Levelling-up and Regeneration Bill

Baroness Randerson Excerpts

Committee stage
Monday 20th February 2023 Lords Chamber

[The Duke of Montrose (Con)]

I rise as a Scot who has followed legislation to do with Scotland for many years. I have followed the recommendation of the noble and learned Lord, Lord Hope of Craighead: I have gone to the last paragraph and been astonished at the application of Clause 1 to Scotland.

In particular, I rise because the noble and learned Lord, Lord Thomas of Cwmgiedd, has raised the question of home rule. As I recollect it, my grandfather was one of those who founded a political party calling for home rule in Scotland, which I think we have at the moment. But there is a difference between legislative and locally based government devolution. One is contained in the Scotland Act. If I am not mistaken, something to do with the latter will have a legal basis after the Bill is passed. I remember that some of those promoting the Act on devolution in 1998 were keen to tell us that we were getting a process, not a final destination.

In Scotland, the SNP has set its policy that devolution is just a step to independence. It was determined that it would mean an equivalent to independence in all but name, and it tested that by putting its proposal for a constitutional Bill on independence to the Supreme Court. The judgment has made clear what the Act means and has introduced a less than recent level of expectation in Scotland. I would not like to be in the Government’s shoes because they have to act as the prime legislative originator but need to make every effort not to do it in a way that can be taken as being rude.

[Baroness Randerson (LD)]

My Lords, I shall start by responding to a couple of the speeches that noble Lords have made this evening. First, I am delighted to hear references to home rule in this Chamber. Secondly, I wish to clarify that the Welsh Government also have tax-raising powers, and that raises all the issues that exist in Scotland.

I want to address Amendments 17 and 29 specifically and to dwell on the fact that there is an astonishing lack of understanding of devolution in the Bill, as the noble and learned Lord, Lord Thomas, made clear. When I was a Minister in the Wales Office, one of our roles was to go round departments and to remind officials, and occasionally even Ministers, about devolution. Sometimes, we had to gently tell Ministers that their brief was actually Minister for England only. It is some years since then—it is eight years on—and the story of devolution should have permeated more deeply into government. Actually, I do not believe that the people who wrote the Bill did not understand devolution. I think they were probably under instructions not to understand devolution, and that is much more worrying.

Earlier this evening, while many noble Lords here were out grabbing a bite to eat, I had a Motion to Regret before this House. My regret hinged on the fact that the regulations concerned—they were highly technical so I will not go into them—removed the obligation on the Secretary of State and the Competition and Markets Authority to consult the devolved Administrations. That was an obligation taken for granted when we debated the Subsidy Control Act and the United Kingdom Internal Market Act, the Acts from which the regulations stemmed. Both these Acts interrelate closely with devolved powers over economic development.

Tomorrow, we will debate the minimum service levels Bill, and the Welsh Government report a total lack of prior consultation on minimum service levels, even though the services affected are devolved. Most of the services listed in that Bill are devolved: education, health, fire and rescue and most of transport. So, a lack of consultation is already a theme in relationships between this Government and the devolved Administrations, and that is why these amendments are so important. Levelling up relies largely on economic development, transport and education, which are all devolved issues. If it is to work, it is fundamental that the devolved nations are fully integrated as part of the process because, as the noble and learned Lord, Lord Thomas, explained, the devolved Administrations already have their own primary legislation on many of these topics, and they are obviously not entirely at one with this Bill.

Levelling-up and Regeneration Bill

Baroness Randerson Excerpts

Committee stage
Monday 27th February 2023 Lords Chamber

[Baroness Randerson (LD)]

My Lords, I will specifically address Amendment 66 in the name of my noble friend Lady Bakewell, but I will also refer to Amendment 86. On these Benches we broadly support these amendments because they ask some important questions.

Amendment 66 refers to the environment, which to all intents and purposes is a bit of an orphan in the Bill. One of the great advantages of CCAs, and of gathering together councils on a bigger area, is that you can have co-ordination and efficiencies of scale on environmental issues that are more difficult in smaller units. There are great disadvantages to having large units, but on the environmental issue you need to exploit the advantages. On everything from the management of areas of outstanding natural beauty to recycling schemes—I am trying to produce contrasting examples—and particularly on transport issues, there are huge advantages to running on a larger scale. For example, you have the efficiencies of running a bus network that is not just in the towns and cities but serves the rural areas that feed into them. It is therefore very important indeed that those issues are at the forefront of the decision-making of the CCAs and that they report back on those decisions.

Turning to Amendment 86, I am sure the Minister will forgive me for some cynicism here. The first round of the UK shared prosperity fund and two rounds of levelling-up funding have posed more questions than answers on the criteria on which this sort of government funding is now being based. It seems that areas favoured by the Government are doing well, sometimes not for any good reason. There therefore needs to be accountability in the funding of CCAs.

If we look at the current patchwork of local government funding in England, there always tend to be huge discrepancies and illogicalities because you are always inheriting what has gone before. Areas change and develop, and sadly some areas decline relatively. Sometimes political decisions put some areas at a disadvantage while others thrive. The point I am making is that with CCAs you are starting afresh. It is therefore very important to explain why they are being funded as they are, not just through bald accounting but with a cost-benefit analysis. Amendment 86 is a very good idea.

[Earl Howe (Con)]

My Lords, I am grateful to members of the Committee for such an interesting debate about statements and guidance on combined county authorities. We agree completely with the need for transparency on the wide range of issues in these amendments.

Amendment 66, tabled by the noble Baroness, Lady Taylor of Stevenage, seeks to place a requirement on the Secretary of State to publish an environmental impact assessment 120 days after making regulations that establish a combined county authority. I hope I can reassure the noble Baroness that in making the regulations, government and Parliament will have already considered the environmental impact of doing so. When deciding whether to make regulations to establish a combined county authority or change arrangements for an existing one, the Secretary of State has to consider statutory tests, including whether it would improve the environmental well-being of some or all of those who live and work in the area. Indeed, the regulations cannot be made unless the Secretary of State considers that this test would be met. There is therefore in our view an ample opportunity for Parliament to consider this.

This amendment would also require a combined county authority to publish an annual environmental impact assessment of its ongoing operation. As a form of local government body, CCAs will be subject to the same requirements as other local authorities to publish environmental impact assessments for specific pieces of work and decisions where necessary.

Amendment 74, tabled by the noble Baroness, Lady Taylor of Stevenage, seeks a public statement of the definition and description of a non-constituent member of a combined county authority. I hope I can reassure her that there is already a definition for a non-constituent member in Clause 9. Paragraph 135 of the Explanatory Notes explains that:

“A non-constituent member of a CCA is a representative of a local organisation or body—such as a district council, Local Enterprise Partnership or university—that can attend CCA meetings to input their specific local knowledge into proceedings”.


