem to be simply greenwash.
Clearly, the Welsh Government have a really good track record when it comes to recycling—one of the best rates in the UK—so is there a reason why there is this demand for incineration plants? It seems contradictory.
The hon. Gentleman is absolutely right to point out Wales’s admirable record on recycling, which I was going to mention. Because we are recycling so much, the reality is that these plants often truck in waste from elsewhere and, indeed, from across the border in England. I have asked DEFRA Ministers questions about this before because there does not appear to be a UK-wide strategy for the movement of waste around the UK in a way that is both carbon-efficient and responsive to the air quality concerns in many communities.
It would be absurd if we simply became the dumping ground for waste from elsewhere across the UK, with all this stuff being shipped around and the associated air quality and emissions issues. It is also absurd that UK Trade and Investment and the Department for International Trade have been advertising internationally for investment in this incinerator plant, which is in my constituency and next to that of my hon. Friend the Member for Newport West. It is being advertised as supposedly one of the premium projects for investment in Wales. What an absolute contradiction of other things that the Government seem to be saying. There is also the absurdity of proposing to put it right next to a wind turbine, which is exactly the sort of renewable energy we should all support.
I am also opposing the most recent application. Again, notice the name: Parc Calon Gwyrdd, which translates as “green heart park”. It is absolute nonsense, though I will not use any worse words, you will be glad to hear, Sir Charles. It is on Rover Way, behind Splott, a community already blighted by the Viridor incinerator. The proposal is to burn 75,000 tonnes of virgin timber that would be shipped from Latvia, and not even shipped to Cardiff docks, but to Liverpool or Felixstowe for trucking across the country. That could not be more absurd or more contradictory of our ambitions on climate change and air quality. Friends of the Earth has rightly pointed out that burning timber in this way is worse than coal in terms of emissions and particulates. I contrast that with the approach taken by Cardiff Council, which has just announced its One Planet Cardiff strategy with a focus on replacing single-use, fossil fuel-driven journeys with low-carbon modes and low-emission travel, supporting the transition to ultra-low-emission taxis and buses, a 100% shift to zero-emissions vehicles by 2030, and putting in the infrastructure to support that active travel. It is a big contrast.
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Much like coronavirus, air quality highlights and exacerbates existing inequalities in our society. It disproportionately hits people in some of our most deprived areas—often those living in crowded accommodation in areas near busy roads with high traffic congestion. It is worrying, but not surprising given what we already know, that there is growing evidence showing a link between covid deaths and poor air quality. A recent Harvard study found that an increase in fine particulate matter of just 1 microgram per cubic metre is associated with an 8% rise in covid-19 deaths.
Although there was a time during lockdown when we were breathing air that was cleaner than it had been for many years—if there can be said to be any silver lining to the disaster we are living through, that may be it, as it has given us a view of the world without air pollution—unfortunately that has not lasted. In fact, with the reluctance of people to get back on to public transport, there is a concern that traffic could rise to a higher level than pre-pandemic because of private car use. Major changes to people’s transport usage led to an initial steep drop in air pollution, but the relaxation of restrictions since June has led to increasing vehicle flows, with traffic volumes now less than 15% lower than typical pre-covid levels, and rising. As I say, they are likely to top pre-covid levels.
Having painted a fairly bleak picture of the problem, I want to talk about some of the solutions and some of the action that is happening locally, on the ground, to clean up our air. Following legal challenges by ClientEarth in the High Court, the Government directed 61 local authorities to bring nitrogen dioxide levels on local roads within legal limits as soon as possible. I thank ClientEarth for bringing that action and for its continuing work in pushing for the most ambitious progress possible on air quality improvement. ClientEarth has acted as a kind of conscience for the public and the Government in this field and has done a lot of excellent work that should be commended.
To focus on the local picture in my area, air pollution contributes to the equivalent of around 1,200 early deaths in Greater Manchester every year. Greater Manchester has historically suffered high emission levels and has a high number of non-compliant vehicles. The Government directed the combined authority in Greater Manchester to introduce a category C clean air zone across the region to bring nitrogen dioxide levels on local roads within legal limits as soon as possible and by 2024 at the latest. That is of course a welcome move, and we know that clean air zones are the best way to reduce nitrogen dioxide.
