Levelling-up and Regeneration Bill

Lord Berkeley Excerpts

2nd reading
Tuesday 17th January 2023 Lords Chamber

[Lord Berkeley (Lab)]

My Lords, it is interesting to follow the noble Lord, Lord Haselhurst, and his comments on levelling up. I have some doubts about what we mean by levelling up. You can look at it from a geographical point of view, as my noble friend Lady Lister said, but the Built Environment Select Committee, on which I sit on with the noble Lord, Lord Haselhurst, has been trying to get from Ministers a definition of what government investment goes into different regions of the country, and it does not seem to exist. Therefore it is very difficult to come up with what we should do and where if we do not know what the data is to start with.

I suppose my definition of levelling up is basically that we have somehow to deliver the basic needs of jobs, housing, local facilities and the quality of life. The noble Baroness, Lady Watkins, and the noble Lord, Lord Teverson, talked about the south-west, which is where I too live. We have serious problems getting workers, housing them and providing the right education, as the noble Baroness, said, for the high-tech jobs which are currently on offer, as well as for more mundane but equally important things, such as welding and things like that. I was struck by the lack of affordable housing found by the University of the West of England. It says that each year the greater south-west needs 17,000 new affordable housing units and only 4,159 were completed last year. Homes for the South West of England has concerns about the absence of affordable housing. We discussed this in the committee. Where do lower-paid people work? Are they supposed to sleep on a park bench so that more people can have Airbnb? I do not know what the answer is, but it needs sorting out.

Another issue on quality of life is quite important for people who are working hard and have problems with whistleblowers. Can the Minister say whether the Government will support the Private Member’s Bill of the noble Baroness, Lady Kramer, on the protection of whistleblowers—I am a member of the all-party group on that—because it covers environmental issues, immigration, food processing and shipping as well as transport and health. It would make people much happier if there were an office of whistleblowers as the Bill suggests.

There is a lot about planning in the Bill. The Walking and Cycling Alliance, of which I am a member, has proposed in the Commons that there needs to be

“a planning system fit for people, nature and the climate”

so these need to be built into planning policies and decision-making to embed walking and cycling and the rights of way networks in local planning authorities’ development plans. It appears that the Government do not think this is necessary because it is all going to be in the National Planning Policy Framework, except that it is not. I shall probably propose an amendment in Committee to consider how this could be inserted, because it is vital to quality of life, net-zero transport and everything else that comes with it.

My final comment is that I think the biggest failure of the levelling-up agenda is HS2, which noble Lords have heard me speak about before. It is going to attract more people and the economy to the south-east at a cost of £161 billion. That is a lot of money, and that excludes a new station on the great western line for £7 billion, although I suppose that is a detail, and a three-year delay at Euston. Why is the funding not going to infrastructure in the north to help improve the railways and other infrastructure there and in the Midlands? Very few people used the railways in those areas even before the strikes. If the Government want to splash £161 billion on this white elephant, it is time they explained to those using food banks and in queues for hospital treatment where the money could be better spent, because in a levelling-up agenda it could be very much better spent in the regions, and that would be much easier again if the regions were given autonomy to receive money and funding and to spend it as they saw fit.

Levelling-up and Regeneration Bill

Lord Berkeley Excerpts

Committee stage
Monday 27th February 2023 Lords Chamber

To bring us back to the specific amendments, Civil Service appointments are already subject to the requirements of the Constitutional Reform and Governance Act 2010, so it is unnecessary to seek to create further statutory processes around this. Legislating in this way with regard to Civil Service roles would be disproportionate and unnecessary. Therefore, I ask the noble Baroness to withdraw Amendment 51. I hope that what I have said has been reasonably helpful and that she will not feel that she must move Amendment 52.

[Lord Berkeley (Lab)]

My Lords, I have listened to this debate very carefully. The noble Lord, Lord Scriven, talked about Yorkshire, which he clearly knows well. Apparently, this new director will be based in Leeds. Several times “the north” was referred to—but does “the north” include west of the Pennines or is that a different area? What is the geographical boundary of these things, or is it still fluctuating?

[Earl Howe (Con)]

It is open for decision. We want to see local areas taking the initiative themselves. Where there is a functioning economic hub, for example, or a whole county, they may wish to apply for CCA status, but it is up to them to make those decisions. One can talk in general terms of “the north”, but until we know that the appetite is in those northern areas for taking advantage of the opportunities that we are trying to create, I cannot be more specific.

[Lord Scriven (LD)]

For clarity, the issue with Mr Whiting, to whom I referred, is that, as the Minister helpfully said, no regional director has been appointed so far. However, Mr Whiting describes himself as a regional director for the north and not for a particular region. Therefore, it is important that, when the Minister writes to me, he clarifies exactly what Mr Whiting’s role is and how it fits with the regional directors.

[Lord Berkeley (Lab)]

My Lords, can he also clarify the geographical area for which he is responsible?

[Baroness Hayman of Ullock (Lab)]

My Lords, I agree that it would be very helpful, because it is a bit confusing at the moment to know exactly what is what. I would appreciate that.

I thank the noble Lord, Lord Scriven, for his support of Amendment 51. On Amendment 52, I am not entirely sure that I agree with the appointment of directors. The point of the amendment is to get a better understanding of exactly what is happening, what the timescales are and what is expected of them, then to be able to make a proper assessment of exactly what we think about this policy of directors. It is quite difficult to have a proper position on it if you do not know what is going on and what sort of people are likely to be getting the jobs. It would be extremely helpful if the Minister could write to us around any appointments that might be in the pipeline to give us a better understanding of how it is all working and what the timescales are.