The Explanatory Notes go on to explain how a non-constituent member would be chosen. First, the combined county authority may designate an organisation or body as a “nominating body” of a combined county authority if that organisation or body consents to the appointment. A nominating body would be a local organisation such as a district council. The nominating body will then suggest the representative to attend for its body—for example, the leader of the council—and that individual is the non-constituent member.

An associate member is an individual person such as a local business leader or an expert in a local issue whom a CCA can appoint. This enables the associate member to be a representative at CCA meetings and to input their specific local knowledge into proceedings.

I hope I can allay the doubts and fears of the noble Baroness, Lady Hayman, on this issue. This model is designed to allow for genuine localism. It allows the local area to decide which local organisations or bodies will bring the greatest benefit to the combined county authority, and then appoint them. No two areas are the same. Depending on the local area, this will be different stakeholders, but examples of bodies that we expect to see combined county authorities engaging with are, as I mentioned, district councils, local enterprise partnerships, local universities, local health organisations and local registered providers, to name just a few.

The clause provides that district councils can be non-constituent members of a combined county authority. This will facilitate district councils having a formal seat at the table in putting their local expertise and ensuring join-up. Non-constituent members could attend the combined county authority’s cabinet meetings, be on sub-committees, and sit on overview and scrutiny committees and audit committees, giving those organisations that want them a role and voice in the combined county authority.

The model allows for local flexibility to reflect the different situations of different areas. If the combined county authority and all district councils wish to be involved, they can all be non-constituent members. However, if one does not, a devolution deal will not fall, as it would under the current combined authority model.

As stated in the levelling-up White Paper, we expect the upper-tier local authorities that we are agreeing devolution deals with to work with district councils to deliver the powers most effectively being provided. In discussions thus far, we have been pleased to see collaboration between upper- and lower-tier councils on devolution proposals to deliver for their area.

I emphasise that it is down to the combined county authority to decide what voting rights a non-constituent member should have rather than this being imposed by us in Westminster. Depending on the decision of the combined county authority, its non-constituent members can be given voting rights on the majority of matters.

I hope that this provides sufficient clarity on non-constituent members. I shall, of course, read Hansard and pick up any further questions that I feel I have not covered adequately, and I will write to noble Lords on those points.

Levelling-up and Regeneration Bill

Baroness Randerson Excerpts

Committee stage
Monday 13th March 2023 Lords Chamber

[Lord Hunt of Kings Heath (Lab)]

My Lords, I have a number of amendments in this group, which ranges very far and wide; at points, it is difficult to know what connects one with another. However, I suppose that they all have something to do with functions to be devolved to local government, which I guess is good enough.

I have tabled three amendments in the group and have added my name to the Clause 59 stand part debate in the name of my noble friend Lord Bach. My first two amendments, Amendments 89 and 90, are very much probing amendments designed to get a feel from the Government as to whether they have any intention of extending the “Devo Manchester” arrangements in relation to the NHS to other parts of the country. I have long believed that local government should have a greater role in the National Health Service. When the NHS was set up in 1948, there had been a huge debate in the Attlee Government as to whether the new NHS should be part of local government or not. In fact, there was a great argument between Nye Bevan and Herbert Morrison. Herbert Morrison, who had been the leader of the London County Council, which had been the largest hospital authority in the world before the war, argued for local government, while Bevan said that he thought that it would be a second-rate, patchy service. He obviously won the argument, although, by the early 1950s, he had changed his mind. Of course, when he introduced the NHS Bill—in this Chamber, of course—he talked about the NHS being a national service, but he stated that most of the decisions would be made locally through hospital management committees. He also made the memorable quote that when a bucket of slops is kicked over in Merthyr Tydfil, its echoes should sound in the Palace of Westminster. I suppose he was expressing the great tension about the NHS, which is that, for all the efforts to try to run it locally, the centre has continually sucked up powers and has attempted the impossible: to run this massive service through a Whitehall system of targets and other methods to try to bring the service into line.

There have been various attempts to break out from that. I was part of a ministerial team led by Alan Milburn that brought in foundation trusts as an attempt, on the providers’ side, to get much greater local ownership. The problem was that, once Alan Milburn left office, there was no one else to champion the concept, because at heart the Department of Health was very unwilling to let go. The noble Lord, Lord Lansley—whom I always tempt into these debates if I can—tried another approach with the establishment of NHS England as a quasi-independent body, again to try to take some of the decision-making away from Ministers and Whitehall. However, I suggest that, post the noble Lord, the appetite for it among his successors was pretty limited.

So we are left with a service that is under great pressure at the moment. We see Ministers scrambling around announcing plan after plan to try to recover it, and, frankly, that is not the way—I almost said, “That ain’t the way to run a railway”, but perhaps that is not quite right for those of us who travel by Avanti on a frequent basis, as the noble Lord said. When George Osborne reached an agreement with Manchester City Council—without, I think, NHS England knowing anything about it—that Greater Manchester would be given powers, in essence, to co-ordinate the running of the NHS in Greater Manchester, I thought that it had great potential.

Rather like for many initiatives, once Mr Osborne moved on it seems that the appetite in Whitehall for developing this idea fell by the wayside. I really wanted to use my first two amendments to probe the Government on whether they can confirm that, in fact, there is no intention to replicate what is happening in Manchester and that they now see integrated care systems as the way forward. If that is the case, the point I make to the Minister is that all the indicators are that local government is being treated as a very junior partner within those integrated care systems.

I want to pray in aid some very good work by the County Councils Network, which will not be so pleased with me when we come back to the issue of district councils in a few weeks’ time. I pay great tribute to its work looking at current experience of working with the NHS. It found some great examples of partnerships but the conclusion of its work is that integrated care systems

“simply do not feel like a paradigm shift towards delivering truly local priorities based on local engagement, and the question remains as to whether they are ‘joint’ endeavours or NHS bodies with some local government participation.”

Noble Lords who took part in debates on the then Health and Care Bill will remember that we spent many happy hours debating these very points and were assured by the Government that they saw local government as full partners within the integrated care systems. But the reality is that particularly the integrated care boards which commission NHS services are seen to operate primarily to tackle immediate NHS issues rather than address local priorities. The County Councils Network concludes across three themes of its research that:

“Accountability structures for ICBs … lead to NHSE and the Secretary of State for Health and Social Care and not to local organisations”—


surprise, surprise—that

“Regular directives from ‘the centre’ … require senior ICB leadership to focus on immediate NHS operational issues”,


another surprise; and that there is also

“a ‘command and control’ culture that jars with collaboration and local political leadership”.