Greater Manchester is now consulting on key elements of the clean air plan proposal, which includes daily clean air zone charges for the most harmful vehicles but also takes into account discounts and exemptions and, importantly, proposes a funding package to support local businesses to upgrade to cleaner vehicles. I encourage stakeholders, businesses and individuals to engage with the consultation, which runs until 3 December, and I ask Greater Manchester residents take part, share their views and help to shape the future plans for our area. In parallel, the 10 Greater Manchester authorities are also running a consultation on Greater Manchester licensing standards, asking for views on proposed vehicle standards for hackney carriages and private hire vehicles, which will have a bearing on improving air quality, as it includes low emissions targets.
Greater Manchester’s clean air zone is expected to launch in 2022 and will be a designated area that certain high-polluting vehicles will pay a charge to drive into and within, aiming to clean up air quality by incentivising drivers to upgrade to a cleaner vehicle. All roads in Greater Manchester will be included in the clean air zone, with the exception of those managed by Highways England. ClientEarth has some criticisms of the Greater Manchester plan, including that it does not move quickly enough and particularly that it does not include private cars. Those are fair criticisms, and I hope that Greater Manchester, in looking at the future, will reflect on them and perhaps take them on board. We obviously need to move to a situation where we drive all high-polluting vehicles off the road, but the plans are an important start and cover the most polluting vehicles, such as vans, heavy goods vehicles and older taxis.
The clean air plan was developed before the pandemic. The current consultation will take into account the impact of covid and any changes required as a result of the crisis. Local leaders in Greater Manchester are acutely aware of the fact that businesses, such as the taxi and private hire vehicle sector, have been severely impacted by covid. Government policies to stem the spread of the virus mean that they continue to be impacted. The consultation is considering extra support so that those businesses are not doubly penalised.
It is crucial that the final funding package from the Government recognises the changed economic circumstances we are operating in. It may be that more money is required to offset the financial impacts to individuals and businesses that have already been hard hit by covid. We might need more money even than was initially requested. I ask the Minister to ensure that the Government take that into account and stand ready to provide in full what is needed for the plan.
There is more I could say in terms of urging the Government to intervene to better support these efforts, but I need to wind up. Local authorities are responsible for the local road network and their own fleets, but responsibility for the strategic road network lies with Highways England, which has not been directed to reduce NO2 in the network in the same timescale or using the same processes. I encourage the Government to look at that anomaly. Greater Manchester has consistently called on the Government to issue a clear instruction to Highways England with regard to air pollution from the strategic road networks that it operates, so that our efforts in the region are not undermined. I encourage the Minister and the Government to act on that.
Greater Manchester is proposing the largest clean air zone outside London, but the funding support guaranteed so far by the Government has not matched the scale or ambition of those plans. Measures that could positively impact on carbon targets, such as an increase in electric vehicle infrastructure and facilitating sustainable journeys, are still considered separate from the clean air plan by Government. There is a strong argument for the various policy frameworks and funding settlements aimed at addressing nitrogen dioxide, PM2.5 and carbon to be better integrated and dealt with as one, rather than as separate disparate pots. I urge the Government to look at combining them and creating a generous clean air fund that all local authorities can use to fund their important air quality improvement work.
My final point, which my hon. Friend the Member for Newport West (Ruth Jones), who is speaking for the Opposition, might refer to, is that as well as complementing local clean air plans, we need meaningful, legally binding targets and real accountability when the Environment Bill comes back to the House. Can the Minister give us an indication of when that might be? I urge her to incorporate the World Health Organisation’s air quality standards into the Bill when it comes back to the House.
“the largest environmental risk to public health in the UK, as long-term exposure to air pollution can cause chronic conditions such as cardiovascular and respiratory diseases, as well as lung cancer, leading to reduced life expectancy.”
Given those stark facts, the problem can no longer be ignored.
