Planning and Infrastructure Bill

Baroness Pidgeon Excerpts

Committee stage
Thursday 24th July 2025 Lords Chamber

[Baroness Bennett of Manor Castle (GP)]

My Lords, I share those concerns. The noble Lord, Lord Lansley, and others have forensically dissected this clause and demonstrated that it is, to use a technical term, a right mess.

Manor Castle is in Sheffield, for those who do not know. Sheffield is a city which has suffered enormously from the destruction of heritage, both industrial and earlier heritage. On this last day, I take your Lordships to August 1644, when there was a 10-day siege of Sheffield Castle. The castle fell. Having been held by the Royalists, it was besieged by the Parliamentarians, and Parliament—this place—ordered the castle to be destroyed. To add insult to injury, in the intervening period the castle market was built on top of the site. That has now been demolished and archaeology is being done on the site. The end point of this is a story from the last few months, when the archaeologists uncovered abatises—a word that I have just learned—which are sharpened branches that were put around the ditch by the defenders in an attempt to hold off the Parliamentarians.

This is not just a history story. This is a city that is uncovering an important, exciting piece of its past which has survived miraculously and against all odds. This is a story of how important discoveries such as this are to cities’ identities and local heritage is to the identity of a place. As the noble Baroness, Lady Pinnock, set out, we cannot allow centralisation and the taking away of local control, which might see us lose stories such as this.

[Baroness Pidgeon (LD)]

My Lords, as we have heard, the Bill stands to disapply heritage regimes for transport infrastructure developments. There is, therefore, a risk that this could harm heritage assets without proper scrutiny and probably go further than the stated ambition of the Bill. I am therefore delighted to support Amendment 54 in the name of my noble friend Lady Pinnock, who has outlined the technical issues, as has the noble Lord, Lord Lansley, in talking about his amendment.

We all understand that building transport infrastructure is important to our economic growth. In particular, new public transport is important to support people moving away from cars where possible. However, we have got to make sure that, in building faster and more efficiently, we do not lose critical heritage. This amendment and debate are important because they flag the importance of recognising our architectural heritage and conserving the historic environment alongside the need for new infrastructure. It is a practical approach, and I urge the Government to support this small but, in some ways, significant change.

As we have already heard, in Committee in the Commons, the Minister acknowledged that these changes could have unintended consequences and committed to respond to concerns raised by my colleague Gideon Amos MP by Report—yet nothing has been forthcoming. No further comments were made by the Minister on Clause 41 during that debate. I await the response from the noble Lord the Minister to this important topic of our heritage assets and the answers to the many important questions that have been raised.

[Lord Moylan (Con)]

My Lords, I shall be brief, after this very valuable debate. I make it clear that the Opposition Front Bench is fully behind the amendments in the name of the noble Baroness, Lady Pinnock, and my noble friend Lord Lansley. I seek to add nothing to the detail of their amendments, which were so eloquently argued by both of them.

I just add one reflection of my own. It is very easy to imagine that listed building consents and planning applications are much the same thing, because they are usually dealt with by the same officers in the same local authority. But they are not; they are two very distinct legal regimes, which have two very distinct bases. Planning is essentially about mitigating and shaping the externalities of development so as to minimise public harm and perhaps achieve some public good—it is to do with utility—whereas listed building legislation is about a test of absolute value. Either a building is listed and therefore is to be preserved, implicitly for ever, or it is not. Of course, there are grades of listing and it is possible to delist a building, so there is a little movement around the edges. However, in essence, it is a test not of utility—of whether something is useful to us—but of value. For the Government to mix up these two, to mash them together, is to ignore that very important distinction.

The listed building regime is not part of a trade-off as a consequence of that. You do not say that, because we can achieve something useful on the one hand—a faster railway, shorter route or whatever it might be—there is a calculus by which we can demolish so many listed buildings to achieve that. They are not commensurate regimes. The Government would do very well to withdraw this clause altogether and rely on the flexibility in existing arrangements. I look forward to hearing what the noble Lord has to say, but I suspect that we will be debating this again in due course.