That also is a great surprise.

The County Councils Network makes a number of suggestions for improving the involvement of local government. Essentially, it argues that the department of health and NHS England

“need to fundamentally review the levels of centrally mandated activity and targets in policies and funding requirements, particularly in shared policy areas, to ensure that they are consistent with the principle of locally driven strategies.”

I hope the Minister will respond positively to it. If, as I suspect, the Government are not prepared to go down the “Devo Manchester” route, despite some encouraging signs about what it is beginning to achieve, then I think they have to show—as this is essentially a local government Bill—that local government is going to have a greater involvement in the NHS and healthcare in the future. Anyone looking at the challenges we face in health at the moment and the inequalities surely must conclude that, unless we get to grips with chronic ill health and the need to promote a much stronger preventive approach, this will not happen without full participation of local government. That is the only way we can possibly get through the crisis that our health service faces.

Let me move on to a different issue. I come to Clause 58 where, it seems to me, the Government are essentially saying, “You can have devolution, but only on our terms and by adopting this model of directly elected mayors”. I have just heard the Minister comment on this, but why the obsession with directly elected mayors, I do not know. Clause 58 typifies this. At the moment, Part 6 of the Local Democracy, Economic Development and Construction Act 2009 provides for public authority functions to be conferred on to a combined authority subject to various requirements about authorities locally consenting. Such functions can then be exercisable by the combined authority or by the mayor personally.

But Clause 58 now amends the current provisions whereby all the local authorities covered by the function to be transferred have to agree. Under this clause, the mayor of a combined authority may make a request to the Secretary of State to make such an order. The mayor is required to consult the constituent councils of the combined authority before making the request and requires the mayor to include within such a request to the Secretary of State a statement that all the constituent councils agree to the making of this order or, if this statement cannot be made, the mayor’s rationale for proceeding. My reading is that, despite a constituent authority not giving consent, the Secretary of State can simply agree to the mayor’s request and override objections from constituent authorities. To me, that is a fundamental change from the current provision. It allows a mayor to act in an extremely high-handed way and is something that we should be very wary of.

For an example of high-handedness, Clause 59 really takes the biscuit. I suppose we should call it the Andy Street clause because it has been put in only because he was very miffed that his proposal to take on the functions of the police and crime commissioner in the West Midlands was turned down by the local authorities in that region, as they have every right to do. At the last elections in the West Midlands, Mr Street was elected mayor and a Labour candidate was elected police and crime commissioner. That was a democratic wish of people in the West Midlands, and for the mayor to come along and say, “Forget that. I want to be the police commissioner”, and the Government to come along with this clause and say they going to take the power to do that, is utterly unacceptable. I hope very much, when it comes to it, we will be able to take this wretched clause out of the Bill. I beg to move.

[Baroness Randerson (LD)]

My Lords, I will speak to Amendment 91 to which I have added my name, and to Amendment 469 in the names of my noble friend Lady Pinnock and myself. I also want to express general support for the amendments in this very disparate group.

On Amendment 91, some noble Lords will be aware that I am also at the moment participating in debates on the Strikes (Minimum Service Levels) Bill and the retained EU law Bill. There are some overlapping issues, and one is the role of trade unions and the interaction between the powers of the UK Government and the powers of employers, including, of course, local government as employers.

Last week on the strikes Bill, I raised the issue of the powers of devolved Administrations. The Minister was unable to give assurances that the UK Government—who, by the way, on issues that are devolved are just the English Government—will not simply override the devolved Administrations. Applying that logic to this Bill, which purports to increase devolution within English local government, it is reasonable for us to ask what the status of trade unions within local government will be and whether the UK Government will seek to override English local authorities in the same way as they intend to override devolved Administrations. The lessons are similar in both Bills.

--- Later in debate ---

[Baroness Pinnock (LD)]

I apologise to the Minister. I just thought I would add to the questions now and not interrupt further.

Is this an admission by the Government that the current system of independently elected police and crime commissioners has not been effective? I cannot think of any other reason why the two separate roles should be combined unless it is felt that the separate role of the police and crime commissioner has not been as effective as the Government wished.

[Baroness Randerson (LD)]

In the interests of making life easier for the noble Baroness, perhaps I could add my question. What assessment have the Government done of the crossover of funding between local authorities and police services for community safety work and partnerships? That is a frequent model. When the noble Baroness says that the police and crime commissioner role has no impact on local authorities, surely, that funding flow is relevant.

[Baroness Scott of Bybrook (Con)]

I did not say that the councils do not have any concerns or interest in the role of the PCC. Of course, they do, as we have heard, with community safety committees et cetera. What I said was that the councils do not deliver any of the services required by the PCC. That is the job of the local police. Therefore, there is no crossover in that way.

--- Later in debate ---

[Lord Berkeley (Lab)]

My Lords, I congratulate my noble friend on her comprehensive introduction in moving this amendment about transport. I agree with everything she said. One depressing thing last week was a headline from the Government in a Written Statement, which said that they will be investing £40 billion in transport but in fact, when you look at the small print, you see that they are going to cut bits of HS2 for two years. Worse still, they have cut the investment in cycling and walking by more than half, having said that they are going to invest. There is an awfully big difference between what it says on the bit of paper and what happens on the ground.

When it comes to buses, my noble friend is absolutely right. We have to hear from the Minister, but we do have an Oral Question on Thursday, in the name of my noble friend Lord Snape, asking the Government

“what plans they have to support the bus industry in England following the end of the current bus subsidy arrangements.”

If that is not urgent, I have a message from the people who run the community transport service in Northern Ireland, saying that the Northern Ireland Executive have stopped all funding of community transport buses from the end of April. All the staff will be made redundant and there will be no community transport services in Northern Ireland. So much for making it easier for people; I hope that we will get some answers on that.

[Baroness Randerson (LD)]

My Lords, I have put my name to Amendments 92 and 98 but, in truth, I could have put it to every single amendment in this group. The amendments in my name, however, are designed to demonstrate the fundamental importance of transport functions to the effectiveness of the CCAs. The noble Baroness, Lady Hayman, has outlined that very comprehensively and ably.

I subscribe to the view that bigger is not necessarily better in many examples of local government, but it is undoubtedly the case that larger local authorities give you the opportunity to plan strategically for public transport and, indeed, for every strand of transport. Without powers to provide a comprehensive and strategic approach to transport, CCAs will be asked to deliver their job with one hand tied behind their backs. They will not be able to do the levelling-up job in any meaningful way.

This series of amendments asks vital questions about the powers over transport infrastructure. Powers without funding are meaningless as a tool for levelling up. The amendments also address the issue of sustainability. That is important in relation to transport, which is responsible for about one-third of our emissions.

