English Devolution and Community Empowerment Bill (Sixth sitting)

David Simmonds Excerpts

Committee stage
Thursday 16th October 2025 Public Bill Committees

[Vikki Slade (Mid Dorset and North Poole) (LD)]

I have nothing to add, apart from the fact that this is a good addition; but the hon. Member for Hamble Valley mentioned pedicabs, and I cannot let that go by without asking the Minister to look again at that issue, because they are absolutely blighting the part of London where we work, making tourists’ lives utterly miserable, and contravening virtually every traffic law I have seen, with little enforcement. If there is any opportunity to go further on pedicabs, bring it on.

[David Simmonds (Ruislip, Northwood and Pinner) (Con)]

It is a pleasure to serve under your chairmanship, Ms Vaz. It seems to the Opposition that this schedule is weaker than it would have been had the amendments been accepted. I know that when we have debated other areas of local government legislation, the issue that comes up time and again is the frustration that our constituents feel when they are unable to get what sounds like a perfectly robust regulation enforced in practice—whether that is fly-tipping, antisocial parking or the point made by the hon. Member for Brighton Pavilion around delivery drivers, scooters and so on, which I know exercises many of my constituents.

We remain concerned that this is a missed opportunity to give local authorities the most robust tools that would put beyond doubt what the test that had to be met was, and create the appropriate legal path for effective and rigorous enforcement locally. None the less, the schedule broadly represents a step forward. Therefore we will not oppose it.

[Miatta Fahnbulleh]

I thank hon. Members for their contributions and the support for the schedule. In response to the questions raised about additional types of vehicles on the road that are of a similar nature, obviously the scope of the schedule is on micromobility, but the points have been made well—they are also being made by local authorities and our communities. We are considering how we can respond so that mobility vehicles—of sorts—on our streets are not blighting our communities, and we will take that away.

Question put and agreed to.

Schedule 5 accordingly agreed to.

Clause 24

Arrangements to carry out works on highways

Question proposed, That the clause stand part of the Bill.

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[Miatta Fahnbulleh]

Strategic authorities are uniquely placed to provide oversight of the construction and maintenance of the highways in their area. That is particularly likely to be the case when required works cross local authority boundaries. As such, the clause provides that all existing and future strategic authorities can, when asked to do so by the Secretary of State, carry out work on trunk roads on behalf of National Highways. The second measure in the clause allows strategic authorities to enter agreements with local authorities and National Highways regarding highway planning and maintenance.

The strategic authority is uniquely placed in that it has a transport planning role encompassing the whole authority area. This provision capitalises on that and would, for example, enable strategic authorities to enter agreements on the maintenance of cross-boundary roads. Both those powers would only be allowed with the consent of the relevant constituent authority. Together, those two measures will enable strategic authorities to oversee a co-ordinated approach to improvements to local roads, leading to less disruption and better outcomes for motorists.

[David Simmonds]

We understand the logic of this. Could the Minister set out for the Committee where the liability will sit for issues arising from the maintenance, standards or provision of those roads under the clause?

[Miatta Fahnbulleh]

In the end, this will only come into place where the constituent authorities support it. When it is the Secretary of State making the request, it would be with the Secretary of State; when it is constituent authorities coming together to do maintenance or works that they would do anyway, it would be shared among them.

Question put and agreed to.

Clause 24 accordingly ordered to stand part of the Bill.

Schedule 6 agreed to.

Clause 25

Civil enforcement of traffic contraventions

Question proposed, That the clause stand part of the Bill.

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[David Simmonds]

We have tabled amendment 291 to schedule 7. I know that this is an issue of great contention; the major concern is, as we have seen to a degree in London, mayors choosing to use their powers to levy fines, largely as a way of generating income. That sits somewhat ill with the regulations for parking, which are treated separately and are a local authority matter, where the proceeds from fines and enforcement activity is part of a ringfenced parking revenue account that may only be used for purposes connected to parking and the maintenance of the highways and the roads. There is therefore already a measure, regarding local authorities, that ensures that those who are paying the fines, fees and charges can see that the contribution that they are making through those is used to improve the safety and quality of the environment in which they drive, walk or cycle.

We remain concerned about the implications of this measure; some of those mayors and combined authorities may see this as a very handy revenue raiser, and start to ramp up enforcement in a way that is unhelpful. As we have seen in the case of Greater London, policies that might work well in highly congested central London are simply totally inappropriate on the fringes, and a replication of that scenario could be seen across other parts of the country—a one-size-fits-all approach that we would wish to see avoided.

That is the motivation behind amendment 291, but I will be interested to hear what the Minister has to say about how the Government will ensure that this is not simply a measure to use motorists as a cash cow.