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Moved by

[Baroness Pidgeon]

57: Clause 47, page 59, line 25, at end insert—
“(5A) After subsection (5), insert—“(6) References in this Part to public charge points are to be taken as including cross-pavement charging solutions.””Member’s explanatory statement
This amendment clarifies that cross-pavement charging solutions are to be considered public charge points for the purposes of the legislation. It ensures such infrastructure falls within the scope of relevant regulatory provisions governing public electric vehicle charging.

[Baroness Pidgeon (LD)]

My Lords, a lot of the discussion this afternoon has been very technical, as it would be around planning, but this group of amendments is much more practical. They are about electric vehicle infrastructure, making sure that we can easily support the next generation of electric vehicles and make it easy for people to transition to domestic electric vehicles at home, as well as in the commercial sectors. I thank the noble Lord, Lord Lansley, and the noble Baroness, Lady Jones of Moulsecoomb, for putting their names to my amendments in this group.

Amendment 57 would allow for cross-pavement solutions to be considered as public charge points in this legislation to ensure that such infrastructure fell within the scope of regulatory provisions governing public electric vehicle charging, to make it easier, quicker and cheaper for people to move to electric vehicles at home. Currently, EVs can be a more affordable and convenient alternative to petrol or diesel cars and they can save households up to £1,000 a year, but only if you have a driveway. Up to 40% of households in the UK do not have access to off-street parking, so they rely on public charge points, which can cost up to 10 times more than charging at home. For millions of households that is unaffordable, and it is unacceptable to expect only certain consumers to pay the price for the transition to electric.

Cross-pavement solutions have real potential to tackle that challenge, and they have been proven to be a workable solution in 38 local authority areas to date, but the current process for applying for one is lengthy and costly. Drivers report that you have to pay up to about £3,000 for the planning application, the permitting and charge point installation costs, and waiting up to 12 to 15 months simply for a decision from their local authority on whether permission to install one has been granted. So many residents have given up trying to secure cross-pavement solutions and electric vehicles because of these delays and costs.

This amendment seeks to make the transition to electric fair. It asks that cross-pavement solutions are treated in the same way that public charge points are being treated, simplifying the process for applying for these solutions by allowing them to be treated under street works permitting. This would make it quicker, easier and less costly for residents. Crucially, local authorities would still have some control over the decision on whether the cross-pavement solution is appropriate and safe for that location, and whether it can go ahead.

Amendment 58 would extend permitted development relating to electric vehicle charging points where there is an agreed cross-pavement charging solution and the charger does not overhang the footway by more than 15 centimetres. The Government have extended permitted development rights to households wishing to install charge points where the houses are close to the street and they have off-street parking. This amendment seeks to extend these rights to households without off-street parking that wish to install a charge point so that they can get a cross-pavement solution. It does not conflate the charge point with the cross-pavement solution; they are still two separate entities. It would simply ensure that those residents who are applying for a cross-pavement solution can then install a proper charge point that allows them access to the cheaper charging rates that residents with driveways are already able to use.

Electric Vehicle Association England provided me with this quote from its recent survey. One respondent commented how the council refused to consider installing a charger gully, saying, “We got a free charger and installation along with our car purchase, but we haven’t been able to make use of it, as our local council refuses to consider charging gully solutions”. Another hybrid car owner, when asked why they did not choose an EV, said it was due to the difficulty of installing a charger. They said: “Our council has no policy or provision for pavement gulleys to make it easier. There are no on-street public chargers either”.

Another quote is:

“You shouldn’t need a driveway to own an electric car. My Plan for Change is boosting funding for infrastructure to allow cables to run safely beneath pavements. That’s cheaper, at home charging”.


Those are not my words but the Prime Minister’s a week and a half ago. There is a need to make it easier for everyone to be able to move to electric vehicles through simplifying the system and allowing people without driveways to be able to move to EVs. I hope the Minister will work with me to make this vision a reality through this legislation.