Levelling-up and Regeneration Bill

Baroness Randerson Excerpts

Committee stage
Thursday 20th April 2023 Lords Chamber

[Lord Young of Cookham (Con)]

My Lords, in this debate on transport, it is a pleasure to follow in the slipstream of the noble Lord, Lord Berkeley, and add some footnotes to his speech on Amendment 240.

Before I turn to the amendment, I will say a word about the target of 300,000 EV chargers. Some chargers are fast chargers and some are slow chargers. At some point, we need to define more accurately the division of those 300,000. If they are all slow chargers, that will not do the trick. If they are fast chargers, we may not need quite so many. So a bit of granularity on that target at some point would be welcome.

Researching for this debate, I came across a government document stating that

“continuing growth in road transport and consequential environmental impacts present a major challenge to the objective of sustainable development. Traffic growth on the scale projected could threaten our ability to meet objectives for greenhouse gas emissions … and for the protection of landscapes and habitats”.

I should have recognised it instantly, as it was in a document that I published nearly 30 years ago when I was Planning Minister. It was PPG13, which offered advice to local authorities on integrating land-use planning and transport. Its object was to reduce reliance on the car by promoting alternative means of travel and improving the quality of life.

I note in passing that I referred to the then Government’s policy of increasing the real level of fuel duty by an average of at least 5% a year—a policy now very much in the rear-view mirror—and also my commitment to introducing electronic tolling on motorways. Back in 1993, I was clearly a little bit ahead of the game.

Amendment 240 could almost have been lifted from PPG13. It promoted development within urban areas at locations highly accessible by means other than the car, and it supported policies to improve choice for people to walk, cycle or catch public transport, rather than drive between homes and facilities that they need to visit regularly.

I also came across an article in the Independent from 10 July 1995, when I became Transport Secretary and continued my campaign. In an open letter to me, Christian Wolmar wrote:

“When your appointment as Transport Secretary was announced, the whoops of joy from cycling campaigners could be heard across the nation. The notion of having a Transport Secretary who is not only an active member of Friends of the Earth but also an active cyclist and tandem rider was beyond their wildest dreams”.


So, the Minister will not be surprised that, as middle age taps me on the shoulder, my commitment to environmental means of transport is undimmed.

The noble Lord, Lord Berkeley, set out the case for the amendment, which I believe is even stronger than it was in the 1990s. I will not repeat it. I understand from the Government’s response to a similar amendment in another place that, instead of an amendment to primary legislation, the objectives to the amendment should be incorporated in a revised NPPF, as the noble Lord, Lord Berkeley, has just said. My response is that I tried that and it did not work. We need to be more assertive.

Paragraph 1.10 of PPG13 said:

“If land-use policies permit continued dispersal of development and a high reliance on the car, other policies to reduce the environmental impact of transport may be less effective or come at a higher cost”.


That is exactly what has been happening, as the Government’s own publication, Gear Change: A Bold Vision for Cycling and Walking, published in 2020, recognised. Despite the exhortation in that PPG and, I suspect, many other PPGs since, we have not seen the transformation in planning for transport that is required. We continue to build housing with little or no public transport provision, or where it is impractical to get to school, the shops or work without jumping into a car. We must up our game and cease relying on guidance.

The amendment also addresses the problem touched on by the noble Lord, Lord Berkeley, that has arisen in two-tier authorities, where, typically, the county council is the transport authority but the district council is the planning authority: if you do not have the commitment to walking or cycling networks recorded in the district plan, this can then frustrate the county’s ambition to promote cycling and walking networks—clearly an undesirable outcome.

The challenge to my noble friend, who I am delighted to see is replying to this debate, is to convince me that we should continue to rely on guidance, as I suspect my officials advised me to do in 1993, despite the evidence that it has not brought about the transformation that I aspire to. I wish her every success.

[Baroness Randerson (LD)]

My Lords, I am pleased to speak to a number of amendments in this group, to which my name is attached. This is, of course, a group of transport-related amendments. Like the noble Lord, Lord Young, I am very pleased to see that we have the Transport Minister here to respond in detail to us, because all the warm words on levelling up are meaningless without decisive action to improve transport infrastructure and services. Poor transport facilities almost exactly mirror the overall picture of the social divide in our country: poorer areas have poor public transport and poor transport infrastructure generally.

There is a reason why London and the south-east are the richest parts of the UK: they have the transport links to service the areas well, and one reinforces the other. I say that while recognising of course at the same time that there is poverty and disadvantage amongst the most privileged.

I start with Amendment 240, to which I have added my name. The noble Lords, Lord Berkeley and Lord Young, have spoken in some detail, and with greater information than is necessary for me to repeat here today. But I want to endorse the fact that this has to be about broadening access to the activities of cycling and walking and safeguarding our rights of way: for many decades, we have been accustomed to the gradual erosion of the practicality of safe walking and cycling, and the erosion of our rights of way on footpaths. The car has been king for a very long time. If we are going to truly improve the quality of our lives and the lives of the generations to come, we need a much broader and more informed approach. In my own local area, I notice the cycleways that disappear into nothing at key junctions and so on. It is a skilled business to provide really good cycling and walking facilities.

Turning to Amendment 468, the intention here is to prioritise the requirements for disability access at rail stations. Progress on this has been painfully slow—way too slow. I use this opportunity to praise the work of the noble Baroness, Lady Grey-Thompson, and my noble friend Lady Brinton, who raise these issues time and again in the media and in this House. We live in an ageing society, and we should be much more encouraging to those people who are less mobile but who want to travel by rail or bus. So this amendment goes way beyond the simple issues of wheelchair access, access for those with sight impairment and so on. It is about access for people who are less agile.

However, treatment is far from being on an equal basis for those people in wheelchairs. As a regular rail traveller myself, I watch this week after week. Despite huge efforts by the staff, there is still so much further to go. We have to ensure that people do not have to book way ahead in order to be able to make a simple journey.

--- Later in debate ---

[Lord Berkeley (Lab)]

Could the noble Baroness explain whether rapid or fast is the faster of the two?

[Baroness Randerson (LD)]

Rapid is faster than far, but that would not be obvious to the average local public sector employee whose job it is to ensure that there is adequate infrastructure for EVs.