[Vikki Slade]

Before I speak to amendments 246 and 348, I just want to reflect on the Minister’s comment about the ability of local authorities to enforce things such as yellow boxes, and the requirement to still obtain that consent from the Secretary of State. At Bournemouth, Christchurch and Poole council, we were granted the rights to do that, but the council was incredibly limited in the specific locations in which it was able to apply for that right. There were a number of places that felt their yellow box junctions were ignored.

In my own ward of Broadstone, one such yellow box at the entrance to a parking area regularly caused extensive delays. For local people, if we could change one thing for them, it would be, “Get that damn yellow box enforced!” However, it was not seen as strategic enough for the local authority to apply for the permissions. Enforcement is therefore reliant on police officers, who are not going to stand there and patrol those sorts of things. I would therefore be interested to hear whether the Minister would be willing to devolve that power more truly, rather than retaining it at the centre.

Amendment 246 is a simple one that seeks to retain the decision making of those new civil enforcement powers to the elected persons, whether that be the elected mayor or an elected member of the authority. Elsewhere in the Bill, there are elements that are not allowed to be devolved to a commissioner. The amendment is about ensuring that these decisions are not devolved to a commissioner but are made by the elected person, as they will have that direct impact.

Amendment 348, in the name of my hon. Friend the Member for Chelmsford (Marie Goldman), which my hon. Friend the Member for Stratford-on-Avon and I have also put our names to, seeks not to change the law on pavement parking— as we have discussed in the Chamber on a number of occasions—but to harmonise the rules so that the existing law on obstruction of the pavement, which requires the police to enforce, can also be enforced by civil authorities.

We regularly have situations in which civil enforcement officers—traffic wardens to you and I, Ms Vaz—have to walk past a car or van, often a delivery van, parked on a pavement, blocking guide dogs and people with mobility scooters from getting past. There is nothing they can do. I know that colleagues in this room will constantly be emailed by people asking, “What are you going to do about it?” All we can do is say, “Call the police.” We may be getting more police officers, but I personally do not want to see my police officers having to spend their time ticketing.

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[Vikki Slade]

I am so glad that the hon. Gentleman mentioned Guide Dogs. I have Guide Dogs written down on my notes, as well as the RNIB, the Royal National Institute of Blind People, of which I am a champion. They have been campaigning for the full change, but amendment 348 would certainly be a step along the way. I also understand that it would implement the Transport Committee’s 2019 report recommendations. A lot of work has already been done on the issue.

The second element of amendment 348 contradicts something that the shadow Minister talked about in connection with Conservative amendment 291, which relates to parking fines. As a councillor and former leader of Bournemouth, Christchurch and Poole, I was delighted that over the summer a Minister gave permission for Bournemouth, Christchurch and Poole to have a trial of extended fines. That is not about councils trying to make money, but about councils trying to balance the books and local taxpayers not carrying the burden.

Let me give the Committee an example. A parking fine for someone who parks in the middle of a roundabout, on a grass verge or somewhere else dangerous—I am talking not about not paying in a car park, but about a dangerous piece of parking—is £70, reduced to £35 if paid within 14 days. For someone who has travelled down to Bournemouth for a day at the beach, parking will cost between £25 and £30. It will cost a similar amount to park in Brighton, Bath or Oxford—in most of our thriving places.

Someone might as well pay £35 between four adults in a large vehicle that can bump its way up the kerb and park right next to the beach, where it is really convenient. The vehicle will need to be ticketed and, at some later stage, probably towed away if it is causing a danger to ambulances or bus routes. Even if it is towed away, the fine that can be levied is £150, and yet for the council to have that vehicle towed away can cost up to £800. The difference is paid by the local council taxpayer. In a typical summer in somewhere such as Bournemouth, something like 1,500 tickets are given out. Members can imagine how much of a shortfall there is.

Amendment 348 seeks to give the ability that already exists in London to other places, so that they can apply a different parking fine where deemed appropriate, potentially in limited circumstances. The system is not working at the moment. So many people think that it is perfectly okay to turn up to places and do that, although I do not think it happens quite so much in Cornwall. When I visited there, people behaved incredibly well, but people who visit places like Bournemouth behave incredibly badly, and to have that freedom would be useful.

[David Simmonds]

I am very sympathetic to what the hon. Lady has said. In my constituency, people come from as far afield as Sheffield for a day out at the Ruislip lido, the only beach in Greater London. It is a huge cause of trouble for local residents, and I am glad that we have a local authority that is using its existing powers and is implementing measures such as towaway zones and higher parking fines to begin to address that. She probably feels, as I do, that we do not see mayors who do not know the local area, but the specific purpose of our amendment 291 is to ensure that this is not an opportunity to raise funds for them at the expense of the ability of the local authority to use its powers in a specific area to deal with the traffic management issues for which it is responsible.