Amendments 64 and 67, which are in my name, cover HGV electric charging points. Amendment 66 covers EV charging infrastructure plans. As we transition to cleaner vehicles and technology allows for HGVs to run on electric batteries, there is a need to support charging infrastructure in the planning system. The lack of adequate charging infrastructure remains one of the major obstacles to greater e-HGV adoption. According to a report by National Grid, 70% to 90% of HGVs will be charged or refuelled overnight in their depot or at their destinations, but the remaining 10% to 30% will rely on public charge stations. e-HGVs are very much a reality—in fact, we had one outside the House only a few weeks ago. There are a number of announced plans for charging stations right across the country from a variety of companies, but I know from my inbox that, where a company might want to move to e-HGVs, they find that the local authority will not grant planning permission for the necessary infrastructure at a depot, stopping the decarbonisation of this industry.

These amendments are about a clear installation programme for HGV electric charging points at key transport points, and the provision of EV charging infrastructure at freight depots and HGV facilities when they are new or substantially renovated. This amendment would future-proof the logistics infrastructure by embedding EV readiness into the design and permitting process. This supports depots and warehouses to be ready for the transition. Depot charging, as I said, is the preferred option where possible for operators as it allows trucks to charge while at a natural stopping point, not requiring additional stops to recharge in transit, which can also leave cargo vulnerable to theft. It also reduces future retrofitting costs and planning delays by integrating charging requirements from the outset.

Amendment 67 is about the prioritisation of electricity grid connections for EV infrastructure. It tackles a major barrier to infrastructure rollout: delays in grid connection approvals. Some fleet operators may face up to a 15-year wait for a grid connection to meet their need for electric infrastructure, severely hampering a willingness to invest. This amendment recognises the strategic importance of logistics infrastructure for national supply chain security and decarbonisation.

Finally, Amendment 66 is about placing a duty on local authorities to produce a local EV charging infrastructure plan to assess the demand and need for EV charging infrastructure in their area, including both private and commercial vehicles. This will ensure a comprehensive understanding of need to focus efforts. Local authorities are critical to the rollout of EV infrastructure, but often lack a co-ordinated or strategic plan. This duty empowers them to take a proactive role while ensuring consistency across regions.

The amendment would ensure local accountability and planning for EV infrastructure deployment, aligning with national decarbonisation targets. Importantly, it establishes a recurring review cycle every three years to ensure that plans are responsive to evolving demand and technology. So this package of amendments would make a huge difference to supporting the transition to electric vehicles. I look forward to the Minister’s response to these issues and all the amendments. I beg to move.

[Lord Lansley (Con)]

My Lords, I support the noble Baroness, Lady Pidgeon, who I thought admirably set out the importance of the case. Frankly, we are only a decade away from the point where we intend that all the new cars that are to be bought are to be electric vehicles. As she rightly said, something approaching 40% of the people who we expect in future to buy cars are in premises that do not have charging facilities, and we want to enable that to happen. It is all part of the green energy transition that we want to support. So I very much support everything that she said and I hope that we can find a solution.

As far as I can see, the clause to which this amendment refers intends to support the process of adding public charge points to the road architecture but does not necessarily allow individual householders to be able to find the appropriate cross-pavement charging solutions for this. My noble friend Lord Lucas has an amendment in this group the purpose of which is to give permitted development rights for this. I know that the Government will say, “Well, permitted development rights relate to the curtilage of one’s own premises, they do not extend out into the pavement for this purpose”. But I hope the spirit of this debate might be that we all agree on what we want to achieve—the question is what the best way is to achieve it.

I suggest to the Minister that one way we might look at this is to look at Section 50 of the New Roads and Street Works Act, which is about the process of applying for a street works licence. This clause is intended to enable those who have a street works licence to access the necessary works in the street. As the noble Baroness said, that is an expensive solution for an individual householder and not likely to be an easy route. The question to the Minister is whether we might actually find, as he is in the business today of streamlining applications, whether we can streamline applications for street works licences for individual householders, or groups of householders, in order for them to get a street works licence by what is effectively a deemed consent, rather than having to make individual applications. It is a bit like an assumption that the licence will be granted, save if there are particular exceptions or objections. That might get us to the point where householders or groups of householders can get the cross-pavement charging solutions that they require—and I think that it is urgent that we make that happen. So I hope that it is something that we can progress during the course of this Bill.