Four and a half years ago, eight cities were mandated to solve a problem. One of those cities was Leeds—my city—and it rose to the challenge. It presented the Government with a plan to tackle our air quality issues. Before discussing that, however, let me first give some background information. Leeds, once known as the motorway city of the ’70s, is the largest city in Europe without a mass transit solution. Research by Public Health England shows that PM2.5concentrations are estimated to cause over 1,000 adult deaths a year in West Yorkshire, with 350 of them occurring in Leeds. That represents 5.5% of the total mortality in the city, and has been calculated to be the equivalent of 3,825 life years being lost.
Constituents of mine see HGVs hurtle along the congested and over-subscribed A660. I have met people from local primary schools in Pool who describe their fear as these lorries pass through their village, due to its position as a thoroughfare connecting North and West Yorkshire. I walk my own children through streets that regularly miss their air quality targets.
Leeds put forward to the Government its plan for a clean air zone costing £40 million. This ambitious policy proposal, which would have taken high-polluting vehicles off our streets, came into being following hard negotiation, including having to challenge the then Secretary of State for the Environment. However, in January 2019, £29 million of funding was given. The charging clean air zone was meant to have been implemented by now, but last week we had the announcement that it would not be coming forward.
There are some stark warnings here. We have seen our air quality improve, due to new vehicles being brought in by First Bus, by HGV operators and by private hire drivers, but what will now become of those vehicles without the charging clean air zone? There is a real risk that those vehicles will go elsewhere.
What of the legal limits themselves? The UK targets ensure that readings of NO2 do not exceed 40 micrograms per cubic metre; the target for PM10is also 40 micrograms per cubic metre, and the target for PM2 is 25 micrograms per cubic metre. However, the World Health Organisation limit for PM10 is 20 micrograms per cubic metre, and its limit for PM2.5 is 10 micrograms per cubic metre. So the Government’s targets on air quality are set at much higher levels than those recommended by the World Health Organisation. The solution to our air quality problem in Leeds and in the rest of the country is to raise the clean air levels and to have a new clean air Act.
There are no safe levels of air pollution; there are no levels that will see mortality levels decrease. If current events have taught us anything, it is that we must prioritise tackling not only the current public health crisis but every public health crisis. If we are not to see the same things continuing to happen in Leeds, Manchester and other places, we need more stringent legal limits. That is what the Minister needs to take back to her Department today and what she needs to implement. Otherwise, we will see this public health crisis also spiral out of control.
I welcome the action taken to minimise congestion-related pollution by keeping road traffic moving, not least by investing in the now underway Etruria Valley link road, which I hope will relieve the problem at Basford Bank, and the approved, shovel-ready schemes for a high-capacity Joiners Square roundabout, where the A50 Victoria Road currently has a pinch point with the A52 Leek Road and the A50 Lichfield Street.
However, much more needs to be done to encourage a modal shift from the private car by improving our local rail services, moving to a zero-emission bus fleet that carries regular and reliable services, making walking and cycling routes safe and attractive and by not stopping traffic altogether.
It is not acceptable if measures to improve air quality damage our local economy and risk jobs. That is something that my colleagues and I, as MPs representing Stoke-on-Trent, have made very clear to the Government on several occasions. Measures to improve air quality at Basford or Fenton must also not merely move the problem elsewhere, to Bentilee, Bucknall or Etruria. A holistic approach is needed to improve air quality across north Staffordshire. I will continue to campaign for better bus services and to reopen the Stoke-to-Leek railway line and the lost station at Etruria.
Earlier this year, local MPs secured a deadline extension for our local councils to develop plans on air quality with the Government. The new reality of covid-19 since then is that traffic levels have dropped and suspicion of public transport has sadly grown. It might be that, even at this very late stage, a further extension would help to take stock of and address this new reality. I hope that Ministers will carefully consider that, and that our local councils and Government Departments will continue to devise measures that will result in improvements to the current reality on the ground.
It is a vital duty of all partners to work together to do that. That includes Highways England, whose A500-A50 strategic highway—that monumental splinter of concrete, cutting through the urban potteries, known locally as the D road—is a key contributor to poor local air quality. It would be a perfect location for the kind of smart trunk road mooted by Highways England in its recent consultations on major and strategic roads. A smart D road could utilise gantry technology to smooth out traffic flows and address specific hotspots, improving reliability and reducing standing-time pollution.