[Vikki Slade]

I am grateful to the shadow Minister for clarifying the purpose of his amendment 291, and I will be happy to withdraw my comment that it contradicts amendment 348, tabled by my hon. Friend the Member for Chelmsford. The hon. Member is exactly right; the purpose of these parking fines is to ensure safe parking, and it is unreasonable that there should be shortfalls for the local council tax payer. Even if there was a surplus, that money should be rolled back into the experience and hopefully into encouraging people to use different forms of travel, such as park and ride, cycling, buses, and so on, all of which would seem to make the roads safer.

I am interested to hear the Minister’s view on what has been done, what could be done and how we might use these amendments to further those aims.

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[Miatta Fahnbulleh]

The clause will make it easier for Transport for London to free up land for new housing and development in the capital. The Bill gives the Mayor of London the power to agree to Transport for London selling or leasing unneeded operational land. In most cases, this will remove the need for Government consent, which currently adds complexity and delay to the process.

To guard against the risk of Transport for London inadvertently disposing of operational land that is relied upon by the wider rail network in London, the Bill requires Transport for London to consult Network Rail before selling or leasing land involved in wider rail services. To reflect the Mayor of London’s geographical remit, and to mitigate against a democratic deficit, the Mayor’s powers to consent will apply only to Transport for London land within the Greater London Authority area. These changes will better enable the Mayor of London to unlock land for much-needed housing, supporting growth in the capital.

[David Simmonds]

The current Mayor of London clearly has a mountain to climb, given the distance by which he has fallen behind his housing targets. We remain concerned that some issues are sometimes seen as easy pickings, such as the disposal of TfL surface car parks, where we have seen a series of unwelcome planning applications that have risked creating congestion in town centres across Greater London. However, we recognise that the purpose of the clause is more about the technicality of the consultation process, and therefore we will not oppose this provision.

Question put and agreed to.

Clause 26 accordingly ordered to stand part of the Bill.

Clause 27

Key route network roads

Question proposed, That the clause stand part of the Bill.

[Miatta Fahnbulleh]

The clause introduces schedule 8, which relates to key route networks in England. As we will discuss later, in the debate on schedule 8, combined authorities and combined county authorities take important roles in co-ordinating local transport networks. As I have just noted, schedule 8 sets out some of the roles for combined authorities and combined county authorities on local road networks. This will include agreeing a local key route network and power of direction, and the power to transfer a duty to make reports on traffic levels.

[David Simmonds]

Briefly, the Bill states, “including road traffic reduction”, and the Opposition’s concern is that when we consider our UK transport infrastructure, the one area in which we conspicuously lag a long way behind our peers is our provision of roads, particularly our motorways. We have about 20% less road capacity than peer countries, but we are in line with them on things like high-speed rail, trams and bus networks, where we have seen enormous progress in recent years. However, I recognise that these are plans that will be implemented subject only to that local democratic process, so we will not oppose this provision.

Question put and agreed to.

Clause 27 accordingly ordered to stand part of the Bill.

Schedule 8

Key Route Network Roads

[Miatta Fahnbulleh]

I beg to move amendment 87, in schedule 8, page 142, line 20, leave out from beginning to “that” in line 25 and insert

“under section 33 or 33A of the Traffic Management Act 2004 or under a permit scheme prepared under section 33 of”.

This amends the definition of “permit authority power” in relation to combined county authorities so that it conforms with the definition used in relation to combined authorities in section 89A of the Local Democracy, Economic Development and Construction Act 2009 (as inserted by this Bill).

Under schedule 8, the mayors of combined authorities and combined county authorities will have a power to direct local highways authorities in the use of their powers on these roads, including over traffic, highway, street and permit authorities. The power of direction will help mayors to deliver their local transport plans and assist places in developing more integrated transport networks.

The role of a permit authority is to provide permits for roads and street works. The amendment will make a minor adjustment to ensure that the definition of a permit authority is coherent throughout schedule 8. This is an important amendment to ensure that schedule 8 delivers on our aims of a consistent framework of powers across all combined authorities and combined county authorities.

Amendment 87 agreed to.

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[Miatta Fahnbulleh]

Schedule 8 will provide mayors with a power of direction on key route network roads and transfer duties to make reports on these roads to them. Combined authorities and combined county authorities have an important role in co-ordinating local transport networks, including local roads.