I will raise just one other point, which is about the green energy transition and the amendments relating to HGVs. I ask that we not only look at electric charging points for HGVs but recognise that HGVs—mentioned by my noble friend Lord Naseby earlier—can, very readily and unlike many other road vehicles, use hydrogen cost-effectively as a solution. But they need a network. My Japanese friends have told me that Japan is creating a network of hydrogen refuelling points for its HGV fleet. The Japanese are orders of magnitude ahead of us on this.

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I ask the noble Baroness to withdraw her amendment.

[Baroness Pidgeon (LD)]

I thank the Minister for his detailed response and thank all Members who have spoken on this group. All but one of us agree on what we want to achieve. Although we understand that it can be complex, there must be a way to streamline things to make it easier, cheaper and quicker for cross-pavement solutions to help people transition to electric vehicles. I still believe that simplifying the process can be achieved through this planning Bill.

We see what happens today: either people are not able move to electric vehicles, or we have cables draped out of windows, across pavements—maybe with a mat over the cable if you are lucky so that it is not a trip hazard. We need to find a way forward. The Prime Minister committed to it in the last couple of weeks. I hope that we can continue to have dialogue on this before Report. On that basis, I beg leave to withdraw the amendment.

Amendment 57 withdrawn.

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Moved by

[Baroness Pidgeon]

63: After Clause 47, insert the following new Clause—
“Provision of solar panels in new transport infrastructure(1) The Secretary of State must, by regulations, require that all new transport infrastructure projects requiring approval under any enactment make provision for the installation of solar panels where reasonably practicable.(2) The regulations must include—(a) criteria for determining when installation is reasonably practicable, including structural, environmental, and safety considerations;(b) minimum surface area requirements for solar panel coverage where practicable;(c) the types of transport infrastructure to which the requirement applies.(3) “Transport infrastructure” includes but is not limited to—(a) new or refurbished rail stations and rail lines,(b) new or refurbished bus stations and depots,(c) major road-building or upgrading projects, and(d) other public transport hubs.(4) Regulations under this section must be made by statutory instrument.(5) A statutory instrument containing regulations under this section is subject to annulment in pursuance of a resolution of either House of Parliament.”Member’s explanatory statement
This new clause would require the Secretary of State to mandate the installation of solar panels in the construction of new transport infrastructure where reasonably practicable, through regulations made by statutory instrument.

[Baroness Pidgeon (LD)]

I will speak briefly to the three amendments I have in this group.

Amendment 63 is about increasing solar panels on new transport infrastructure. This could include new or refurbished railway stations or rail lines, bus and tram stations and depots, major road building or upgrade projects, and other public transport hubs. As a country, we have so much to learn from others. For example, Switzerland has just started a new scheme of installing solar panels on the actual railways; PV panels will be rolled out like carpet between the tracks in one of their western cantons. Germany plans to install solar panels along motorways, tapping into 250,000 potential sites to boost renewable energy. France is trialling solar panels on its railway estate.

The European Commission, in a 2024 report, looked at the potential for the large-scale deployment of vertical solar panels on Europe’s major roads and railways. It concluded that the electricity generated from such PV installations would not only be cost-effective in electricity markets but serve as a viable alternative to fossil fuels in transportation. Tapping into solar PV energy along transport infrastructure can therefore significantly contribute to the EU’s energy transition, and we should do the same here in the UK. There are examples of good practice—at Second Reading, I mentioned Blackfriars and Denmark Hill railway stations—but we must do more, and that is why I tabled the amendment.