My Amendment 486 requires the Government to update us regularly on their strategy to improve the charging network. It particularly refers to the discrepancies across the country. The discussion often relates to the pure numbers of charge points, but just as important are two different factors. The first is the adequacy of the numbers available in public places. The noble Lord, Lord Berkeley, has made that point. Currently, EV ownership is concentrated among more affluent people—those with drives and who can therefore have chargers attached to their homes. We cannot have an EV revolution that is only for the rich. People who live in terraced houses and in flats must also be able to own EVs. As the revolution plays out and a second-hand market develops for electric vehicles, this becomes an ever more pertinent point. The second factor is that the Government have emphasised time and again that they believe that the market will adequately take care of the provision of charge points, but the figures do not bear that out. London and the south-east have a far more generous ratio of electric vehicles to public charge points than any other part of the UK.

My conclusions are that particular problems need to be addressed. The first is the disparity in cost between home charging and public charge points. If you charge at home, you pay 5% VAT; if you charge in a public car park, a public place or from a lamppost, you pay 20% VAT. That reinforces the unfairness. I urge the Government to deal with the issue soon as otherwise it will hamper any of their best intentions on this issue.

The second conclusion is that the Government must work much harder to increase support and funding in areas that have large gaps in their electric vehicle infrastructure. They are often towns in poorer areas and, of course, almost every rural area. Local authorities have a key role in this but often need greater advice because officials do not know the difference between fast and rapid and so on. They need not just money but support and advice to help them, otherwise EVs will remain vehicles for rich areas and poorer areas will remain subject to suffering from poor air quality.

My final point on this is that the Government simply must address the delays in national grid connection. They are hampering the whole thing which is totally inadequate to service the revolution that needs to take place.

In relation to Amendment 48 from the noble Baroness, Lady Bennett, I live in Wales. This week, 20 miles per hour became the default speed limit throughout the country. I live in Cardiff, where it has been the default speed limit for some time, and we have all—more or less—got used to it. The traffic flows more smoothly.

[Baroness Bennett of Manor Castle (GP)]

My Lords, I guess I should rise at this point to follow with pleasure the noble Baroness, Lady Randerson, who made a point that I was going to make. I note that in Scotland, they are going for 2025. This is a case where England urgently needs to catch up. I will primarily speak to Amendment 482. It is very simple:

“for “30” substitute “20”.

This is a “20 is plenty” amendment. I am going chiefly to speak to that, but I note that this is a very neat and fit group of amendments.

We express Green support for Amendment 240. We obviously need to get active transport joined up to make preparation to make sure that it happens. Also, we support Amendment 486 from the noble Baronesses, Lady Pinnock and Lady Randerson, on disability access in railway stations. Of course, we broadly agree with electric vehicle charging points. However, on the interaction between these two issues, we have to make sure that where vehicle charging points are installed on roads, they do not make the pavements less accessible, particularly for people with disabilities, with strollers and other issues. The space should be taken from the road and cars and not from pedestrians.

Returning to my Amendment 482, this would make the default general speed limit for restricted roads 20 miles per hour. Among the many organisations recommending this is TRL, formerly the Government’s Transport Research Laboratory. Going from the local to the international, there was of course the Stockholm Declaration, adopted by the UN General Assembly in 2020, which recommends 20 miles per hour speed limits where people walk, live and play. That is the global standard that the world is heading towards, and we really need to catch up on this. I can see much nodding around your Lordships’ House. I am sure many noble Lords know that pedestrians are seven times more likely to die if they are hit by a vehicle travelling at 30 miles per hour compared with 20 miles per hour. If they are aged 60 or over, they are 10 times more likely to die when hit by a vehicle at 30 rather than 20.

Noble Lords might say this is the levelling-up Bill rather than general provision, but to draw on just one of many reports that reflect on this issue, Fair Society, Healthy Lives: the Marmot Review says that targeting 20 miles per hour zones

“in deprived residential areas would … lead to reductions in health inequalities”.

However, there is, of course a problem. The Marmot report was looking within the current legal framework for travel, but it is extremely expensive to bring in local areas of 20 miles per hour speed limits. There needs to be local signage and individual traffic regulation orders, and then presumably, if there is to be some hope of compliance, there needs to be an education campaign. All of those things cost money, and councils in some of the poorest areas of the country will find it most difficult to find those funds.

If we think about some of the other impacts, as well as road safety, 20 miles per hour speed limits where people live, work and shop reduce air pollution and noise pollution. These are things that particularly tend to be problems in the most deprived areas. The wonderful 20’s Plenty for Us campaign that has been working on this for so long, and increasingly effectively, notes that there is a 30% reduction in fuel use with “20’s plenty”, so it saves people money as well—something of particular interest to the most deprived areas of the country.

This is a very simple measure, by which we could catch up with other nations on these islands and really make an improvement to people’s lives, health and well-being. I have focused on the practical health impacts, but the reason this group of amendments fits together so well is that, if you want to encourage walking and cycling, then ensuring that the vehicles on the road travel more slowly is a great way to open up the entire road network to cyclists and walkers. Of course, it could also build communities: the reduction in noise pollution gives neighbours more of a chance to chat over the garden fence and build those communities that we desperately need.

--- Later in debate ---

[Baroness Vere of Norbiton (Con)]

Indeed, I am aware that those conversations have been happening and, as a Transport Minister, perhaps I had better not add anything further. However, it is worth highlighting that the Government are taking forward other policies for cycling and walking, which I believe will be helpful to local authorities in thinking about how cycling, walking and active travel are taken into account when it comes to local development. The Manual for the Streets guidance is incredibly important and is being updated. We are also planning to refresh the guidance supporting the development of the local transport plan.

It is also worth noting the tens of millions of pounds that the Government have awarded to local transport authorities to upskill the capacity and capabilities of their staff to ensure that things happen. For example, the noble Baroness, Lady Pinnock, mentioned her council in Kirklees, where things all seem to be tickety-boo. Therefore, I would expect other local authorities to look at that council to try to emulate that because, essentially, we want local decisions to be taken locally—that is at the heart of this matter.

I turn now to the amendment on railway accessibility in the name of the noble Baroness, Lady Pinnock. I appreciate the contributions made by the noble Earl, Lord Lytton, and the noble Baroness, Lady Randerson, providing details of specific areas where we need to make improvement. Improved access to the railway is a key priority for the Government. The Transport Secretary is committed to funding transport infrastructure improvements, including improvements to stations to make them more accessible for disabled passengers. The Department for Transport has already invested £383 million under the Access for All programme between 2019 and 2024, and there is more to come.

The Design Standards for Accessible Railway Stations, published in 2015, set out the standards that must be met when new railway infrastructure or facilities are installed, renewed or replaced. Noble Lords may question the date of 2015 and say that it is a little while ago, but I reassure them that the process is being set out at the moment as to how the standards will be refreshed.