While we are on Amendment 52, the Minister said that the recruitment process was being reviewed. When he writes, it would be good to understand what that means. Has there been any process so far? Are they liaising with the sector on how recruitment might best be done and on the timescales? I know that the Minister cannot give us any further information on that today, and he may not have a lot to put in his letter, but if he could give us as much as he possibly can, so we know where we are as we move forward through the scrutiny of the Bill, it would be extremely helpful.

On Amendment 51, again I thank the Minister for agreeing to write to me with more clarification around these matters. It is extremely helpful to have that. I am pleased that he agrees with us that developing skills in-house is important and that we must not have wasteful expenditure in departments. Again, the way forward is to stop it happening and to invest more in people. I thank him for his response, and thank the noble Lord, Lord Scriven, and my noble friend Lord Berkeley, for their contributions. I beg leave to withdraw my amendment.

Levelling-up and Regeneration Bill

Lord Berkeley Excerpts

Committee stage
Monday 13th March 2023 Lords Chamber

My final point is that there is a great deal for the Government to consider if they are to have any chance whatever of meeting their mission on transport. We believe that our amendments make some sensible suggestions. I beg to move.

[Lord Berkeley (Lab)]

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

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

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

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

[Baroness Randerson (LD)]

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

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

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

--- Later in debate ---

[Earl Howe (Con)]

If the noble Baroness will allow me, I will write to her on that, because I do not have an answer that would satisfy her in my brief.

Amendment 96, tabled by the noble Baroness, Lady Hayman, would require combined county authorities to notify the Secretary of State of any plans to begin a local travel survey within 30 days of being transferred functions under Clause 19. There is no legal requirement surrounding a combined county authority’s use of local travel surveys. Creating a legal requirement on CCAs for the reporting of their use within 30 days to the Secretary of State would, I suggest, place an unnecessary burden on CCAs, relative to the benefit.

Noble Lords may be interested to know that the Department for Transport conducts a national travel survey. We would expect CCAs to conduct further work locally to gather evidence in developing their local transport plans. However, we feel that mandating the use of local surveys in this way would be disproportionate, so I am afraid we do not feel we can accept this amendment.

I turn to Amendment 97, tabled by the noble Baroness, Lady Taylor of Stevenage. It would allow the Secretary of State to make regulations to confer on a combined county authority a power to designate railways, bus routes and cycle paths as key routes. The purpose of a CCA designating a route as part of its key route network is to enable the mayor to direct local councils in how they should use their powers as the highway authority for that route, if they are not carrying out actions agreed under the local area transport plan. For example, a combined county authority mayor might direct local authorities to build a particular bus lane on part of the key route network, which would have strategic, area-wide benefits for the CCA as a whole.

CCAs will already be able to designate bus and cycle lanes that form part of a highway in their area as part of the key route network under the existing Clause 22. The powers that local authorities have as highway authorities do not extend to railways, so allowing CCAs to designate them as key routes would have no effect on their operation. Given that CCAs will be responsible for the local transport plan for their region, we would expect them to identify their key transport routes and plan how to manage these, including railways.

Amendment 98, tabled by the noble Baroness, Lady Taylor, would enable the Secretary of State to confer a power on a combined county authorities to designate their area’s transport infrastructure as in need of regeneration. I would like to reassure her that, once established, combined county authorities, like existing local authorities, will have multiple means through which to petition the Government for improved transport infrastructure for their region. For example, Network Rail is responsible for maintaining the railway and for any renewals to ensure a safe and efficient-running railway. When it comes to enhancements being sought for railway improvements, we follow the rail network enhancements pipeline policy, which sets out how areas can engage with government on rail improvements.

On local roads, the Department for Transport provides local highways maintenance funding through the highways maintenance block and the potholes fund, which provide annual funding for eligible local highways authorities, including future combined county authorities, to locally prioritise investment in local roads and associated infrastructure, such as bridges and lighting columns. The Department for Transport will also maintain regular contact with combined authority areas, which will provide ample opportunity for areas to make the case for transport infrastructure improvements.

[Lord Berkeley (Lab)]

I am grateful to the Minister for what he said about roads and railways, and the control and leadership—if you can call it that—that the Department for Transport has in the pipeline, as he calls it, and everything else. However, I have seen examples of where Network Rail has been unable to paint the railings in one station because it had to go to the Treasury for approval. My noble friend’s amendments are designed to give some local control and accountability, rather than having everything controlled by the Treasury and the Department for Transport, who clearly think that they know best about everything, but some of us have our doubts.

[Earl Howe (Con)]

Well, I note the noble Lord’s scepticism, which is long-standing, and can only say that I will relay his comments to the appropriate quarter.

I hope that the explanations I have given will be helpful to noble Lords opposite and that the noble Baroness, Lady Hayman, will feel able to withdraw her Amendment 92. As always, I would of course welcome conversations outside the Chamber if she feels those would be useful.

Levelling-up and Regeneration Bill

Lord Berkeley Excerpts

Committee stage
Wednesday 22nd March 2023 Lords Chamber

This is not the stuff of simple arithmetic. The Government may be looking hard into all these things but, until we have some qualitative data, going back to the point of the noble Lord, Lord Foster, we will be adrift. We are at risk of making policies that produce an adverse reaction in their target area, because you never know what the intuitive response will be. There will be a disruptive effect, which is avoidable. There is a sensible way and a disruptive way of doing this. I hope we take the former route.