Amendment 106 is a requirement for all new car parks to include solar panels. As I highlighted at Second Reading, across the country there are vast expanses of roof space that sit idle, while exposed to sunlight. Installing solar panels on car parks could generate clean energy, reduce grid pressure and power local EV chargers directly. France has already mandated solar panels on large car parks. The Government’s recent consultation on solar panels feels like we are trying to catch up; this amendment will make that a reality, and I hope that the Minister will be able to support it.

Finally, Amendment 68 is about the prioritisation of electricity grid connections for EV charging infrastructure. This includes, as I discussed in an earlier group, the need for a focus on commercial as well as private vehicles. I thank the noble Baroness, Lady Jones of Moulsecoomb, although she is not in her place, for putting her name to this amendment. I look forward to the Minister’s response. I beg to move.

[Baroness Bennett of Manor Castle (GP)]

My Lords, I will again speak extremely briefly. As the noble Baroness, Lady Pidgeon, said, my noble friend Lady Jones of Moulsecoomb signed Amendments 68 and 106.

I already referred to Amendment 68 when discussing the need for the Government to ensure that the electricity network providers prioritise grid connections for electric vehicle charging infrastructure, particularly for freight. As I said in an earlier group, that is particularly important. It will potentially have a large draw on the grid, so this has to be planned from an early stage to make sure there is enough there to cater for HGVs.

If we were going to have a contest for the most popular amendment tabled to the Planning and Infrastructure Bill, I think Amendment 106 might be it. I have heard a number of people saying, “Don’t put solar panels on farmland, put them on car parks instead”. It is a pity we are doing this before the holidays, because, when we come back, many people will have undoubtably been in continental Europe. France, for example, has a rule that all new and existing car parks with more than 80 places must install solar panels. So, this is a very modest amendment, when you compare it to what France has legislated; this is only talking about new car parks. It is absolutely common sense about where we should be putting those solar panels, for all the practical reasons, in terms of the extra shade they provide, protection for cars and to meet the Government’s energy targets.

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[Lord Khan of Burnley (Lab)]

My Lords, before I speak to these amendments, I declare my registered interests, including shareholdings in companies involved in renewable energy. These interests are not directly affected by the amendments under discussion. I thank the noble Baroness, Lady Pidgeon, for tabling and speaking to these amendments so eloquently and passionately, and for her ongoing commitment to the UK’s decarbonisation ambitions in the transport sector.

Amendments 63 and 106 seek to mandate the installation of solar panels in the construction of new transport infrastructure and require solar panels to be provided as part of the construction of all new above-ground car parks. The Government are committed to achieving clean power by 2030, and it is clear that solar energy will be crucial to achieving our mission. The clean power action plan calls for the rapid acceleration of solar deployment, from around 18 gigawatts as of April 2025 to 45 to 47 gigawatts by 2030. This is an ambitious mission, which has enormous potential to create good jobs, protect bill payers, ensure energy security and reduce our exposure to volatile fossil fuel markets. The recently published Solar Roadmap includes over 70 actions for government and industry to take forward to help deliver this ambition by removing barriers to deployment of all types of solar.

We recognise that solar canopies on car parks have the potential to provide significant renewable electricity generation, shelter for cars and drivers, and localised power for EV charging points. This year, the Government published a call for evidence to assess the potential to drive the construction of solar canopies on new outdoor car parks over a certain size.

We are currently analysing the evidence that has been provided by the sector, and are conducting the essential cost-benefit analysis needed to understand the impact of any policy to mandate the provision of solar on new car parks. Having not yet concluded this process, it would not be appropriate at this stage to include this amendment in the Bill. However, the Government are considering this proposal very carefully and will explore ways to achieve its intention, including through future legislation, if the evidence supports this conclusion.

It is also the case that we do not currently have the evidence base to support requiring all transport infrastructure to include solar panel installation. We have not yet engaged with industry to fully understand the potential impact of this amendment, or conducted the necessary cost-benefit analysis to determine whether it would be appropriate to install solar on all the different types of transport infrastructure set out in the amendment.