Although local highways authorities will rightly continue to manage local highways, mayors of combined authorities and combined county authorities will be required to propose a key route network. This will allow places to work together at the appropriate level to manage traffic and ensure that there is effective traffic planning. To this end, mayors will gain a power to direct highway authorities on these roads, helping them to deliver their local transport plan. The powers balance the important role of local highway authorities in maintaining the road network while helping mayors to co-ordinate and lead transport planning at a strategic level. I commend the schedule to the Committee.

[David Simmonds]

I will speak to amendment 287. We understand the point that the Minister is making about a need to ensure that there is strategic oversight of what is going on. Our concern is that, as we have seen in London, where a version of this already exists, there is sometimes a conflict between what a mayor seeks to do and the views of a local authority—in particular, the elected mandate of that local authority.

We have heard a lot of evidence and had a lot of lobbying as constituency Members of Parliament about issues such as the impact of floating bus stops on people who are partially sighted, and the conflict that the use of bus lanes can sometimes introduce with cyclists. Rather than a duty to implement whatever the mayor decides, there clearly needs to be a duty to “have regard to” it, so that those two things can operate constructively together. That is the thinking behind the amendment, which we intend to push to a vote in due course.

[Sam Carling]

The schedule contains comprehensive provisions around the designation of key route network roads, but I am conscious that we have not defined key route networks in statute. I am a little worried, therefore, about the potential for mayors to designate inappropriate roads as key route networks for political purposes.

I was struck by the evidence the Committee received from Mill Road 4 People, a Cambridge-based campaign group I was familiar with when I was a councillor there, although I was not involved with them in any way. The group is concerned that mayors could use key route networks to undermine or remove bus gates or low-traffic neighbourhoods that councils have introduced, in an attempt to gain votes by whipping up tensions around the so-called war on motorists. That could seriously undermine councils’ ability to bring in such schemes, very much against the Government’s commitments to active travel.

The group’s concerns are based on a local situation, as that is exactly what is likely to happen in Cambridge if the incumbent mayor gets his way over Mill Road, which is semi-pedestrianised through the use of a bus gate. Will the Minister consider introducing safeguards to prevent such issues by more clearly defining what criteria a road should meet to be eligible for designation as a key route network road? Should it perhaps have to be an A or B road, or else be subject to more detailed justification?

On a related note, has the Minister considered requiring the designation of key roads to be for a specific purpose? On page 139, schedule 8 requires that for the mayor to designate a key route network road, the combined authority has to pass a resolution approving it. However, when the mayor comes to give directions, proposed new subsection 23A of the Levelling-up and Regeneration Act 2023 does not require the passing of a resolution, and the power is vested in the mayor alone.

That could create a loophole whereby a mayor could get the combined authority to pass a resolution to designate a road for some reason, and a future mayor with different plans could use the designation for a completely different purpose without the combined authority board having to vote again. One option for solving that could be that when they create a designation, the mayor has to set out its purpose and broadly what powers they envisage exercising. I wonder if the Minister could consider whether that is an issue.

[David Simmonds]

On a point of order, Ms Vaz. I think, in my enthusiasm for the proceedings, I made reference to the amendments that we will be dealing with in the next grouping. I shall not repeat my observations, but I am sure the Minister will hold my comments in mind and be desperate to respond to them when she makes her introduction to the next group.

[The Chair]

You are welcome to say it all again.

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Constituent councils to act in accordance with local transport plans etc

[David Simmonds]

I beg to move amendment 287, in clause 28, page 36, line 12, leave out “implement” and insert “have regard to”.

This amendment, and Amendment 288, would ensure that councils had to have regard to local transport plans, rather than be under a duty to implement them.

[The Chair]

With this it will be convenient to discuss the following:

Amendment 288, in clause 28, page 36, line 33, leave out “implement” and insert “have regard to”.

This amendment is linked to Amendment 287.

Clause stand part.

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[David Simmonds]

Mindful of your invitation to repeat my earlier remarks, Ms Vaz, I am none the less going to risk your displeasure by refraining from doing so.

[Lewis Cocking]

I am in favour of the two amendments in the name of my hon. Friend the shadow Minister. I have served on a district council and a county council. Some of the powers to do with highways will sit with the constituent authorities and some will sit with the mayor, so we could end up in a scenario in which a person is elected as mayor with one thing in their manifesto, a council is elected on another manifesto and the two things contradict each other. I was leader of Broxbourne council, and we have the A10 going through the entirety of my constituency. That was not a priority for Hertfordshire county council, which had some highways authority powers over it, and that caused a lot of tensions about where we were going to have growth and where the investment was going to go.

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[Miatta Fahnbulleh]

Under schedule 9, all combined authorities and combined county authorities will hold powers and duties over travel concessions. This includes the duty to provide concessionary fares for older and disabled people, as well as a power to provide concessionary fares beyond those that are mandatory.