[Lord Berkeley (Lab)]

My Lords, it is a pleasure to follow the noble Earl, Lord Lytton, who was a member of the Built Environment Committee when we discussed this issue. I am very grateful to the noble Lord, Lord Moylan, for his excellent introduction; I agreed with probably most of what he said, which is quite unusual for me.

There is a housing problem. We are here to talk about the short-term issue and the relationship between supply and demand, the short-term issue and location, as other noble Lords have said. It comes back to the question of where the workers—the term is a little insulting—the people who need to live locally, will live. It varies across the UK. As noble Lords will know, I live in Cornwall and sometimes on the Isles of Scilly. I have a bit of data from Cornwall Council that puts this into perspective. According to the council, we have 13,292 second homes in Cornwall. I am not sure how that was measured or how you define a second home, which is partly what we are talking about now, but that is a pretty high figure.

On the question of where people might live, the same council and its deputy leader have said that there are 6,000 affordable homes in Cornwall which have planning permission, but only 600 are being built. One has to ask why. Is it that the developers are waiting for a year or two so that they can get a better sale price, or what? We need that information.

The noble Earl, Lord Lytton, said that he did not have any evidence of people being kicked out of their longer-term lets for Airbnb, but there was evidence of this in Plymouth in a local paper article about six months ago. It named the person—I think—and where it took place. It involved a man who was working in some local authority role. He had been there for many years, but one day his landlord, who lived downstairs or upstairs in the house, gave him notice to quit, because he said he was going to sell it. So, the tenant had to leave. I do not know whether he found anywhere else; history does not relate. However, he did keep an eye on the property, and six months later he found it advertised on Airbnb. Whatever the rights and wrongs of this, it is keeping the availability of accommodation—both affordable and unaffordable homes—in a pretty nasty state wherever this happens. I recall asking the Airbnb witness, when he or she came to our committee, whether they felt it would be all right for somebody to be kicked out like that and for the council worker to sleep on a park bench—that was his alternative. I did not get much of an answer; I did not really expect one.

There is a problem here, but it is only in some places, as other noble Lords have said. There are other places where it is probably not necessary to have legislation, and that is the purpose behind Amendment 441. For me, the most important thing is to have the ability to register these properties when the local authority believes that it is necessary. So, I favour “permitting” in Amendment 441, but if the Government think that it is essential around the whole country, we will have to look at this again.

My worry about Amendment 443 is the inclusion of “90 days” in the definition of a short-term rental, but as the noble Lord, Lord Moylan, said, this a probing amendment. It is easy to ask: would this apply to a rental if it is let for 90 days, or if it is available for let for 90 days? Who is going to check? It is a bit difficult to define something which will probably cover the whole country—ditto my comments about Amendment 444. That amendment talks about one room in a house, which sounds fine. If you have a three-bedroom house and you let one, that sounds fine. However, there may be people who then build a bigger house in order to let multiple rooms—I do not know how many; it could be three, four, five or six—and make a lot of money out of it, and they could get away with it because it is a series of single rooms. All these special exclusions could make it more difficult for this legislation to work.

The amendments tabled by the noble Lord, Lord Foster, are absolutely essential. This is one of the things we discovered with Airbnb, as the noble Lord said: it does not have to comply with any of these regulations. Fire and safety are fundamental to any property that is let. I know many people who run holiday lets, and they moan like anything that they have to get all these certificates. But if you have rented something, whether it is for a week, a day or a year, you still expect the same level of safety. It is amazing that people think they can get away with not having this.

Some noble Lords will have met the people doing the R&R, who told us what is going to happen with the restoration of this building. My first question to them was, “And what are you doing about fire extinguishers, fire monitoring, and extinguishers in the roof in particular, after Notre-Dame?” They said, “Well, that will come later, when we’ve decided what to do and started the work”. We all know that the most likely time for an old building to catch fire is when the contractors are in. That probably applies as much to lets registered or unregistered with the local authority as it does to this place—which we all love, of course.

In supporting all these amendments, my final comment, therefore, is that it is going to cost local authorities money to do these things. We know that. They must have the money and be allocated the money, and they must be able to spend it on what they like. Everybody will then think that this is all fair and above board, and they will sleep better in their beds at night.

[Lord Stunell (LD)]

My Lords, I am speaking as a former member of the Built Environment Committee; I was a member when the committee’s report was drawn up. I thank the chairman, the noble Lord, Lord Moylan, and his committee clerk for sending me a copy of the letter received by the committee this week, I understand, from the Minister who has accepted responsibility for this issue. It is, as it turns out, the Minister from DCMS. Before I go any further, I say that in a previous debate it was extremely frustrating for the Government Front Bench to reply, “Well, that was a matter for the Department for Transport”, and for no answer to be forthcoming. I hope we will not get into that dead end today, because this is a significant set of amendments on a significant proposal in the Bill. As this debate has already made clear, it has a very clear crossover into the housing market and the availability of housing in many areas of the country.

When the committee commenced its inquiry, it consisted of members with a very wide range of views—from those who had an extremely free-market approach to the housing situation and believed that the market would determine it, to those at the other end who thought that the best solution to our housing problem was a state allocation system. So, we had a very wide range of views in the committee, but we received such convincing evidence during the inquiry that it was not that difficult for us to produce a consensus report. The amendments in the name of the noble Lord, Lord Moylan, are very much exploring with the Government their response to the committee’s report, and I have signed Amendment 441 in particular. The Government’s wording in the Bill is that the Secretary of State can propose regulations “requiring or permitting” local authorities to do something, but the amendment would delete “requiring” so that the Secretary of State’s regulations can only be about “permitting” them.

