Levelling-up and Regeneration Bill

Baroness Taylor of Stevenage Excerpts

Report stage
Tuesday 18th July 2023 Lords Chamber

Moved by

[Baroness Taylor of Stevenage]

67: After Clause 78, insert the following new Clause—
“Bus companies: powers of authorities in EnglandIn the Bus Services Act 2017 omit Section 22 (Bus companies: limitation of powers of authorities in England) and insert—“22 Bus companies: empowerment of authorities in England(1) A relevant authority may form a company for the purpose of providing a local service.(2) Subsection (1) applies whether the relevant authority is acting alone or with any other person.(3) A relevant authority may request further powers in relation to local bus services, including but not limited to the franchising of local bus services and the power to consult local residents over fares, routes and funding.(4) If the Secretary of State receives a request under subsection (3), they must introduce regulations subject to affirmative procedure to transfer the powers requested.(5) The Bus Directorate in the Department for Transport has a duty to provide advice to authorities in relation to this section.(6) In this section—“company” has the same meaning as in the Companies Acts (see sections 1(1) and 2(1) of the Companies Act 2006);“form a company” is to be construed in accordance with section 7 of the Companies Act 2006;“local service” has the same meaning as in the Transport Act 1985 (see section 2 of that Act);“Passenger Transport Executive” , in relation to an integrated transport area in England or a combined authority area, means the body which is the Executive in relation to that area for the purposes of Part 2 of the Transport Act 1968;“relevant authority” means—(a) a county council in England;(b) a district council in England; (c) a combined authority established under section 103 of the Local Democracy, Economic Development and Construction Act 2009;(d) an Integrated Transport Authority for an integrated transport area in England;(e) a Passenger Transport Executive for—(i) an integrated transport area in England, or(ii) a combined authority area.””Member's explanatory statement
This amendment would remove the current ban on establishing new municipal bus companies and would expand the powers required to franchise bus services, which are currently only available to Combined Authorities, to all local transport authorities.

[Baroness Taylor of Stevenage (Lab)]

My Lords, I remind the House of my interests as declared in the register, which are that I am a serving councillor at both district and county level and a vice-president of the District Councils’ Network.

My Amendment 67 would permit local authorities which wished to do so to establish bus companies and would expand the powers that local authorities currently have to franchise bus services, which are currently available only to combined authorities. We have tabled this amendment to highlight the recommendations drawn out of the Select Committee report Public Transport in Towns and Cities and subsequent discussions of that report in your Lordships’ House in April. Fundamental to the recommendations of the report was that a firm link be established between local plans and transport plans. Our amendment would give local authorities the powers that they need to enable that link.

Last week I attended a select committee meeting in my local authority on bus provision. It was a long session in which members were keen to point out the considerable difficulties caused to our constituents by the combination of unreliable, infrequent or non-existent bus services. The Conservative county councillor who holds the cabinet responsibility for transport was open in saying that the privatisation of bus services that happened in the 1980s had not helped local authorities to ensure that there were efficient and effective bus services provided for their areas. I have no doubt that such scrutiny of bus services happens across the UK, because bus users are utterly fed up with the level of service they receive.

Your Lordships’ House recently published a very detailed report on Public Transport in Towns and Cities. During the debate on that report, the noble Lord, Lord Moylan, described the Government’s performance, measured against their pledge to bring public transport up to standards in London. The Government had done:

“The brief answer is, not terribly well”.—[Official Report, 17/4/23; col. GC 147.]


He set out some mitigating factors as to why that would be the case, but surely we must all ask ourselves whether in the current circumstances, and with bus services failing passengers in so many places across the country, we can carry on with the vague expectation that eventually—they have already had four decades to do it—the private sector will start to deliver the level of service we know is needed to persuade far more people to leave their cars at home.

As Manchester has been able to go further with this than other local authorities, it was interesting to read Andy Burnham’s evidence to the Select Committee. In advocating franchising, he pointed out that his case was strengthened

“because large subsidies are being paid at the moment to various operators in the deregulated model, which in my view delivers very limited returns for the public”.

He also asked whether public operators would be allowed to take part in the franchising schemes as well. We agree that they should be able to do so.