Government amendments 98, 103 and 104 provide for a transition period for all recently established authorities, during which time they will hold these powers and duties concurrently with constituent authorities. That transition period will extend until the end of the first full financial year following the establishment of the authority, at which point the combined authority or combined county authority will become the sole travel concession authority for the area.

These are important amendments that mean that schedule 9 delivers on our aim to have a consistent framework of powers across all combined authorities and combined county authorities. That will streamline the management of travel concessions, making better use of local government resources. Having only one travel concession authority in an area means a uniform approach for passengers, who can rely on their concession passes working across their local area.

I now move to Government amendments 101 and 102. It is essential that newly established strategic authorities can staff themselves and establish robust decision-making procedures—for example, before exercising certain vital transport functions. That is why amendment 101 introduces a transition period, so that newly established combined authorities and county authorities do not have to secure the provision of passenger transport services on day one.

Until the end of the combined authority or combined county authority’s first full financial year, their constituent councils can continue to exercise that duty to ensure that bus services, for example, are provided for local residents. The transition period allows the combined authority or combined county authority to build up capacity and capability, and to agree a suitable approach to taking on the exercise of these functions. That will support a smooth transfer that minimises disruption for passengers and supports the continued delivery of services.

Finally, Government amendment 102 introduces a transition period for powers to make agreement with Transport for London specifically regarding paying for public transport services, in line with similar transition periods for other local transport powers and functions already provided for in the Bill. Proportionate transition arrangements are essential to support the smooth transition of transport powers from constituent councils to newly established combined authorities and combined county authorities. That will be particularly relevant for councils that border London if they form new strategic authorities. Any agreements that they have made with Transport for London to pay for public transport services can remain in place for the transition period, which gives the combined authority or combined county authority time to negotiate agreements during that period, rather than having to do so on day one.

[David Simmonds]

We have some concerns about the real-world impact of the measures outlined in these amendments. We all recognise that there is a logic in bringing consistency to concessionary travel, but public transport is commonly not uniformly available across all parts of single existing and combined authority areas. If we think of the footprint of Greater London, there are places such as Harefield in my constituency and Orpington on the opposite side of London that are essentially rural villages that do not have access to trains and are not on the tube network. They are entirely reliant on buses and their transport connections are frequently outside the boundary of Greater London. The value to people who live in those places of the transport network for which they are paying is therefore significantly less than it is to people who live in the centre of the city.

It certainly feels like this set of measures will benefit people in urban areas at the heart of some of these new combined authority areas, but leave people in areas on the fringes paying but not seeing much benefit in terms of access to transport. We know that in many rural parts of the country, access to bus services, for example, is infrequent. Such services are certainly not fit for purpose in terms of providing school transport and transport for medical appointments or similar purposes.

I have a couple of questions for the Minister. One is around how existing settlements—whereby local authorities that will become constituent authorities are already, in effect, levied through the local government finance settlement to pay into a centrally co-ordinated concessionary travel scheme, which is what operates in London—will be managed.

The London boroughs effectively forgo a part of their budget in return for free public transport being paid for children of school age. The Freedom Pass also operates for older people, alongside a variety of other concessions—for example, for people with disabilities. How will that be managed so that we do not see a situation where the mayor takes control of it but has no responsibility for that element of the financial impact, or indeed chooses to redeploy resources away from the things for which that resourcing was originally provided?

Secondly, how will that issue be addressed in areas where this factor is newly established? When the end of that first financial year comes into effect, the constituent authorities, which may have a variety of schemes—for example, because one has a particular priority around access to apprenticeships and may have set up a concessionary travel arrangement to enable people to access that—might find themselves at risk of losing them because the combined authority does not have the same priority? It would be helpful to hear from the Minister how those arrangements, many of which are designed to take account of specific local circumstances, will be accounted for in the provisions.

[Miatta Fahnbulleh]

I will write to the hon. Member on the specifics of that. I will say that the mandatory concession scheme is determined by the Department for Transport and would operate in that way, and then there is the ability for greater flexibility for additions on top of that. The way that is applying at the moment is that it varies between different strategic authorities in the approach that they are taking, both in terms of who is eligible and the way that they implement it. On the details of how the provisions in the Bill are mitigating against the scenario that he sets out, where the strategic authority wants an additional concession and it has a financial impact on constituent authorities—

[David Simmonds]

If the Minister can give us an assurance that she will provide that in writing before the conclusion of the Committee, I am happy not to press these amendments to a vote.