I am also privy to what my noble friend Lady Thornhill would have said if she had not tested positive for Covid yesterday: “My first major concern is that there are several ‘may’ or ‘must’ statements in the Bill, which could either require or permit action, and there is a world of difference between the two. We are being asked to agree a general principle and accept that there will be additional shorter consultations to bring forward a set of regulations on the details of how such a registration scheme would operate.” My noble friend Lady Thornhill shares my aversion to the Government having unfettered power and, on this occasion, even being able to restrict the time for consultation. The noble Lord, Lord Moylan, has spoken about that. I hope that the Minister, despite being from the wrong department, will be able to tell us what the outcome of that consultation process was.

--- Later in debate ---

On Amendments 441, 443, 444 and 446, tabled by my noble friend Lord Moylan, he has suggested how certain elements of the registration scheme could be designed, and I am grateful for his thoughts on these important questions of detail. As he will have heard, we intend to consult both on the registration scheme and on the potential for short-term let use classes, and we will need to reflect on the responses to those consultations in coming to a view on the matters he has raised. That will of course, as I alluded to earlier, include giving careful consideration to the interaction between the two sets of reforms. Although the Government wish to move quickly in this area, it is also important that we get this right for the affected communities. I look forward to working with him and other noble Lords as we seek to do so.

[Lord Berkeley (Lab)]

I should be grateful if the Minister could clarify a question that the noble Lord, Lord Moylan, and I put: what are the Government going to be consulting on? Is there a document?

[Baroness Bloomfield of Hinton Waldrist]

I will be coming to that in a moment.

Finally, I turn to Amendments 445, 445A, 445B and 447, tabled by the noble Lord, Lord Foster of Bath. These amendments concern the detail of how the registration scheme will operate, particularly in relation to data sharing and the safety of properties. These issues will indeed be explored in the consultation, and a registration scheme will be designed to ensure that all providers of short-term lets are aware of their legal responsibilities to ensure health and safety in their properties. Infrequent use should not mean that short-term lets do not need to meet safety standards, but that issue will be considered in much more detail in the consultation.

The shape of England’s guest accommodation landscape has changed greatly over the past 15 years. Online platforms have enabled greater choice in accommodation for holidaymakers and have brought many benefits to the tourism sector. This proliferation of a new type of guest accommodation has, however, been unregulated, which has prompted concerns including on safety, as my noble friend highlighted. We want to ensure that England continues to provide a safe and competitive guest accommodation offer, while also supporting those who live and work in our local visitor economies.

That is why the Government launched a call for evidence on this topic, as an important first step in understanding how we can ensure we continue to reap the benefits of short-term lets, while also protecting holidaymakers and local interests. This initial call for evidence, which ran between June and September last year, was indeed led by DCMS, as it follows on from previous work that that department did, as short-term lets are an integral part of the UK visitor economy. A report on that call for evidence will be published at the same time as the consultation on the registration scheme, this summer, and I reassure noble Lords that both departments are working together closely because of their shared interest in the scheme.

It has become clear from the call for evidence process that there is a compelling case for introducing light-touch regulation in this sector, and that is what we are intending to do through the Bill. The Government are also introducing a registration scheme for short-term lets through the Bill. The details of how the scheme will operate will be explored through a public consultation, which will be published before this year’s Summer Recess with a view to the register being up and running as soon as possible thereafter. The consultation is intended to flesh out many different aspects of how the scheme would operate, such as what information would be collected, who would administer the scheme, which requirements should be satisfied as a condition of registering and whether any fees would be charged; it will also cover any enforcement powers, which were asked about by an earlier contributor to the debate.

The important matters on safety that noble Lords raised—

Levelling-up and Regeneration Bill

Lord Berkeley Excerpts

Committee stage
Tuesday 18th April 2023 Lords Chamber

[Lord Berkeley (Lab)]

My Lords, I support all four amendments in my colleagues’ names, because it is very important to follow up the housing issue of “small is beautiful”. It comes when we have small builders doing rather more interesting things than some of the big ones. Living in Cornwall, I was particularly surprised by some statistics I got from the county council recently, showing that 6,000 affordable houses had received planning permission but only 600 were being built. I know that it is a timescale thing, and we can go on about that, but it is another example of what many noble Lords have talked about: builders holding things back and going for the properties that make the most money. In my little village of Polruan, there is nowhere for someone who wants to retire from running the shop to go to live. What do they do? They cannot afford to buy, the county council does not really help them very much, but they do not want to leave. So it is very important that we encourage small builders to develop small sites. It might cost a bit more, but it is something that councils must do.

I am particularly keen, as a member of the Built Environment Committee, along with several noble Lords who have been speaking today, to think about the issue in Amendment 504GJA—I think that is right—of a database of rogue landlords. It is a serious problem, and it goes back to the reason why, 30 or 40 years ago, Margaret Thatcher and others wanted everybody to be part of the property-owning democracy—because the rental market was so awful. Now people cannot afford to buy, and the rental market may have got better, but it has not got very much better. We have compared it with the situation in cities in France, Belgium, Germany and other places, where many more people rent, because they are professional people who think it is the right thing to do and do not have to worry about the landlords. Here, there are many too many cases of rogue landlords. I hope the amendment will deliver what it needs to—perhaps it needs a bit more detail before Report, but it is time we put the whole thing on a proper, reputable financial basis so that people feel happy to rent and the renters feel happy to let them. I support all the amendments.

[Lord Best (CB)]

My Lords, I support Amendment 274A on small sites in the name of the noble Baroness, Lady Thornhill. Mine is slightly qualified support, but I am supportive. The amendment has been devised by the innovative people at Pocket Living, a company that specialises in imaginative developments on small sites, which are always difficult to develop. The amendment proposes a fast track through the planning system for smaller operators of this kind working on smaller sites—a quarter of a hectare and smaller—in return for delivering 50% affordable housing in every case.