The Government are committed to achieving their mission through significant solar deployment across the country. Following the publication of the road map, the solar council will be established to bring together the solar industry, the UK Government and other relevant parties. The council will work to secure, enable and accelerate the deployment of solar at all scales and identify emerging opportunities, realigning priorities and action as needed.

I hope that the noble Baroness, Lady Pidgeon, notes the ongoing work the Government are doing in this area, which must conclude before any consideration of a legislative intervention takes place. I therefore kindly ask her to withdraw her amendment.

On Amendment 68, also tabled by the noble Baroness, Lady Pidgeon, the Government recognise the importance of accelerating grid connections for electricity demand projects, including electric vehicle charging, as well as for generation projects. This recognition lies at the heart of the reforms we announced in the industrial strategy, which include using the powers in the Bill to amend regulatory processes and accelerate connections for strategically important projects.

Although the Government fully acknowledge the critical role of freight and logistics in national supply chain security and decarbonisation targets, it would not be prudent to enshrine in legislation a preference for one sector, as this would inevitably mean deprioritising equally important sectors listed in the industrial strategy, such as advanced manufacturing, the wider supply chain for clean energy projects, data centres, and more.

That is why we have also announced the connections accelerator service, which will support strategically important projects across all priority sectors to accelerate their connection dates. The Department for Transport will play a key role in helping to shape the framework for identifying these vital projects.

I also take this opportunity to highlight the suite of initiatives the Government are pursuing in support of the electrification of freight, logistics and the broader transport sector. This includes our ongoing efforts in national and regional strategic energy planning. We are working to support infrastructure investment ahead of need, ensuring that we not merely react to but anticipate demand. By planning strategically, we can deliver robust, future-proofed infrastructure, and support our broader decarbonisation and economic ambitions.

Furthermore, the Department for Transport is actively encouraging stakeholders in the transport sector to look ahead, to consider their future electricity needs and to feed this information directly into our strategic planning processes. By doing so, we will create a more comprehensive and responsive energy network that is able to meet the evolving requirements of our nation’s transport system.

I also highlight the work of the Freight Energy Forum. Led by the Department for Transport, this forum brings together transport and energy stakeholders from across the country, providing a platform for knowledge-sharing and collaboration. By working closely together, we can inform future action and ensure that the sector remains agile and well-equipped for an electrified future.

I trust that the Committee will appreciate the rationale for our approach and recognise the Government’s determination to deliver balanced, strategic and forward-looking energy infrastructure for the nation. The noble Baroness, Lady Pidgeon, mentioned a number of countries, as did the noble Baroness, Lady Bennett. The noble Baroness cited the French Government in particular. The potential for solar canopies on car parks is significant, and we are looking carefully at international best practice, including what France has introduced. Before committing to any prospective policy, including mandating, we believe it right to properly engage with industry and stakeholders to better understand the impacts and see whether government intervention is needed.

Noble Lords alluded to a couple of points about deploying solar on rail lines and roads. Rail track solar could be a feasible solution, particularly in urban areas where the track is electrified, as there will already be a good connection. However, there are some current obstacles that may inhibit the deployment of the technology in all areas, such as the challenge of grid connections in rural areas and additional kit required to convert electricity from solar to usable electricity for trains, which may be expensive.

Finally, the noble Baroness, Lady Bennett, talked about car parks and agricultural land. This Government are committed to a solar revolution that enhances energy security while protecting the UK’s biodiversity and agricultural spaces. Car parks indeed offer an opportunity to utilise vast spaces for solar generation, but we must engage with industry and gather a broader evidence base to overcome the potential structural and financial barriers to widespread use of solar canopies. For the reasons outlined previously, I kindly ask the noble Baroness to withdraw her amendment.

[Baroness Pidgeon (LD)]

I thank Members who have spoken on this group and the Minister for his detailed answer. He talked about a solar road map. Alongside that, we want a solar rail, tram and bus map. We want to see this across transport infrastructure, and we hope to start to see some progress in due course, particularly looking internationally. With that, I beg leave to withdraw my amendment.

Amendment 63 withdrawn.