English Devolution and Community Empowerment Bill

Debate between Joe Robertson and Siân Berry

Report stage
Monday 24th November 2025 Commons Chamber

[Siân Berry]

I, too, was pleased to sit on the Public Bill Committee, but sadly I cannot spare the time to review everyone’s performance, so I will get straight to the point.

My amendments for new combined authorities in parts 1 and 2 of the Bill include amendments 91 to 93, which add action on poverty and socioeconomic inequality to the areas of competence of new mayors in clause 2. The Government have promised again and again to enact part 1 of the Equality Act 2010 in respect of a socioeconomic duty for England. If that were done, these duties would need to be created in the Bill. To leave them out for brand new authorities is such a gap, and I find it hard to understand why the Government are resisting. I hope that either this will be taken up in the other place and debated again or the section will be enacted for England imminently, such that it has to be done through Government amendments there. I would like to hear that promised by Ministers today.

I mainly want to focus on and propose my new clause 29. This would help every new mayor support the principles in the Climate Change Act 2008 in a fair way. The Climate Change Committee has noted the yawning gap between national ambition and local action, and the Local Government Association has called for that gap to be closed through the Bill. We need every mayor agreeing on the action they will take—their fair contribution to national targets—and being empowered to deliver for our crucial carbon budgets and lifesaving climate resilience.

My new clause would also help every new mayor to support the principles in the Environment Act 2021 for nature protection and restoration, and action on pollution, wildlife and the ecosystem that is our only home. It would also help every new mayor to support the principles in Ella’s law, the Clean Air (Human Rights) Bill. The Bill awaits Second Reading and comes from cross-party work with campaigners from the Healthy Air Coalition and Rosamund Adoo-Kissi-Debrah, the mother of Ella, whose death from asthma was the first to be recorded as due to air pollution.

New clause 29 is supported by the UK100 group of local authorities, the Climate Emergency campaign, the Better Planning Coalition, Wildlife and Countryside Link, the Healthy Air Coalition, Friends of the Earth and a host of others. An open letter has been signed by over 450 local councillors from all parties and by council leaders. Hundreds of businesses have written in more than once to Ministers and many of our constituents have been contacting MPs, too. I am very grateful to every hon. Member, cross party, who has signed it. The case is clear. I intend to press new clause 29 to a Division, so that we can, on all sides of the House, vote for the climate, nature and clean air duties that are so vital. I hope that the Government will pledge clearly today to introduce them all as full duties at the next stage in the other place.

In Committee, I also worked with campaigners to fill a big gap in health determinants set out in the Bill, to which new mayors would have to plan action under clause 43, the health improvement and health inequalities duty. The Government left out of the Bill any environmental impacts on health. I argued strongly for that in Committee and have again tabled amendments 87 to 90 to fix that. I am pleased and grateful to see that Ministers have listened to the evidence and added their own Government amendments 116 to 118 naming environmental factors, including air quality and access to green space and bodies of water as the health determinants they are.

However, my original amendments have not been withdrawn, as they spelled out that environmental factors should also specifically include water pollution and land pollution. This would have brought the goals of Zane’s law into the work done by new mayors to document and plan strategically to avoid horrific problems with contaminated land of the kind that led to the sudden death of Zane Gbangbola, when floods brought poisoned gas from contaminated landfill into his home in Chertsey in Surrey. I would like to hear explicitly from the Minister today that the phrase “environmental factors” in the new Government amendments includes that kind of contamination, and that the amendments therefore bring parts of Zane’s law into the Bill.

Finally, I want the Minister—and the Lords in the other place—to look seriously at the need for amendments 159 and 160, which aim to ensure that the local growth plans from new mayors will help protect culture in a strategic way. I have worked with the Music Venue Trust on the amendments, and its annual report each year makes awful reading, as our grassroots music venues suffer and close due to business pressures, unfair business rates valuations and planning and licensing issues. Those issues could be tackled effectively using the new strategies and powers of combined authorities and mayors.

The amendments cover not just music but cultural and community spaces of all kinds, including theatres and other performance venues. I believe that all areas of the country will benefit from the amendments being added at a future stage of the Bill.

[Joe Robertson]

I draw attention to my entry in the Register of Members’ Financial Interests, in that I am a serving Isle of Wight councillor. I want to speak to new clause 48 in my name and new clause 39 in the name of my hon. Friend the Member for Gosport (Dame Caroline Dinenage). The two new clauses seek to do similar things.

I thank Members across the House who have signed new clause 48, not only Opposition Members but those on the Government Benches, as well as from the Liberal Democrats and the Greens. It is my position that this support shows that new clause 48 is an objectively reasonable amendment to seek. It is about the principle of fairness: it ensures that the ferry services that connect communities all over this country of islands connect those islands, and the communities that live close to bodies of water, including rivers, under the same fare framework that trains and buses operate under.

New clause 48 sits in the following context: for generations, for decades, there has been a political consensus that train operators, whether they be state providers or private businesses, operate under a framework of regulation and licensing, and that Government have a say in how train fares and timetables are structured. The same goes for bus services. Indeed, even trains and buses in the private sector have, to a greater or lesser extent, been subsidised by the public purse.

Ferry providers in this country sit outside that consensus of regulation and licensing in public transport, so there is no comprehensive regulation that sets down how ferry operators may work. That has led to my constituents on the Isle of Wight relying on privatised, unregulated, unlicensed, foreign-owned, debt-laden companies for essential travel. Those companies are so profitable that they are regularly exchanged from private equity group to private equity group, including the Canadian pension fund. That is because private equity understands that it is a predictable form of income generation, as the service users—Isle of Wight residents—have no alternative but to use the ferry companies they control.