[Miatta Fahnbulleh]

I am very happy to give that assurance. I think the hon. Gentleman can accept my word: in a previous sitting, I assured hon. Members that I would come back in writing, and I think we did that within a day.

Amendment 98 agreed to.

Amendments made: 99, in schedule 9, page 152, line 15, leave out “place insert” and insert—

“places insert the following definitions”.

This amendment is consequential on Amendment 90.

Amendment 100, in schedule 9, page 152, line 17, at end insert—

“‘non-mayoral CCA’ means a combined county authority that is not a mayoral CCA,

‘non-mayoral combined authority’ means a combined authority that is not a mayoral combined authority,”.

This amendment is consequential on Amendment 90.

Amendment 101, in schedule 9, page 152, line 30, leave out from “are” to the end of line 31 and insert “—

(a) where the combined authority or combined county authority has completed its first full financial year, references to the combined authority or combined county authority (instead of to the council), and

(b) until that time, references to the combined authority or combined county authority as well as to the council.”

This provides for combined authorities and CCAs to have joint transport functions with county councils within their area until they have completed their first financial year, and thereafter to hold those functions alone.

Amendment 102, in schedule 9, page 153, leave out lines 6 and 7 and insert “—

(a) where the combined authority or combined county authority has completed its first full financial year, references to the combined authority or combined county authority (instead of to the council), and

(b) until that time, references to the combined authority or combined county authority as well as to the council.”

This provides for combined authorities and CCAs to have joint transport functions with county councils within their area until they have completed their first financial year, and thereafter to hold those functions alone.

Amendment 103, in schedule 9, page 153, line 13, at end insert—

“19A In section 93 (travel concession schemes), after subsection (8) insert—

‘(8A) A county council or a council of a non-metropolitan district is not a local authority for the purposes of this section where—

(a) the council is a constituent council of a combined authority or a combined county authority (and here “constituent council” has the meaning given by section 104(11) of the Local Democracy, Economic Development and Construction Act 2009 in relation to a combined authority and section 10(11) of the Levelling-Up and Regeneration Act 2023 in relation to a combined county authority), and

(b) the combined authority or combined county authority has completed its first full financial year.’”

This removes certain jointly held travel functions relating to travel concessions from constituent councils of a combined authority or CCA once the combined authority or CCA has completed its first full financial year.

Amendment 104, in schedule 9, page 153, line 18, at end insert—

“(d) after subsection (3) insert—

‘(4) The power under subsection (1) does not apply to a county or district council where—

(a) the council is a constituent council of a combined authority or a combined county authority (and here “constituent council” has the meaning given by section 104(11) of the Local Democracy, Economic Development and Construction Act 2009 in relation to a combined authority and section 10(11) of the Levelling-Up and Regeneration Act 2023 in relation to a combined county authority), and

(b) the combined authority or combined county authority has completed its first full financial year.’”—(Miatta Fahnbulleh.)

This removes the power in the Transport Act 1985 of constituent councils of a combined authority or CCA to provide travel concessions once the combined authority or CCA has completed its first full financial year.

Question proposed, That the schedule, as amended, be the Ninth schedule to the Bill.

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[Miatta Fahnbulleh]

Mayors will be given new powers in relation to planning applications of strategic importance, in order to help them to shape the strategic development in their area. The Secretary of State and the Mayor of London have long had the power to intervene and call in planning decisions; we want to ensure that mayors across the country have the opportunity to do the same. This will help to decentralise decisions away from Whitehall—something that I know all Committee Members are keen on.

Clause 31 introduces schedule 11, which works alongside schedule 12, which is inserted by clause 32. The schedules expand existing Mayor of London powers in sections 2A and 74(1B) of the Town and Country Planning Act 1990 to give mayors outside London the ability to call in or directly refuse applications. Schedule 11 also amends section 2A of that Act to allow call-ins when the local planning authority is a mayoral development corporation.

The powers will apply only to the most significant developments that have the potential to raise genuine strategic planning issues—for example, large-scale housing and commercial developments, or significant development on protected areas such as the green belt, which could have a bearing on the implementation of the area’s adopted spatial development strategy. Mayors will be able to intervene only where applications meet thresholds set out in secondary legislation.

The Government have made clear the importance of getting a spatial development strategy in place, so we will legislate so that a spatial development strategy must be in place before the powers can be used. We will consult on legislation before bringing the powers into force. I strongly emphasise that local planning authorities will continue to make decisions on the vast majority of applications without recourse to the mayor.

Finally, the new powers will not affect the well-established arrangements that have been in place in London for more than 15 years. We are, however, engaging with the Mayor to improve the process in order to support greater housing delivery in London, which I know the hon. Member for Ruislip, Northwood and Pinner is very keen on.