It is a tempting proposition. We certainly need a boost for SME builders. In their evidence to your Lordships’ Built Environment Committee last year, the Federation of Master Builders explained that the output of SME firms had declined from about 40% of all new homes in the 1980s to around 10% today. One clear reason for this loss of their input has been the time and expense of trying to secure planning consents. My reservation is that the 50% affordable housing offer is not quite so tempting if all the homes are for shared ownership or the 80% of market rents of the so-called affordable rent variety. I would want to see half these new properties being for truly affordable social renting. Then we would have a really exciting proposition from the sector. With that reservation, I support Amendment 274A.

Levelling-up and Regeneration Bill

Lord Berkeley Excerpts

Committee stage
Thursday 20th April 2023 Lords Chamber

Moved by

[Lord Berkeley]

240: After Clause 93, insert the following new Clause—
“Cycling, walking and rights of way plans: incorporation in development plans(1) A local planning authority must ensure that the development plan incorporates, so far as relevant to the use or development of land in the local planning authority’s area, the policies and proposals set out in— (a) any local cycling and walking infrastructure plan or plans prepared by a local transport authority;(b) any rights of way improvement plan.(2) In dealing with an application for planning permission or permission in principle the local planning authority shall also have regard to any policies or proposals contained within a local cycling and walking infrastructure plan or plans and any rights of way improvement plan which have not been included as part of the development plan, so far as is material to the application.(3) In this section—(a) “local planning authority” has the same meaning as in section 15LF of PCPA 2004;(b) “local transport authority” has the same meaning as in section 108 of the Transport Act 2000;(c) a “rights of way improvement plan” is a plan published by a local highway authority under section 60 of the Countryside and Rights of Way Act 2000.”Member's explanatory statement
This new Clause would require development plans to incorporate policies and proposals for cycling and walking infrastructure plans and rights of way improvement plans. Local planning authorities would be required to have regard to any such policies and proposals where they have not been incorporated in a development plan.

[Lord Berkeley (Lab)]

My Lords, it gives me great pleasure to start this day in Committee by moving Amendment 240. I shall also speak to the other amendments in this grouping.

I am very grateful for the support of the noble Lord, Lord Young of Cookham, the noble Baroness, Lady Randerson, and my noble friend Lord Hunt of Kings Heath, who apologises for not being here today. This amendment has the support of the Bicycle Association, Bikeability Trust, British Cycling, Cycling UK, Living Streets, Ramblers and Sustrans. I think you can say that that support basically includes the Better Planning Coalition. Its purpose is to ensure that the various walking and cycling network plans and rights of way drawn up by county councils or combined authorities are incorporated into local planning authorities’ development plans and are reflected in their planning decisions. This would help to safeguard land for new walking and cycling routes or rights of way, including disused railway lines, improve existing routes, and ensure that developments connected with existing or new walking, wheeling or cycling networks with secure development contributions are introduced. This came to a head within the last six months, when National Highways was caught filling in disused railway bridges with concrete to prevent them from being used in the future as footpaths or cycleways, for example. I am grateful that there has been a pause put on that. I hope that it stays a pause, because it was a very stupid decision with no benefit whatever.

This amendment addresses the problems of local planning authorities that sometimes, wittingly or unwittingly, frustrate a higher tier authority’s aspirations for walking, cycling and rights of way by not recording these network aspirations in their development plans. That means that they are not safeguarding the land for these networks or to connect new developments with existing networks for secure developer contributions to implement or upgrade specific routes. There is much discussion going on about all these issues, but it is very important that this covers what is happening now and what might happen in future. The biggest problem is when we have two-tier authorities—county councils or combined authorities, and district councils. In one case, one part of a unitary authority commissioned Sustrans to assesses the feasibility of reopening a disused railway line as a walking and cycling route, while another part of the same authority gave permission for a housing development which blocked the route. There is no point in doing this; it wastes a lot of time and seriously affects the people who want to develop cycling or walking routes.

Local transport authorities have a duty to prepare a statutory local transport plan. They are also responsible for drawing up one or more non-statutory local cycling and walking infrastructure plans. That is all a bit of a mouthful, but really important. Usually it is the same body, but for each one it is required to draw up a statutory rights-of-way improvement plan for its area. We probably all have examples in our own areas of rights of way not being taken very seriously—and we will talk about that later—but all these things need co-ordination.

The Government have argued that our concerns about this lack of co-ordination would best be addressed through the NPPFs, rather than through legislation. My worry is that the current NPPFs, which are still in proposed revisions, mention these local cycling, walking and infrastructure plans only in passing, leaving out the right-of-way plans altogether. This results in developments being granted permission without taking into account the need for walking and cycling or improving these links. I call it active travel—it is a bit shorter. I am sure that the Minister will take this amendment seriously, and I hope that she gives me a nice positive response to it and says that perhaps we can have further discussions and see what happens.

My Amendment 470, on electric vehicle charging, is quite a short amendment. It requires a change to the Electricity Act, for the Government to facilitate or accelerate the rollout of electric vehicle charging points for domestic and commercial customers. We have discussed this in your Lordship’s House quite a few times. A few statistics really worry me, frankly. First, the Government have a target of 300,000 public charging points by 2030, and there is a long way to go before we get there. Interestingly, a Written Answer from the Minister on 29 March to the noble Lord, Lord Taylor of Warwick, stated that the number of installations were 8,600 public charging, 71,000 electric vehicle home charge schemes, and very few electric charge point sockets and grants, while workplace had 15,000.