There is no effective market, as the private sector operates properly only when there is competition. However, the bar to entry into the ferry services market is so high—a company would need to buy land and ferries, and ensure compliance with all maritime law—that there is no alternative to the existing providers. I use my constituency as an example. One provider, now called Wightlink, used to be part of British Rail, when British Rail was a public service; the provider was unfortunately sold off without any obligation on it, and it is private equity investment that has benefited from that.

Bus Services (No. 2) Bill [ Lords ] (Sixth sitting)

Debate between Joe Robertson and Siân Berry

Committee stage
Thursday 3rd July 2025 Public Bill Committees

[Siân Berry]

Let me clarify. Absolutely not: the hierarchy starts with people who are on foot or wheeling, and it moves down, via cycling, with motor vehicles at the bottom.

I would like to read out the evidence from the London Cycling Campaign. Its design solutions would ensure that the roads are safe, and many of them involve having extra space. The evidence sets out that

“extra space could also mean wider pavements, better sightlines”,

for cyclists who need to give way and

“less fraught interactions at floating bus stops between different mode users.”

The London Cycling Campaign argues that we should

“ensure bus services, walking, wheeling and cycling all get appropriate priority and capacity in funding, design guidance and on the ground in terms of physical space. And that likely means being more willing to reduce space and priority for private motor vehicles in more locations.”

That hierarchy is what I referred to. Where things are really difficult, it may be the right solution in a lot of cases to keep the bus on the main carriageway and make the other vehicles wait. However, that is for the design guidance. None of us is a traffic engineer—unless a Member wants to interrupt and point out that they are. That guidance must be produced in consultation with disabled people, particularly those who are blind or partially sighted, and it must also have the hierarchy in mind. Those designing the guidance should be much more willing to take space away from vehicles and to keep buses on the carriageway, if that is necessary to provide sufficient space to ensure that the roads are safe and accessible.

[Joe Robertson (Isle of Wight East) (Con)]

It is a pleasure to serve under your chairmanship, Dame Siobhain. I rise to talk briefly about floating bus stops and therefore new clause 47. Floating bus stops exist not least to help with the flow of cyclists, and I support that aim, but they present challenges for the safety of pedestrians, particularly those with disabilities. As ever when it comes to sharing the highway, pavements, and areas in and around bus stops, everything is a balance. It is about satisfactorily mitigating the risk.

The challenge with floating bus stops relates particularly to people with disabilities. Of course, cyclists have a responsibility not to hit people, and the vast majority of cyclists are safe users of roads and cycle lanes. Some people, not everyone, have a slightly old-fashioned—I might say ignorant—assumption that somebody with a disability will be very visible, and that it should be obvious to cyclists that they need to take special care. That is simply not the case. That is an old-fashioned, outdated and, as I say, in some cases ignorant view. Disabilities, including physical disabilities, can be very hard to identify.

I would support the prohibition of new floating bus stops, and I support all the elements of new clause 47, which is about safety and about recognising the challenges, particularly for those with disabilities. We need to get this right. I urge the Government to support the new clause.

Bus Services (No. 2) Bill [ Lords ] (First sitting)

Debate between Joe Robertson and Siân Berry

Committee stage
Tuesday 24th June 2025 Public Bill Committees

[Siân Berry (Brighton Pavilion) (Green)]

It is a pleasure to serve under your chairship, Sir Roger. This is not my first Public Bill Committee, but I will certainly benefit from your guidance on the particulars of the proceedings.

In general, I am a big fan of the Bill. I am a bus person at heart. Wherever I go in the country, I make a point of taking the buses—I take notes and sometimes write to local councillors. That is how passionately I feel about this. The good measures in the Bill need to be backed up by clause 1, which was added to the Bill in the other place. The Bill has come from the other place in very good shape, and the clause is part of that.

I worry about what the move from the Government to strike out the clause portends for the rest of the Committee proceedings. Is it the sign of real commitment that the bus services deserve? Is it a sign that we will see high-quality, reliable, frequent, high-performance, accessible bus services for the whole country? The Government should explain more why they want to remove this very good clause.

I support new clause 22, tabled by my Lib Dem colleagues the hon. Members for Wimbledon and for North Norfolk. It would extend a stronger duty, including an accountability, to local transport authorities. Empowering local authorities is great, but those who need buses—those who struggle with car dependency and cannot reach essential services—need the good measures in the Bill to be backed up by both those duties and real funding as soon as possible.

[Joe Robertson]

It is a pleasure to serve with you in the Chair, Sir Roger.

I rise to endorse the comments made by the shadow Minister, my hon. Friend the Member for Broadland and Fakenham, and to draw further attention to an issue with new clause 22: placing duties on local authorities without money coming in. Central Government are very good, and have been for decades, at requiring things of local government, which naturally leads to increased costs on councils to deliver the relevant duties and comply with the law, but councils do not automatically—in fact, very rarely—get money to go towards complying.

The duties set out in the new clause seem obvious. Subsection (1) says:

“It is the general duty of any relevant authorities overseeing bus operations to promote bus services in their jurisdiction.”

Subsection (2) has paragraphs (a) to (g). I will not read them all out, but paragraph (a) says that authorities may consider

“the potential benefits of making bus services economically competitive with other transport options”.

There is also a requirement to report every two years. That looks laudable. One would hope it would lead to better bus services, but it would place a cost burden on local government without money coming to every local authority. That is my concern: placing duties without accompanying finance in all cases. That is why I have difficulty with new clause 22, although I appreciate the intention and sentiment behind it.