Noble Lords will also be aware that the Government have now completed an audit of all stations across the network. That data will be shared with Great British Railways; it will be made public; and that will be very helpful for ensuring that as many people as possible who are less mobile can travel. I accept, however, that some stations remain less accessible. Can we fix them all at once? I am afraid we cannot, but I would like to reassure the Committee that all stations, regardless of size and location, are eligible for funding under the Access for All programme.

[Baroness Randerson (LD)]

I am very pleased to hear about the Government’s commitment and that we will soon get details that will help us on this. We all acknowledge that you cannot do it all at once. What we want to see is progress, so I was very disappointed to read about the Network Rail briefing this week, which became public. It said that the amount of money available was not enough to maintain existing standards of reliability on the railways, let alone make progress with improving accessibility. The noble Baroness might like to make a comment on that.

[Baroness Vere of Norbiton (Con)]

The noble Baroness would probably decline to make a comment on that at this moment, as that would take us far away from the area of accessibility, which is under consideration today. However, the noble Baroness asked whether progress had been made. So far, step-free accessible routes have been delivered at 200 stations, and smaller-scale access improvements have been made at 1,500 stations. We have made progress; there is much more progress to come; and we are absolutely committed to making it.

Amendments 470 and 486 relate to the charging of electric vehicles, I share all noble Lords’ concerns about electric vehicle charge points and how important they are as we decarbonise our transport system. The first of the two amendments seeks to amend the Electricity Act 1989 to add an explicit reference to electric vehicle charge point provision in addition to the need to

“secure that all reasonable demands for electricity are met”.

The Electricity Act 1989 already requires the Secretary of State to give regard to securing that all reasonable demands for electricity are met. This requirement already includes the charging of electric vehicles. We therefore believe that the amendment is unnecessary, and indeed that it might be unhelpful to other equally critical areas of the decarbonisation effort such as, for example, heat pumps. In carrying out this duty under the Electricity Act, the Secretary of State works closely with Ofgem, as the independent energy regulator is responsible for regulating network companies to ensure that sufficient grid capacity is built and operated to meet consumer demand. Of course, we work very closely with Ofgem as price controls are developed, so that our work aligns to meet the needs of customers, including electric vehicle users.

We are investing £3.1 billion for network upgrades to support the uptake of electric vehicles and heat pumps. This is significant upfront funding and, combined with an agile price control system for net zero-related expenditure, it will enable the investment in the network infrastructure needed to facilitate heat and transport electrification.

There were a number of questions around the provision of charge points themselves. The noble Baroness, Lady Pinnock, asked about new homes. We laid legislation that came into force in June last year requiring most new homes and those undergoing major renovation with associated parking in England to have a charge point or a cable route for charge points installed from the outset. We estimate that this will lead to the installation of up to 145,000 new charge points across England every year.

The noble Lord, Lord Berkeley, asked about home and business charge points. The Government have supported the installation of about 400,000 of these charge points. Of course, there will be many, many more out there that have been installed without government support—and, to my mind, long may that continue.

I turn now to the second of the two amendments on charge points, which relates to reporting. I do not believe that this amendment is necessary, because I am pleased to confirm that the Government routinely publish monthly and quarterly EV public charging device statistics. These are broken down by device speed category, region and local authority area. The latest report outlined that, as of 1 April, there are more than 40,000 available public charging devices, of which more than 7,600 are rapid or above charging devices—a 33% increase. We also routinely publish the number of devices funded through government grant schemes. As I pointed out, many more will be installed that are not funded by the Government, and we would not necessarily be able to find out where they are. If there is further information that the noble Baroness would like about public charging points that we might reasonably be able to gather, I would be very happy to discuss this with her further. I have noted the other comments on EV charge points and will reflect on them further.

Finally, I turn to the amendment in the name of the noble Baroness, Lady Bennett of Manor Castle, about a blanket reduction on restricted roads from 30 to 20 miles per hour. I noted some of the comments from the noble Baroness, and I agreed with some of them. None the less, I am not convinced that a blanket application of this lower speed limit is appropriate because, again, it would undermine local decision-makers’ ability to set the most appropriate speed for the roads in their area, based on local knowledge and the views of the local community. Actually, I am pleased that the noble Baroness, Lady Taylor, agrees with me. Indeed, she seems to agree with me for England but not for Wales, where it is not something that a local authority can decide.

Levelling-up and Regeneration Bill

Baroness Randerson Excerpts

Committee stage
Monday 22nd May 2023 Lords Chamber

[Baroness Randerson (LD)]

My Lords, I support the noble Lord, Lord Holmes, and thank him for the lead he has taken on this issue. I was pleased to add my name to his Amendments 456, 457 and 458.

I recall our debate on the regulations that were introduced during the pandemic. We were assured that this was a temporary reduction in the notification required and in the rights of local people to object. We all understood that this was an emergency, that businesses were fighting to survive and that restaurants and pubs were doing their best to carry on providing a service at a time when it was clearly unsafe for people to be gathering inside, even if the Government had allowed it. However, there was a debate about this and as I said, we were assured that this this would be temporary.

These amendments are a modest way of ensuring that residents are still given a reasonable opportunity to object to such applications. To this day, the usual way in which people find out about planning applications is via a local notice attached to a lamp post. Most people are not sitting at home scanning council websites on the chance of finding a planning application that applies to their area. Most people object because they see a notice on a lamp post, or their neighbour tells them about it. If you have sight loss, for example, you will need longer to ensure that you are aware and can write in response, because it is not as easy as it is for people with good eyesight.

Therefore, Amendment 457 is particularly important because it would remove approval by default, which is an indefensible approach to local planning. Amendment 458 is important because it would ensure that street furniture is not left cluttering up the pavement, where people fall over it. Also, as the noble Lord, Lord Holmes, has just pointed out, guide dogs have difficulty. I have a neighbour with a guide dog and if cars are parked on the pavement, the dog takes him around them or stops. So, life is made much more difficult.

Finally, public understanding of smoke drift has been transformed in the last decade. As a keen viewer of old television series, every time I watch them, I realise how different our view and tolerance of other people’s smoke is nowadays, compared with 10 or 15 years ago. What is in these amendments is well within accepted and reasonable expectation, so I support them.

[Lord Young of Cookham (Con)]

My Lords, I have enormous sympathy for the case made by my noble friend Lord Holmes and very much hope that the Government respond as positively as they can.

The background to my Amendment 459, to which Peers from other parties have added their names, is the arrangements made during the pandemic to support the hospitality industry. In the interests of progress, not all four of us will be speaking, and it is good to see today’s Marshalled List down to a mere 68 pages for this last day of our debate. Noble Lords may recall that during the pandemic, when it was not possible to go into enclosed premises such as pubs, arrangements were made to grant pavement licences. When the Business and Planning Bill, which introduced this concession, came before the House in 2020, I added my name to a cross-party amendment tabled by the noble Lord, Lord Faulkner, saying that a condition of licence would be that outdoor seating areas were required to be 100% smoke-free, paralleling the arrangements inside the premises.