Another telling Written Answer, to the noble Baroness, Lady McIntosh of Pickering, on 21 March, stated that

“the majority (around 75%) of electric car charging happens at home, as it is often cheaper and more convenient for drivers.”

I am sure that the Minister is right, but the problem is: how many people have home charging? I expect many noble Lords here have home charging, if they want it, but there are an awful lot of people in this country who park on the road and, if they want to charge their cars, they will have to get it off a lamppost.

Another Written Answer from the Minister said that there was no national data on how many lamppost chargers were available. If we do not know how many are available, we do not know who wants them, and we do not know where the public ones are, where do you charge your heavy goods vehicle or coach? Who will fund them? Most important of all, what about the regulation of chargers? There is a lot for the Government to do to meet their target of 300,000 charging points by 2030.

Finally, I support the amendment tabled by the noble Baroness, Lady Randerson, on the same subject. I am sure that she will tell us a great deal more of it. I beg to move.

[Lord Young of Cookham (Con)]

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

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

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

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

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

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

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

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

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


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

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

Paragraph 1.10 of PPG13 said:

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


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

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

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

--- Later in debate ---

Finally, I turn to Amendments 470 and 486, which look at the future of electric vehicles. I am very concerned that the charging infrastructure is already developing with inbuilt inequality. The noble Lords, Lord Berkeley and Lord Young, raised very important issues. I will not repeat the details and statistics given to us, but I would say to the noble Lord, Lord Young, that, as well as standard rate and fast chargers, there are also rapid chargers. He has pinpointed a key issue: the level of awareness among all of us about the difference in the provision from one area to another.

[Lord Berkeley (Lab)]

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

[Baroness Randerson (LD)]

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

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

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

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

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

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

--- Later in debate ---

[Lord Berkeley (Lab)]

I am grateful to all noble Lords who have spoken in this excellent debate. Many of them are probably the usual suspects on these things, but it has been a useful debate, reinforcing many of the views that we have all held for a long time. The noble Lord, Lord Young of Cookham, mentioned PPG13; I remember it when I was in the commercial side, which is a very long time. Christian Wolmar is still chair of the Labour transport group and we are both patrons of the All-Party Group for Cycling and Walking. The group held an event in Portcullis House yesterday and Mr Wolmar was there promoting this. It is working very hard, which is good to know.

I will not respond to all the other comments on other amendments; it is not my place to do that. I just point out to the Minister, who mentioned the NPPF and the question in relation to my Amendment 240 on whether we should rely on the new NPPFs, that I said in my opening remarks that the current one mentions local cycling and walking infrastructure plans only very briefly and does not mention right of way improvement plans at all. We will need to look very carefully at what the Minister said in her helpful response and decide whether we bring back something different on Report.

I cannot resist one last comment on the speed limit issues. Once we all have electronic self-driving cars, it can all be changed anywhere at the click of a mouse—if we believe that will ever happen.

On that basis, I beg leave to withdraw the amendment.

Amendment 240 withdrawn.

--- Later in debate ---

[The Earl of Lytton (CB)]

My Lords, it is a pleasure to follow the noble Lord, Lord Hodgson of Astley Abbotts. My concern is to do with not the specific examples referred to, but that we seem to be in a situation where we are asked to confer an unconstrained power in relation to an undefined objective. The undefined objective is “national importance”, and I have not been able to find a definition of what that might be. I suppose you would say that I might ask from these Benches: is the national importance clearly distinguishable from the political aspirations of the Government of the day? Is it something different? I would want to know because I would not want to confer a power without having a very clear sense of purpose.

We turn to the matter of “urgency”—not emergency, I stress, but urgency. We need to understand what that amounts to. It may be irksome to Governments of the day—the more centralist and command economy-type the thinking, the more irksome it becomes—to go through hoops to do with projects that involve Crown land. But it is the price of democracy, and the price of the maintenance of the rule of law and the continuation of what might be regarded as the rules-based system. That demands a degree of consistent approach. Without having some definitions in the Bill, it is difficult to see how there could be any consistent approach here, as opposed to one based on whim.

Some of the examples that the noble Baroness, Lady Hayman, produced in her excellent introduction made it look like Government gaming the system, and that worries me very greatly because it is not just the Government that may be here today, but one tomorrow or in future years, and perhaps—who knows?—one that is more extreme of right or left; I say not which. I get back to the rules-based system. Are we in that environment or are we getting into the area where anything goes?

I mention the following because I do not want it to be used as the lever by the Minister when he comes to reply. Wrapped up in the middle of page 123 of the Bill, in new Section 293B(11), is the provision for matters of national security and public disclosure that would be

“contrary to the national interest”.

I get that, and I do not have any principled objection to it, subject to adequate definitions and safeguards. I want to know how “national importance” and “national interest” interface for a start.

Going over the page in the Bill, page 124 states, in new Section 293C(3), that:

“A development order may make provision as to the consultation”—


“may”, but does not have to. That cannot be an entirely optional extra at the whim of whichever Secretary of State happens to be in power at the time. Still on page 124, new subsection (8) states:

“The following provisions do not apply for the purposes of determining an application … sections 66(1) and 72(1) of the Planning (Listed Buildings and Conservation Areas) Act”.


Section 66(1) is in relation to the desirability of conserving and protecting listed buildings, and Section 72(1) is effectively the same but for conservation areas. But when the Bill says:

“The following provisions do not apply”,


they clearly do not apply to anybody, not even the Secretary of State. The Secretary of State is, in other measures, asking the general citizenry to comply with precisely the same burdens that they decide, on a whim, that they are going to relieve themselves of. I am behind the noble Baroness, Lady Hayman, because this is just not good enough.

