Measures to curb transport emissions in London – such as the congestion charge – are nothing new. But the latest reported proposals go much further.
They also note that, although such measures are still subject to consultation, an informal vote late last year to ban pre-Euro6 compliant diesel cars (those registered before 2014!) and pre-Euro4 compliant petrol cars (before 2005) won great support.
In considering such proposals, London would be following other European cities in restricting the movement of internal combustion engine (ICE) vehicles; Paris, for example, has previously proposed banning vehicles of a certain age, about which I’ve mentioned some cultural unease.
I’ve blogged before about air pollution resulting from our use of the car, and how electric vehicles can play a part in ameliorating this. In a blog for a postgraduate conference competition held under the auspices of the Tyndall Centre, a climate change research unit, I noted that while plans to lower the CO2 threshold for London Congestion Charge exemption from 100g CO2/km to 75g CO2/km may be justifiable – even necessary – to achieve the air quality we all deserve, they run the risk of being seen as draconian, potentially disenfranchising motorists who want to do, or thought they were already doing, the right thing by driving lower-carbon ICE cars.
In my Tyndall Centre blog, I noted that true societal change comes from the bottom up, and that the social and cultural significance of the car means that an automotive bottom-up impetus need to be fostered if a true low carbon automobility is to be fomented. With this in mind, I felt the reduction from 100g to 75g CO2/km was a huge step, requiring the acquisition of vehicles beyond many motorists reach.
The latest reported proposals, however, at a stroke run the risk of disenfranchising far many more people than might the Ultra Low Emission Vehicle (ULEV) emission threshold proposals, from classic car enthusiasts to petrolheads to motorists on a budget for whom newer low-carbon, hybrid or electric vehicles are simply not an option (especially in such straitened times as these).
So why consider such drastic action now? Perhaps it has something to do with the fact that the EU is taking the UK to court over ‘persistent air pollution problems’, specifically nitrogen dioxide (NO2) levels. Exposure to such levels comes mainly from traffic and, in London, are perhaps a corollary of increasing numbers of diesel vehicles being driven in the capital as a means of achieving sub-100g CO2/km mobility so as to avoid the congestion charge; certainly diesel cars account for half of UK new car sales.
As I’ve mentioned elsewhere, lowering emission thresholds is obviously a good thing environmentally. However, in concentrating on CO2 emissions and using them as the basis of a fiscal instrument, other emissions – such as nitrous oxides (NOx), hydrocarbons (HC) and particulate matter (PM10 and PM2.5) – have seemingly been forgotten. It may be that the threat of legal action has spurred the powers that be to do something about air quality in the capital and, in the face of possible sanctions, they would appear to have panicked.
But it needn’t have been like this. If the current political administration had taken wider air quality issues more seriously, then ‘persistent’ air quality breaches cited by the EU may have been avoided and draconian measures such as completely banning older cars – therefore compromising the mobility of many less well-off motorists – might not be being considered. At least, not just yet.
The banning of older vehicles may not come to pass. On the other hand, it may have indeed come to this, with the environmental imperative now demanding drastic action. Either way, it seems that an environmental complacency has meant the ethics of low carbon automobility becoming ever more problematic.