XN000022-1996-05-15 — Page 25

Reply:

Mr President,

(a)

(b)

(c)

The introduction of unleaded petrol in 1991 has contributed to reductions in lead emissions in the air and built on steps which had been taken before 1991 to reduce the lead content of petrol fuel. Currently, less than 20 tonnes of lead is emitted into the air per year, which amounts to a reduction of 50% from the 1991 figure. Consequently, the three-month average level of lead in air is now below 0.15 microgrammes per cubic metre, which is below 10% of the Air Quality Objective value. However, it should be noted - as we pointed out in the 1989 White Paper on the Environment that unleaded petrol was introduced not only to reduce lead emissions but also to pave the way for the use of catalytic converters, made mandatory in 1992, which would reduce emissions of nitrogen dioxide, carbon monoxide and hydrocarbons from petrol vehicles. As a result of these measures, and despite an increase in the petrol vehicle fleet by about 35% from 1991 to 1995, the levels of these three pollutants in air have largely been maintained within their Air Quality Objectives values. However, as the Administration has been at pains to point out, to this Council and to the public, air pollution from vehicle emissions remains a serious community health problem, mainly because of the high level of particulates emitted by diesel vehicles.

There has been no reduction in petrol duties because the lower duty for unleaded petrol has been offset by the higher duty for leaded petrol.

I believe it would be fair to say that the unleaded petrol policy has been cost-effective in minimising air pollution taking into account the measured air quality benefits which I have mentioned, the fact that, as noted above, there is no cost to government, and that the pump price of unleaded petrol is less than leaded petrol and therefore affordable to motorists.

End