During the debate on the report, it was pointed out, as it has been many times in this Chamber, that buses provide two-thirds of public transport trips in this country. The evidence shows that passenger numbers grow where services are of sufficient frequency and reliability to mean that passengers can just “turn up and go” without consulting a timetable. This is common practice in London but very unusual outside the capital, where sometimes the very fact a half-hourly bus has turned up at all can be subject to comments on social media. Councillors often take the brunt of these failures when services are late or cancelled at short notice or routes are taken out with no notice or consultation.

I also have to say a word about rural bus services, which are rapidly falling into extinction. Telling people who may have only one bus a day—or in some cases one bus a week—that the aim is to provide London-style bus services will most likely be greeted with derision. Some good work is being done to pilot on-demand bus services for rural areas, but these may prove too expensive for many users. Most rural users like those in towns just want to know that there will be a bus service and that buses will turn up on time.

There is such a simple solution to this, and that is to extend the powers currently granted to combined authorities, which can both establish bus companies and franchise services to meet customers’ needs, to all transport authorities. If we do not hear from the Minister that some movement has been made from the Government, I would like to test the opinion of the House on this. I beg to move.

[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.

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[Earl Howe (Con)]

My Lords, I am grateful to the noble Lord, but I think several factors have impacted on the use of buses and the ability of local authorities to run satisfactory services. I shall certainly ensure that the point he has made is registered in the Department for Transport, and I am grateful to him.

[Baroness Taylor of Stevenage (Lab)]

My Lords, I am grateful to noble Lords who have taken part in this debate and thank the noble Baroness, Lady Bennett, for co-signing the amendment. She referred to the link between bus services and people’s economic activity, and the noble Baroness, Lady Randerson, referred to the link with education and skills training; both are very important points. I am grateful to the noble Baroness, Lady Randerson, for her support in this. She also said that the Bill gives us the opportunity to reverse the decline in bus services, and I genuinely believe that this is the quickest way to go forward with that.

It requires a deal of trust between the Government and local authorities, and on many occasions in the debates on the Bill we have had evidence to suggest that we need to demonstrate the new relationship needed between the Government and local government before we can go forward and make real progress on devolution. To me, good public transport is axiomatic with levelling up. We have to have it to make levelling up work at all.

I am grateful to the noble Earl, Lord Howe, for his usual thorough reply, but there is clearly a disconnect between what powers the Government think they have given to local government and what local government is experiencing. The councillor I referred to was the transport portfolio holder for Hertfordshire County Council. He clearly does not think it has the powers to deal with transport in the way that he would want to. Something is clearly not right somewhere with all this. I understand the points about BSIPs and statutory enhanced partnerships, but it seems that the powers are conditional on approval from the Government, and we would like a relationship of trust in which these powers are given to any council transport authority that wishes to have them.

The noble Lord mentioned the important issue of fares. Funding comes into this, of course. The cuts to rural services bus grants, for example, make the provision of bus services in those areas very difficult.

For all those reasons, I am not convinced that we have a clear link to local authorities setting up their own bus companies or franchising services themselves, so I would like to test the opinion of the House.

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[Baroness Taylor of Stevenage (Lab)]

My Lords, I hoped we were hearing the voice of future generations up in the Gallery when the noble Baroness, Lady Pinnock, was speaking. Perhaps they were reminding us to think about affordable housing. The noble Lord, Lord Lansley, said that affordable housing was at the heart of some of this debate, and that is certainly the view of our Benches.

The noble Baroness, Lady Pinnock, set out the issues relating to the infrastructure levy that are causing such great concern across the sector. As she mentioned, this has resulted in an unprecedented step in my time in local government, with over 30 key organisations writing jointly to the Secretary of State to set out their concerns. They are united in saying that the introduction of the infrastructure levy could

“make it harder, not easier, for local leaders and communities to secure the benefits of new development”.

They point to the developer contributions that are being generated by the community infrastructure levy and Section 106 systems, which generated £7 billion in 2018-19 to support housing, infrastructure and services. I share their concerns that this new levy has the potential to reduce this amount.

I take the point made by the noble Lord, Lord Lansley, about the discussions that we have already had in Committee, but these views have been expressed by powerful bodies in our sector. His points about the design of the system are well made, but that should have been considered before the Bill came to the House. Points from the noble Lord, Lord Young, about trying to operate this discussion on a key part of the Bill in a vacuum are also well made.

The main concern of the organisations that wrote to the Secretary of State is the potential for this reform to

“leave communities with fewer new social and affordable homes, mixed and balanced developments and less of the infrastructure they need”.