[David Simmonds]

I rise to ask some brief questions of the Minister, perhaps starting with the last point, about where there is a conflict. London is a good example. The Mayor’s total failure to achieve the housing targets set by central Government is creating a knock-on pressure at local authority level. We know that, in trying to unlock developments, the Government are currently engaged in discussion about significantly reducing the target for affordable housing. There is the potential for call-in powers to create a conflict with the housing duties of the local authority against its overarching objectives. I can think of places in or close to my constituency—a good example is Hendon circus, where 27 years ago I chaired a planning committee that granted consent. That is still a derelict site, despite multiple interventions with the Mayor of London, because it has basically been ping-ponging between developers. We need to make sure that this legislation has rigour and will actually deliver.

Will the Minister provide some assurance that an effective mechanism will be in place? It is all very well talking about mayoral powers to direct planning authorities, but we often see a mayoral failure to progress developments, to the frustration of a planning authority. How will we ensure that there is that rigour, so the homes for which planning consents are granted actually get built?

[Siân Berry]

I, too, have much experience of the London system of planning—of putting together the London plan and its implementation through strategic planning applications. I have a couple of things to say.

First, as alluded to by the hon. Member for Ruislip, Northwood and Pinner, we have heard alarming reports today that the well-worked-through, evidence-based requirements that were put into the London plan may be undermined by an unclear process. We would like assurance that once the processes are carried out—once local people have engaged and many local authorities have given evidence in respect of a plan and some policies—the policies are kept in place and used by the mayors who have gone to so much trouble. We hear rumours of CIL holidays and other really worrying things. I will not ask for answers on that now, but we will discuss the community infrastructure levy later.

The issue I want to raise is the transparency and clarity of the online information that accompanied the Mayor of London carrying out his strategic planning responsibility in respect of individual planning applications. As an expert user of that online information in the past, I know it is vastly worse than what is commonplace and very good from most local authorities. One does not get easy access to the accompanying documents or other people’s comments as they come in; they can be incredibly useful in local authority planning applications. By contrast to the national infrastructure planning process, the documents associated with the planning application are not published and the timetable is not necessarily available. I had endless trouble while trying to scrutinise and take part in the process.

I beg the Minister to look at putting in place a more standardised way of making the planning applications that are intervened on by mayors, and the process that happens, more transparent. It should match either of the other two planning levels we have. At the GLA end of things, it has not been very good.

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[Miatta Fahnbulleh]

I recognise the intent behind the amendment, but we cannot accept it. In any planning process, constituent authorities will be fully consulted and engaged. Ultimately, the implementation of a local transport plan or of transport decisions that are made through a mayoral development order will require engagement and work with the constituent authority, so the process will be one of consensus. In the broad majority of cases, we expect to see that consensus. Indeed, where we currently see collaboration across boundaries, consensus is what is driving decisions across those boundaries.

However, we recognise that there will be occasions when consensus cannot be reached. It is absolutely right that mayors can then refer the case to the Secretary of State and the Planning Inspectorate, to be assessed on its planning merits. The ability to make a referral to the state and the Planning Inspectorate is a standard feature of the planning process, even for local authorities, and we think it is right that it operates. I come back to the point that, ultimately, to implement big schemes, constituent authorities need to be brought in and to be part of the implementation. Finding consensus is not only what happens in practice but the spirit in which we expect mayors to work. This provision is but a backstop.

[David Simmonds]

I listened carefully to the Minister. We have great sympathy with the amendment. One of the concerns that has run throughout this debate and that on the Planning and Infrastructure Bill, with which this legislation interacts, is that it complicates the planning system still further. My earlier example illustrates that well: a developer applies to the local authority and gets consent for something; it comes back for something larger, but is refused; it goes to the planning inspector, gets consent for something else; it puts in another application, going to the mayor and getting the chance of going to a Secretary of State call-in; and then the developer sells the site, and the whole process starts again. No homes are built and no infrastructure is delivered, but value is added from the developer’s perspective, because it has traded the site on.

There is clearly a risk to introducing that extent of mayoral call-ins as well. They will provide massive incentives for a developer at every stage to second-guess the decision maker, whether that is the planning committee at the local authority, the mayor, the planning inspector or the Secretary of State, continuing the merry-go-round of the 1.5 million planning permissions in England at the moment where development has not commenced. In many cases, that is because of that trading process.

We are minded to support the amendment. I appreciate that the Government have the numbers and we will be defeated, but the point is well made: we need to streamline the system, not add to its complexity and bureaucracy in this way.