[Lord Berkeley (Lab)]

My Lords, I rise briefly to support my noble friend Lady Hayman, who performed an excellent destruction of this clause. Other noble Lords have said much the same thing. I have one question for the Minister, because this is all about the Crown, but I cannot see any definition in the clause of who “the Crown” is. There are other definitions in other parts of the Bill, which include the Duchy of Cornwall, which I shall come on to in the next amendment, the Duchy of Lancaster, and the Crown Estate. It makes me think that what we are really trying to do is to go back to a time when we had “the Crown” in the shape of Henry VIII, who could do more or less what he wanted. This seems a very good start to the Government’s plan to give Henry VIII, in the shape of whoever is in charge at the time, carte blanche to do what they want.

[Lord Lansley (Con)]

My Lords, I am glad to follow the noble Lord, Lord Berkeley. Before we hear from my noble friend, I want to say that Section 293 of the Town and Country Planning Act 1990 defines what is Crown land and goes on to make it clear what is an appropriate authority for the purposes of what is being introduced in Section 293B, down to and including,

“in relation to Westminster Hall and the Chapel of St Mary Undercroft … the Lord Great Chamberlain and the Speakers of the House of Lords and the House of Commons acting jointly”

being the appropriate authority.

I want to ask my noble friend about something because I simply do not understand it. There is an existing Section 293A, which as it stands is called “Urgent Crown development: application”; it has almost the same name as new Section 293B. I completely understand that the existing legislation does not appear to include all the provisions relating to how the Secretary of State deals with such an application and how the Secretary of State might give permission, so it is probably defective. But then I do not understand why all this is being added in and Section 293A is not being repealed. Perhaps my noble friend can explain that to me.

--- Later in debate ---

Moved by

[Lord Berkeley]

258: After Clause 101, insert the following new Clause—
“Application of TCPA 1990 to the Duchy of Cornwall(1) Section 293 of TCPA 1990 (application of Act to Crown land: preliminary definitions) is amended as follows.(2) In subsection (1), in the definition of “Duchy interest” omit “or belonging to the Duchy of Cornwall”.(3) In subsection (2), omit paragraph (d).(4) In subsection (3B), omit paragraph (b).”Member's explanatory statement
This amendment is intended to provided that for the purposes of planning law the Duchy of Cornwall is treated as any private sector entity.

[Lord Berkeley (Lab)]

I rise to speak to Amendments 258 and 504GJI in my name. Both refer to issues to do with the Duchy of Cornwall. As the Minister will probably know, I live on the island of Bryher in Scilly, and I have been challenging the Duchy of Cornwall on many things for a number of years, including one or two Private Member’s Bills, which only got so far.

Things move on. We have a new Duke of Cornwall, and I welcome him, but if one looks at the website of the Duchy of Cornwall and at much of its publicity, it emphasises that it is in the private sector. My argument is that if you are in the private sector, you have to behave as any other company, estate or whatever that exists in the private sector. Sometimes that is maybe good for the tenants, sometimes it may not be. I will not get into all the other issues that may be affected by changes in the personnel there, but there are two issues that I want to cover tonight.

The first is in Amendment 258 on the application of the Town and Country Planning Act to the Duchy of Cornwall. In other words, why should the Duchy get special treatment for planning applications and everything when other similar organisations do not? That comes back to the question that we had just had now, which is who is the Crown? It is a difficult one. I do not think that the Minister answered my question on this in the previous group. I am sure that he will have a go at doing it again. There are the Crown Estates, which are doing very well in the offshore field, as well as everywhere else, bringing in lots of revenue, and the Duchy of Lancaster and the Duchy of Cornwall. All of them, apart from the Duchy of Cornwall, are effectively arms, shall we say, in the relationship between the Crown and the Government and in the financial arrangements and control that the Treasury has.

However, the Duchy of Cornwall is slightly different, so in addition to my suggestion that it should not have any special treatment when it comes to planning applications—which affect a lot of people on the Isles of Scilly, in Cornwall and probably in other places as well—there is leasehold reform, which we have been debating for about five years. I have a lot of friends who are leaseholders who want to buy their freehold from the Duchy. It affects many people on the islands and probably on the mainland as well. We have had some very interesting and useful documentation on this. The last major one was the Law Commission’s report on leasehold enfranchisement, which I thought was excellent. I sent in lots of evidence and a lot of other people did. It came up with a very good report in July 2021 recommending the right to buy for many people. I am not going to read out all its recommendations, but they were wide ranging and, I think, generally welcomed by leaseholders.

However, the Duchy argued that it should be exempt from any right to buy on the Isles of Scilly and the off-islands and on certain buildings on the mainland and elsewhere. Its reason was that the areas where these buildings were located were of such enormous importance to the environment and the quality of the life there that it should not be left to the local planning authority to decide whether a lease should be able to be converted into a freehold.

--- Later in debate ---

Given the extent of government action on leasehold reform set out elsewhere in policy and our intention to legislate in this area, and the detail I have already mentioned on the reasons not to change the definition of Crown land at this time, I hope the noble Lord will feel able to withdraw Amendment 258.

[Lord Berkeley (Lab)]

I am grateful to the Minister for giving us a very interesting history lesson, which I certainly knew about but maybe other noble Lords did not. As he said, this goes back to 1300 or thereabouts, when the Duchy started. Yes, it would cause trouble to make changes; however, there has to be a debate about the Duchy land. Is it in the private ownership of the Duke of Cornwall, or it is in what you might call state ownership, alongside the Crown Estates and the Duchy of Lancaster?