They fear that the “upheaval” of introducing a new system would build delays and uncertainty into the planning system at a time when there is an urgent need to deliver affordable housing quickly, and that CIL and Section 106 would

“not be improved by these reforms”

and would need to be managed alongside the new levy. They welcome the principle of allowing authorities to borrow against developer contributions, but point out that the financial risk of doing so, when the final assessed amounts are “uncertain”, would probably be too great for local government finance officers.

In addition to the risks flagged by these key representatives of the sector, it is not yet clear what impact the infrastructure levy will have on permitted development. At present, developers engaging in permitted development make little, if any, contribution to infra- structure, in particular to affordable housing. This anomaly also needs to be resolved in any new infrastructure levy system.

I am grateful to many of the organisations that signed that letter which have also been kind enough to send us briefing material, and to the office of the Mayor of London, which has provided us with very strong evidence about the potential detrimental impact this would have on building more affordable housing in London. Its figures suggest that, had the levy been in place over the last five years, it would have resulted in between 4,500 and 10,000 fewer affordable homes, and could have made up to 30,000 homes of all tenures unviable.

We completely understand the need to ensure that developments provide the infrastructure to support them, but this proposed new levy adds layers of complexity, because it is being grafted on to an already complex system. The money that developers will have to pay to support transport, schools, health centres, open and play space, and, critically, affordable housing will be calculated once a project is complete instead of at the planning stage, as it is currently. This has resulted in concerns that the funding will be delayed or, potentially, lost altogether. The charging system will be complex and labour-intensive, putting further pressures on the local authority planning departments that we know are already at breaking point.

The reply to the organisations that wrote to the Secretary of State from the Minister responsible, Rachel Maclean, said that she would be looking at the issues they raised in detail and would be organising a round table very shortly. I believe that round table may have taken place in very recent days. However, as the sector has been raising these concerns since the infrastructure levy was first mooted, it is a shame the round table did not take place many months ago.

We accept that the Government have made some concessions on the infrastructure levy clauses, but they do not meet the basic challenge of explaining to the sector just how this new proposal will deliver more resources more effectively than the current system. For that reason, if the noble Baroness, Lady Pinnock, wishes to test the opinion of the House on her amendment, she will have our support. We understand that Amendment 90 is consequential to Amendment 68.

Turning to other amendments in this group, we hope the Government recognise the importance of the infrastructure levy supporting the delivery of the levelling- up missions. Our concern all through the passage of the Bill has been what mechanisms there are to link the missions to planning, funding and the infrastructure levy. My Amendment 69 to Schedule 12 is intended to address this, as well as ensuring that there is a commitment to the infrastructure levy being shared between tiers of local government in non-unitary areas.

My Amendment 70A wound enshrine in the Bill that the application of the infrastructure levy is optional. I am very grateful, as others have said, to the Minister for the many discussions we have had in relation to the Bill, in particular this part of it. I believe, and hope she will confirm, that it is the Government’s intention that infrastructure levies should be optional, and that government Amendment 82 enshrines this in the Bill.

Amendment 71, in the name of the noble Lords, Lord Best and Lord Young, and my Amendment 71A have similar intentions of ensuring that the level of affordable housing funded by developers in the local authority area will meet the needs of that area as set out in the local development plan. I referred to the critical links that need to be built between planning and the infrastructure levy earlier on. When it comes to affordable housing, this is absolutely essential. We recognise the very significant concessions the Government have made on affordable housing, so, rather than pushing Amendment 71A to a vote, perhaps we can have further discussions before the planning and housing sections of the Bill to build that link between the provision of affordable housing through the infrastructure levy and the local plan.

The noble Lord, Lord Stunell, gave clear evidence of the principle behind the current definition of affordable housing. We agree that the current definition is wholly deficient, as much of the housing included in it is absolutely not affordable to many of those in desperate need of housing. We feel that the Government should take an inclusive approach to developing a new definition by working with the sector and housing charities to reach an agreed, appropriate definition of affordable housing. We would support the proposal in the amendment from the noble Lord, Lord Stunell, that a link with the median income in the relevant local planning area would be a good starting point for this definition.