Noble Lords across the House supported that amendment, but sadly it was not accepted by the Government, who instead inserted a requirement in the legislation that

“the licence-holder must make reasonable provision for seating where smoking is not permitted”.

Amendment 459 would reintroduce the requirement for all pavement licences to be smoke-free, which was the view of your Lordships’ House three years ago. This would contribute to the Government’s ambition to make England smoke-free by 2030—an ambition we are currently on track to miss by nine years, according to Cancer Research UK. The current temporary requirements, which are being made permanent in this Bill, would mean that councils have two options on smoking: to implement the national condition to provide some smoke-free seating, or to go further and make 100% smoke-free seating a condition of licence at local level.

Since then, two-thirds of the public, polled in 2022, did not think that the current legislation went far enough. They wanted smoking banned from the outdoor seating areas of all restaurants, pubs and cafes. Fewer than one in five opposed such a ban. That was a large sample, of more than 10,000 people, in a survey carried out by YouGov for Action on Smoking and Health.

Some councils are already doing what the public want, with 10 councils in England introducing 100% smoke-free requirements. These are a mixture of Conservative, Labour and Lib Dem-led councils in counties such as Durham and Northumberland, cities such as Newcastle, Manchester and Liverpool, unitary authorities such as Middlesbrough and North Lincolnshire, and metropolitan boroughs such as North Tyneside, South Tyneside and the London Borough of Brent. Therefore, in response to the point about practicality made by the noble Baroness, Lady Taylor, practicality has already been well established by those local authorities.

When we initially tabled our amendments, the then Secretary of State for Housing, Communities and Local Government wrote to Manchester City Council, the first council to introduce the requirement for pavement licences to be 100% smoke-free, warning it that this would damage local hospitality businesses and could lead to the loss of thousands of jobs. We do not know whether that letter had the approval of Health Ministers. However, the experience from Manchester and elsewhere shows exactly the opposite: that these bans have proved popular with the public, leading to high levels of compliance, and have not been shown to cause any decrease in revenues. At the time, I reluctantly agreed to the Government’s decision to include the current smoke-free seating requirements, which, while better than nothing, do not go far enough. The current system is not only much more complicated to implement than a blanket ban; it ensures that non-smokers and children continue to be exposed to tobacco smoke, which is both toxic and unpleasant. Of course, those who work for these establishments cannot go elsewhere and will continue to be exposed to smoke.

The Local Government Association of which, uniquely, I am not a vice-president, supports our amendment for 100% smoke-free pavement licences on the basis that

“it sets a level playing field for hospitality venues across the country and has a public health benefit of protecting people from unwanted second-hand smoke … If smoking is not prohibited, pavement areas will not become family-friendly spaces”.

That is why Dr Javed Khan’s independent review of smoke-free 2030 policies, commissioned by the Department of Health and published last year, recommended that smoking be prohibited on all premises, indoors and out, where food or drink is served, as well as a ban on smoking in all outdoor areas where children are present. This 100% smoke-free pavement seating has strong cross-party support from Peers across this House. When the regulations were extended in 2021, the noble Lord, Lord Faulkner, tabled an amendment to regret that the regulations were not revised to take account of the evidence of the benefits of 100% smoke-free pavement licences. That amendment was agreed by 254 votes to 224.

Last year, the Government announced several new tobacco control measures and said that in place of the long-promised tobacco control plan to deliver a smoke-free 2030, tackling smoking would be core to the major conditions strategy currently in development. The measures announced today are welcome but fall far short of the comprehensive approach that Dr Khan made clear was essential if we are to achieve a smoke-free 2030. When my noble friend sums up, can she confirm that the Government intend to bring forward further measures to reduce smoking in the upcoming major conditions strategy? We should now take this opportunity, provided by this amendment, to move towards implementing Dr Khan’s recommendations for all hospitality venues to be smoke-free indoors and out—a small but important step towards a smoke-free 2030.

Levelling-up and Regeneration Bill

Baroness Randerson Excerpts

Report stage
Tuesday 18th July 2023 Lords Chamber

[Baroness Bennett of Manor Castle (GP)]

My Lords, having attached my name to Amendment 67 in the name of the noble Baroness, Lady Taylor of Stevenage, I will speak briefly while noting my position as a vice-president of the Local Government Association.

The noble Baroness, Lady Taylor, has overwhelmingly made the case for this, but I want to reflect on a number of things. She referred to the importance of reliability, and I can share her reflections on how rare that is. I was in Gloucester on Friday with Learn with the Lords and I waited for a bus—and it turned up at the time it was supposed to. I was quite shocked. It is such a rare occurrence, particularly when you are in a town that you do not know and you hope to rely on the timetable but you have no idea whether it is going to work. We cannot continue to have that situation.

Of course, that is an issue for visitors and for tourism but, overwhelmingly, it is an issue for local people. It is about reliability. I know of many people who have not been able to take jobs. We are greatly concerned at the moment about the shortage of labour supply in some areas, but you cannot take a job if you are not sure whether there is a bus or that the bus is not going to turn up reliably. You tell your employer, day after day, “Well yes, I was at the bus stop at the right time, but the bus did not turn up”. That is simply not a sustainable position.

On the idea of having local control, buses are a public service. They are essential to the operation of our communities. They should be controlled and run by local hands for the public good, not for private profit. There is no doubt. I do not believe that anyone can get up and say that the situation we have now, with buses being run for private profit, has been anything but a disaster. It is time to give back and—dare I borrow a phrase?—allow local communities to take back control of their bus services.

I can certainly assure the House that the Greens are firmly behind this amendment. I urge the noble Baroness, Lady Taylor, to push it through if we do not get a strong response from the Minister because I think that, were we to hold a referendum—dare I use that word?—across the country, we would get an overwhelming win for this amendment to the levelling up Bill.

[Baroness Randerson (LD)]

My Lords, I wish to state our strong support on these Benches for this amendment; indeed, had I been confident in advance that I was going to be able to be here to speak this afternoon, I would have added my name to it.

In 2017, I put down a similar amendment to what was then the Bus Services Bill. The similar issue was one that we raised from these Benches in Committee. This levelling up Bill gives us an opportunity to halt and reverse the decline in bus services outside London, which has been evidenced since the so-called deregulation of bus services in the 1980s. I will not repeat the points made by noble Baronesses, but it is clear to us all that urgent and radical action is needed to stem the crisis.