[Miatta Fahnbulleh]

The Government agree that we need to streamline and simplify the planning process, making it much quicker and smoother. I will again put on the record that the previous Government had 14 years to do that, but they absolutely, categorically, failed to do so. We are now getting on with it, and my colleagues in the Department have taken the Planning and Infrastructure Bill through the House. Hon. Members on the Conservative Benches should not want to be talking about their record, because they should be ashamed of it.

On the key point about adding another level of complexity, I point hon. Members to the fact that the measure applies only to strategic sites. The planning system will operate as usual, with local planning authorities having the key remit to drive things forward. This provision is for strategically significant sites, partly because of their scale or because they are critical to the strategic development plan.

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[Manuela Perteghella]

The amendment would require mayors to ensure that planning approvals are consistent with the strategic spatial energy plan and the land use framework for their area. I want to tell the Minister that this is a friendly and collaborative amendment. We want development to be coherent with energy policy and land use. That is important, especially in rural areas that are off grid, or in areas vulnerable to flooding or with protected landscapes, for example. Without the amendment, decisions about housing, infrastructure and new settlements can be made without proper reference to energy needs, grid capacity, or wider environmental and land use priorities. In our view, that would be a great mistake. We have the chance to improve the Bill here.

The strategic spatial energy plan and the local area energy plans set out how an area intends to meet its energy demands and, most importantly, to decarbonise its supply and deliver the infrastructure needed for the transition that we all want to see to net zero. The land use framework also provides a strategic view of how land is allocated to balance the needs of housing, agriculture—in my constituency—and businesses. Education and skills are also important, including adult education, as are transport and so on.

By requiring mayors to check that development applications are consistent with the strategic frameworks and any strategic visions, the amendment would ensure that short-term decisions are made with a strategic mindset and a long-term vision, taking into consideration our national commitments to sustainable growth, sustainable energy, net zero targets and local priorities in a given area, which could be the visitor economy, agriculture, business and so on.

Like the other amendments that the Liberal Democrats have tabled, the amendment would strengthen local voices in decision making. Our local energy plans and land use frameworks are documents and visions that are made by consulting local people. The frameworks have been developed through public consultation and partnership with local councils, businesses, residents and, as I have mentioned before, town and parish councils. Those efforts should be recognised and embedded in the Bill.

The amendment is pragmatic and constructive. It would not remove any powers from mayors, but only ensure that those powers are used in a way that respects local frameworks and national targets, and supports the needs and interests of our communities.

[David Simmonds]

I shall speak to amendment 304, which stands in my name. I would like to think that it is one of those amendments that the Government will adopt, if they are wise, because it would do something practical towards the delivery of a higher level of housing through the Bill.

Despite the provision of very large amounts of capital funding by the previous Government, the Mayor of London has been a case study in the failure to deliver. There will be complex reasons in the wider market why it has been a challenge, but the previous Government delivered just shy of a net additional 1 million new homes over the life of the previous Parliament, in line with the target. Since then, house building has collapsed. Partly that seems to be because operators in the market—big developers and house building companies—are looking at the Bill and seeing opportunities to increase the potential value of their sites by arbitraging between all the different layers of bureaucracy, rather than delivering homes.

However, many of our constituents look at areas that have good PTAL—public transport access levels—scores, and so an ability to access effective public transport, as offering a high degree of opportunity. The Opposition’s view is that we should prioritise sites like that, which in some cases are quite close to securing planning consent, because of their ability to densify our urban centres. In London and other big cities, such as Manchester, where we had our recent party conference, we see examples of this approach delivering large amounts of additional housing in city centre areas. It contributes to growth, to housing delivery and to the economy of those local areas.

For all those reasons, the amendment is positive, so I hope that the Government will accept that it would add significant value to the Bill. I look forward to the Minister’s response.

[Paul Holmes]

I echo some of the words of my hon. Friend the shadow Minister, and I want to talk briefly about one of the things I feel particularly passionate about in planning: the densification of our urban centres. I spoke at a number of events at Conservative party conference where I advocated for it, as my hon. Friend has, as well as speaking about where we did not get it quite right when we were in government.

I am the first to say that we did not come down as hard as we should have on many speculative developments on green spaces, both in my constituency and across the country. We lost a lot of the ability to regenerate some of our urban centres, which is a fortunate and necessary by-product of unlocking some of the sites in our urban centres, as amendment 304 is intended to do. Our urban centres are where many of our younger people want to live. There is a connectivity already. The infrastructure exists, although I am the first to say that much of the infrastructure in our urban centres needs to be improved. That is where our younger people, our more mobile people, our entrepreneurs and those who want to make a success of their life, particularly in tech centres and economic centres, want to live; but, unfortunately, that is where the higher-priced properties are.