As mentioned by the noble Lord, Lord Best, we are very grateful to the Minister for tightening up the wording she introduces in Amendments 72, 73 and 75 to ensure that developers must now “seek to ensure” the affordable housing funding level is maintained. We are also grateful for her clarification in Amendment 74 that funding of affordable housing is to be provided in the charging authority’s area and, in Amendment 79, that charging authorities can require on-site provision of affordable housing through the infrastructure levy. We believe this change will encourage the development of mixed housing and hopefully mixed tenure communities, which have proved over time to be far more sustainable and successful.

We are also pleased to see government Amendment 80, which requires a report to be laid before Parliament on the impact that the infrastructure levy is having on the provision of affordable housing. It perhaps does not go as far as our Amendment 81, which would have made provision for a new levy to be introduced where IL was shown not to be successful, but we recognise that the Minister has listened to our concerns and we hope that placing a report before Parliament on the success, or otherwise, of IL will encourage further thinking if it is shown not to be delivering.

We have some concerns, which we have shared with the Minister, in relation to Amendment 76 on the thorny issue of viability. Our concern is that this clause, which allows the infrastructure levy to be disapplied where the charging authority considers the application of the levy, including its provision for affordable housing, would make the development unviable. The process of negotiation on infrastructure contributions between local planning authorities and developers can be very long and complex, especially when major developments are involved. We would not want to see any further pressure being put on local authorities in that negotiation process by having this clause dangled in front of them as an incentive for developers to proceed. It has been hard enough in the existing system to resist the weight of financial and legal expertise that the developers have put into these discussions, as mentioned by the noble Lords, Lord Best and Lord Young. We do not want to give them another weapon in their armoury—we do not think that is necessary.

I am grateful to the noble Lord, Lord Young, for setting out the potentially devastating impact the viability get-out clause can have on affordable housing. The noble Earl, Lord Lytton, referred to the inclusion of contingencies in that viability calculation. When you start to pick apart that contingency—I have done it—it is very interesting to see what sits underneath it, which is often some very wild assumptions in my experience. I am sure that that is not always the case, but it can be.

The noble Lord, Lord Lansley, is right to flag up in his Amendment 77 the question of the relationship between Section 106 contributions, which have been most effective in securing affordable housing through planning contributions, and the infrastructure levy. Lastly, we welcome the amendments in the name of the noble Lord, Lord Lansley, which would require a response to the technical consultation on the infrastructure levy before it comes into force.

In summary, we feel that an opportunity has been missed by introducing IL to be grafted on to an already complex system instead of using this Bill for a new, simplified and comprehensive approach to the provision of infrastructure developed with and for the sector, and with an implementation plan to smooth the transition so that it would not disrupt local authorities from the urgent work of solving the housing crisis. However, I once again thank the Minister for the amount of her time she has given to meet noble Lords on this subject and for the amendments that have subsequently come forward. It is the best of this House that the expertise we have here is used to improve legislation, and I am sure today’s debates are a good example of that.

[The Parliamentary Under-Secretary of State, Department for Levelling Up, Housing & Communities (Baroness Scott of Bybrook) (Con)]

My Lords, Amendments 68 and 90, tabled by the noble Baroness, Lady Pinnock, seek to remove the provisions in the Bill which provide the imposition of the new infrastructure levy in England. I regret that these amendments have been proposed, but I recognise the need for serious and open debate on this subject.

We covered the shortcomings of the existing system of developer contributions at length in Committee. There is a clear case for reform. Since 2010, average new-build house prices have risen by more than £250,000, and land prices have also risen substantially. This increase in value must be captured within the levy system, allowing for more local benefit, but we recognise the need to get these significant reforms right. That is why I can commit to the House today that the Government will undertake a further consultation on fundamental design choices before developing infrastructure levy regulations. Through further consultation and engagement, and the test-and-learn approach, which we discussed in detail in Committee, we will seek to ensure that the levy achieves its aims and that it is implemented carefully. I hope the noble Baroness, Lady Pinnock, will feel able to withdraw Amendment 68 and will not press Amendment 90.

My noble friend Lord Lansley has tabled Amendments 311 and 312, which seek to prevent the introduction of the infrastructure levy until the Government have published proposals for its implementation. I know that my noble friend has formally responded to the recently concluded technical consultation, which we are carefully reviewing. I can confirm that we will not commence the levy provisions in Part 4 until we have responded to that further round of consultation. The regulations themselves will be consulted on in future as well. I hope my noble friend Lord Lansley is therefore content not to press his Amendments 311 and 312. I assure him that he is correct: there is scope in the Bill for us to vary the approach set out in the technical consultation, and I reiterate that, if we do that, we will be consulting further.