The problem in 2017 with the Bus Services Act was that the Government could not bring themselves to concede that deregulation had played a key role in the decline of bus services. The Act allowed franchising and other forms of additional control for local authorities but only for larger authorities; it did not trust smaller authorities to do this. With support, there is no reason why they should not be able to do this. Further, the Act did not allow local authorities to set up their own bus companies, which is totally contrary to the evidence. Some of the very best bus companies in Britain are those heritage bus companies that are still owned and run by local authorities.

Let me give one example of the sort of thing that might happen if local authorities had this power. If a local authority of modest size finds that its local commercial company is going to cut the vital bus services that enable links between the town centre and the local further education college, it might set up its own bus company specifically to enable young people going to that college, as well as shoppers going into the next town, to use those services—it does not always have to be on an enormous scale. Who understands better than the local council what will work in local neighbourhoods? The local council is the organisation that understands local traffic patterns, the best routes, where to find most people with no access to a car and so on. If we truly want to level up, we have to improve bus services, which are disproportionately used by the oldest, the youngest and the poorest in our society, in order to enable them to access work, education, health and other vital social services. I support the amendment.

[Earl Howe (Con)]

My Lords, I am grateful to the noble Baroness, Lady Taylor, for introducing her amendment. I am happy to say that the sentiment behind it is one with which we agree. What is more, the kind of powers that the noble Baroness is seeking already exist.

All local authorities are required to improve their local bus services through the delivery of a bus service improvement plan, BSIP, to qualify for government funding. Local authorities must decide whether to deliver improvements on the ground via a statutory enhanced partnership with their local bus operators or to pursue a franchising assessment that would allow them to operate their buses through local service contracts, in the same way that Transport for London operates buses in the capital. The Transport Act 2000, brought in by the last Labour Government, provides automatic access to franchising powers for all mayoral combined authorities in England.

Levelling-up and Regeneration Bill

Baroness Randerson Excerpts

Report stage
Monday 18th September 2023 Lords Chamber

[Baroness Young of Old Scone (Lab)]

My Lords, I will talk briefly to Amendment 282F which is in the name of the noble Baroness, Lady Boycott, and to which I have put my name. It is on the subject of allowing communities access to small areas of land that are available only on a temporary basis to foster schemes for growing vegetables, plants and flowers, not only to produce local food but to give multiple benefits to people’s health and mental health, and to community cohesion and engagement.

In her absence, I thank the Minister, the noble Baroness, Lady Scott, for her session with me and the noble Baroness, Lady Boycott, last week. We were disappointed that she saw this as a local and not a national issue. The problem with having this lodged at a local level is that these small, ad hoc community initiatives are, in many cases, very informal, and do not have a lot of oomph behind them in an understanding of how local government works or of who to talk to at local authority level. Indeed, there often is no one at local authority level for whom this would be a job. They falter, and then the lawyers get involved with the lease issue, if it gets to that point, at which stage these small community organisations collapse totally under the bureaucracy and strain of not having lawyers of similar firepower to the local authority.

I was delighted to hear the noble Baroness, Lady Jones, talk about “Gardeners’ Question Time”, which is taking place in the House this evening. A very famous television gardener tried to get one of these schemes going in Birmingham, with a very determined national public servant. After three years, even they could not make it happen.

This simple amendment would require local authorities to identify those patches of land that they have, either in their own ownership or others that they know about, that are available for a defined short or medium term; people can grow a few things on them, have a good time and become cohesive communities. It would be a splendid idea if the Government were to accept this.

[Baroness Randerson (LD)]

My Lords, the noble Lord, Lord Lucas, raised an interesting issue. I will briefly comment on it because, to me, it seems that the fundamental issue is not just a visual aspect; it is also the fact that by using paving on front gardens you greatly increase the risk of flooding, because the run-off from paved-over front gardens is a serious addition to flooding problems. The issue here is not just whether you have pretty flowers in your front garden. There are complex issues, such as those which the noble Lord referred to around access to home charging, which will be very important in the future. There are excellent porous products that can be used instead of hardstanding. If local authorities are to have a role, it ought to be in specifying to ensure that porous products are used, not just in front gardens but in the creation of any car parks, because they work perfectly well.

I will briefly refer to the issue of aviation and the provision of airports. The concentration of so many large airports in the south-east of England is one of the most obvious manifestations of inequality in the UK, as well as making it extremely difficult to build modern public transport links to those airports to reduce their impact on the environment. The UK is generously supplied with airports, in comparison to most other countries. Many of them have spare capacity. I would urge that what needs to be done is to take these two factors together. Therefore, there is no justification for the expansion of airports in the south-east, and, in particular, no justification for expanding Heathrow for a third runway.

[Baroness Hayman of Ullock (Lab)]

My Lords, there are a number of quite disparate amendments in this group, so I will speak briefly to them.

The first is Amendment 281 in the name of the noble Baroness, Lady Pinnock, to which I added my name, on a register of disrepair in schools and hospitals. This raises a very serious issue. She introduced it very clearly and in detail, so I will not repeat what she said other than to endorse her remarks. We are completely behind her amendment and what she is trying to achieve with it. If the noble Baroness wants to test the opinion of the House, she will have our strong support.

Turning to the other amendments, I notice that the noble Lord, Lord Ravensdale, is now in his place. His amendment, around creating a new partnership model for town centre investment zones, has not really been mentioned. We had quite a discussion about this in Committee, in which we expressed our support. I express that support again and urge the Government to work with the noble Lord on how this approach can be taken forward. We need to do something to support many of our town centres, and his suggestions are worth exploring.

My noble friend Lady Young spoke to the amendment of the noble Baroness, Lady Boycott, around local authorities publishing a list of publicly owned land which is suitable for community cultivation and environmental improvement. I totally support the principle of this; it seems like a sensible way forward to improve local growing and the environmental purposes of land.

The noble Baroness, Lady Jones of Moulsecoomb, introduced the amendment of the noble Baroness, Lady Bennett of Manor Castle, around reviewing the air transport sector. We must really think about our approach to this when we look at climate change. Obviously, we must support this important part of our economy. However, there is so much more to consider. I come back to this over and again: why is it so much cheaper to fly than it is to go by train? This has got to be at the core of how we approach this, particularly if you look at what the French Government have done regarding internal flights. It is something we must take a much stronger look at.

Finally, I was going to make the same point as the noble Baroness, Lady Randerson, about surface water flooding. If we are going to pave over more of our towns and cities, we are going to have more of a problem with surface water flooding—it is just a matter of fact. I support the intention of the noble Lord, Lord Lucas, to see what we can do to stop so many of the gardens in our towns and cities being paved over. It is not just about the aesthetics—although, obviously, they are lovely; there is a practical reason to consider this more carefully.