Stoke-on-Trent needs a transport revolution that will improve our air quality while also supporting the city’s continued economic growth, particularly given the pressures on the economy caused by covid-19. We need greater public transport capacity, and that needs a step change—a watershed moment to catalyse the shift to public transport that other cities have enjoyed. Delivering the transforming cities fund deal promised in the Red Book would redirect our city’s future away from road pollution and towards sustainable transport and better air quality for us all to enjoy.
In fact, on the two strategic roads, Victoria Road and Etruria Road, natural compliance will be achieved by 2026 thanks to the natural uptake of more efficient vehicles. That means that the Government are intent on spending approximately £13 million of the public’s money to create measures that will be removed three years after their completion. That same money could be spent on local initiatives such as grants for upgrades to electric cars to help the car industry through the pandemic or on buying new, modern-day buses for the city. Those are measures that local leaders want and that they know will work.
Finally, I want to highlight the great flaw in the local clean air targets. The largest polluters on the network are not local authority roads but nationally strategic corridors. In Stoke-on-Trent those are the A50 and the A500. By every measure available, they pollute with more nitrogen oxide than any other road in the city. Yet because those roads are managed and owned by Highways England, they appear to be exempt from meeting any local clean air target. Instead of forcing local authorities to remove the grains of sand on their network, the Government must get Highways England to smash the rock on the strategic network. My hon. Friend the Member for Newcastle-under-Lyme (Aaron Bell) shares similar concerns, because of the impact on the town that neighbours us to the west.
It is vital that we finally see investment in our public transport network. That will come through the Stoke-to-Leek line, which will have a huge implication: finally, we will see not only the Beeching cuts reversed, but those further cuts to public transport in Stoke-on-Trent that came after Beeching and which blight the city. Having a bus network with bus routes that spread far and wide, connecting small villages in my constituency, such as Goldenhill or Baddeley Green, is a vital lifeline for local communities and the local high street.
Lastly, to reiterate, it is really important that the transforming cities fund—money that was promised to us in the last Budget—is delivered to Stoke-on-Trent, because that upgrade to Stoke-on-Trent station and the surrounding strategic roads will have a huge implication for the future of our city, and will ensure we leave behind a cleaner, healthier city once we sadly pass on into another world.
I mentioned the Viridor plant that exists at the moment. I completely opposed it, alongside the Cardiff Against the Incinerator group. It burns 350,000 tonnes of waste a year, but as I understand it there have unfortunately been serious issues regarding the efficiency of the heating and burning process, which mean that the plant does not generate the levels of heat necessary to provide the so-called energy from waste that Viridor trumpeted at the very start. There are also issues with infrastructure access to the national grid, so it is not actually able—I have visited the plant myself—to provide energy to the national grid at the levels that it could do, let alone to any district heating schemes, because the appropriate infrastructure is not in place.
We currently have two other proposals under way. One is for an incinerator right on the border between my constituency and that of my hon. Friend the Member for Newport West (Ruth Jones), who will be speaking from the Front Bench today. That burner would see 200,000 tonnes of commercial waste burned a year, 24 hours a day, with 40-plus lorry movements a day in an area that is already highly congested—a residential area where there are difficulties with road access. Some 116 other vehicle movements are proposed—I think that is probably an underestimate—in an area where we have the fantastic, brand-new Eastern High School, which has been invested in, and in other residential areas with other primary schools. These vehicle movements, let alone the incinerator itself, will be right next to where our children are receiving their education. That is completely unacceptable, and the fact that the incinerator is being placed right next to a wind turbine is absurd.
I conclude with a quote from one of the local activists whose efforts I completely support. Catherine McArthur said:
“What future is there if your postcode automatically puts you at risk by the air you breathe?”
It is absurd to lock in last century’s technologies under this greenwash. My constituency is fed up with being a dumping ground for other people’s waste and with these activities going on right next to residential areas, schools and other communities. I will continue to wholeheartedly oppose this. I would like to hear from the Minister what strategic view is being taken of these issues across the UK and how we should be working with the Welsh Government.