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[Baroness Taylor of Stevenage (Lab)]

My Lords, we find that we form some unusual alliances in your Lordships’ House, especially in relation to protecting our environment. On this topic, I was very happy to put my name to Amendment 102 in the names of the noble Viscount, Lord Trenchard, the noble Earl, Lord Caithness, and the noble Baroness, Lady Bakewell of Hardington Mandeville. The reason I did that was that I am lucky enough to have spent my life living in the wonderful county of Hertfordshire. For those of you who are not aware, Hertfordshire contains over 20% of the world’s unique and special, natural and precious chalk streams. The noble Viscount has already explained that this country is the custodian of the vast majority of this precious natural resource—more than 85%. To have 20% of that in my county is a real reason for doing all that I can to ensure that they are protected.

From the Rivers Chess and Colne in the west of Hertfordshire and the River Beane, which runs alongside my town, to the Rivers Lea, Stort and Ash in the south and east of the county, along with many others, we are blessed with what should be vital water resources, providing habitats for a huge diversity of species, from damselfly to salmon. Sadly, as we have heard, they are under increasing pressure from overextraction and pollution and, while progress is being made through the catchment-based approach mentioned by the noble Viscount, Lord Trenchard, they are still struggling and under pressure. We need to improve their health and focus on that through the chalk stream strategy. There is still much more to be done.

I am most grateful to the Herts and Middlesex Wildlife Trust, which does so much work in this area and has been incredibly helpful in providing information for me. Our precious monuments and ancient buildings have huge protection in the planning system through the mechanism of listing, but we do not seem to take these precious natural resources as seriously in this regard. I support the aims of the amendment in attempting to do that by ensuring that any development in the area of chalk streams explicitly considers the impact on them and sets out what mitigations will be needed. If our chalk streams were buildings, they would be UNESCO heritage sites. Let us protect them as though they were.

[The Earl of Caithness (Con)]

One of the problems that I raised during our debate on 18 May in Committee was the problem of surface water run-off from farms and roads, which was causing problems for our rivers. I am extremely grateful to and would like to thank my noble friend the Minister for the letter that he sent me on 23 June, in which he commented a bit more on the points that I raised. The interesting thing about that letter was his comment on the surface run-off from roads. He said that Defra was

“working with the Department for Transport to reduce the impact of the strategic road network and roads managed by local highways authorities on water bodies”.

It just shows what an important cross-government issue this is.

The difficulty that my noble friend has is that he has to work at one remove from the local authorities. The reason I stress the local authorities is that the next day, on 19 May, I was on the River Piddle, a lovely chalk stream, and at 3.30 pm the river was gin clear—it was what a chalk stream should be. We had quite a good thunderstorm and within an hour that river was chocolate brown; it was full of silt and run-off, and the roads were under water. There was run-off from the farmland adjacent to the river—the whole aquatic environment of the river was affected by that thunder- storm; it was a short-term disaster for the river, created by human behaviour. Something similar happened to us humans when we had the smog in the early 1950s. We tackled that problem; it was a manmade problem and we tackled it with the Clean Air Act. It is equally important that we now tackle the problems facing our rivers. It will take a major effort by the Government and across government to do that.

All our rivers are important, but why are the chalk streams just that bit more important? It is worth reiterating that 85% of the world’s chalk streams are in England; they are our equivalent of the rainforests. We have a special responsibility to those rivers, and if we do not give a lead to the rest of the world on such an important issue, we will not be doing nature justice.

There are three key indicators of the ecological health of rivers: water quality, water quantity and the physical habitat. The key to getting all of those right is management. The Government will need every single tool in the toolbox and every policy to be able to take the necessary action to fight off the vested challenges from all quarters that they will need to do to establish chalk streams to the standard that we expect and fulfil the one big wish, so rightly mentioned by my noble friend Lord Trenchard.

The Bill is about regenerative action and levelling up, and it is intended to give places a sense of identity. As my noble friend Lord Trenchard said, many of the rivers flow through towns as well as the countryside. The restoration of the rivers could bring huge opportunities and benefits to those towns and to the countryside for both nature and humans. If we do not take this opportunity, we will be letting nature and ourselves down.