When the Law Commission report came out a couple of years ago, I wrote to the Duchy of Cornwall, the Duchy of Lancaster and the Crown Estates to ask whether they were going to implement the recommendations, in particular for their own land. I got really good answers from the Crown Estates and the Duchy of Lancaster. They said they would follow the recommendations, but in a slightly different way. The Duchy of Cornwall could not make up its mind. It is seen to be trying to be different, and I do not quite know why, because I love it dearly. It is something that probably ought to be looked at, but I will not go any further on that this evening.

There is a democratic deficit, and if the Minister is saying we are going to go ahead and try to complete the process, which I certainly welcome, how is the democratic input from the Duchy of Cornwall’s residents and others, such as stakeholders, going to be put in?

We have had a very interesting debate and I thank the Minister for his helpful answers, and on that basis, I beg leave to withdraw the amendment.

Amendment 258 withdrawn.

Levelling-up and Regeneration Bill

Lord Berkeley Excerpts

Report stage
Tuesday 11th July 2023 Lords Chamber

[Baroness Hayman of Ullock (Lab)]

My Lords, I have a number of amendments in this group, all regarding the funding for the levelling-up proposals that the Government have been working on for some time. One of the reasons I have brought this back at this stage is that I was not satisfied with the responses we received in Committee. Since we debated this matter in Committee —I think we started Committee back in February/ March; we seem to have been doing this Bill for a long time—the House of Commons Levelling Up, Housing and Communities Committee produced a report in May, Funding for Levelling Up. It expresses a number of concerns about the inadequacies of the Government’s method of delivering funding for levelling up, the allocation process and the extent to which different funds are compatible with the needs of communities in the short and long term. The committee also believes it creates several obstacles to delivering success in this area.

One concern that the committee raised in its report is about the lack of data available from DLUHC. DLUHC has conceded that it does not have sufficient data in relation to Whitehall departmental expenditure on the full range of levelling-up funds or on combined authority income or expenditure. Our concern is about how DLUHC can make significant policy decisions in relation to priority areas or funding allocations or even on the measurement of success or failure of this policy of levelling up. How can it achieve its objectives or measure those objectives if it is not given adequate data to support those tasks?

The White Paper commits DLUHC to reducing the requirements to access competitive funding and simplifying the funding landscape, so we are pleased that the department has recently announced measures to simplify the funding landscape for local authorities. However, this must be seen in conjunction with the fact that local authority revenue funding has reduced significantly since 2020.

Levelling-up funds generally do not replace grant funding because, first, they are capital not revenue and, secondly, they cover specific projects rather than necessarily covering the priorities of the local authorities.

We talked quite a bit in Committee about our concerns over metrics. There was questionable use of metrics in the first round, with additional metrics in the second round to make it easier. We feel that the management of the fund has ultimately contributed to diminished perceptions of trust and transparency, with this mismanagement leaving the Government open to criticism that they have not based funding decisions on need or, indeed, on merit.

The investment zone policy, for example, was reopened and reframed after it was reported that over 100 applications had been submitted for its first iteration. The problem is that, if there is a change in the approach and a reframing after submissions have been made, it means that the local authorities have wasted a significant amount of resources. We are concerned about that, and it raises further questions about the transparency of the process that DLUHC has been applying to such funding initiatives.

Funding the implementation of the levelling-up policy is clearly complex and challenging; we recognise that. Further parts of the report say that DLUHC does not know which pots of money across government contribute to levelling up, and nor does DLUHC appear to have oversight of how these objectives can be delivered strategically through—importantly—departmental co-ordination.

As a result, the Government’s current approach is characterised by one-off, short-term initiatives, which we think will be insufficient if the geographic, economic, social and health inequalities are to be reduced and, ultimately, overcome. To change this, we believe the policy requires a long-term, substantive strategy and funding approach: things that it currently lacks. Without this, levelling up risks joining a number of other short- term government initiatives.

In light of the committee report’s findings, I would ask the Minister and noble Lords to support my amendments in this group, which ask that the third round of the levelling-up fund takes place in both a timely manner and as part of a reformed process. If the Minister is unable to do so, I am minded to test the opinion of the House on this matter, because we believe that proper use of the levelling-up fund and other funding is one of the key drivers as to whether the ambitions in this Bill will actually be achieved.

Very briefly, my noble friend Lord Berkeley has an amendment in this group regarding an issue that has come up in the negotiations between the Department for Transport and the Isles of Scilly Council and the steamship company. I will let my noble friend explain the detail of his amendment and his deeply held concerns. I want to assure him that we very much support his position. I hope that the Minister will listen carefully and work with him to find a solution going forward. I beg to move.

[Lord Berkeley (Lab)]

My Lords, I thank my noble friend for that introduction. It is my job to speak to Amendment 11 in my name. It has a rather odd objective, which might not be clear from the text: I am trying to help the Government to honour their very welcome commitment to a levelling-up grant of about £48 million which they have offered to the Isles of Scilly Council to supply new vessels for the journey to the mainland. Unfortunately—we discussed this in Committee—new information came to light last week which prompted me to put this amendment down.

As I said, the department offered £48 million to the council on the basis that the council would have control of the fares, the timetable and the freight costs, and would put out to tender the operation of building a ship and the service. Noble Lords will probably be interested to know that Transport Focus did some market research earlier this year, which showed almost unanimous support from the 2,500 islanders for the idea of having a competition to get the most efficient and best value for money service, rather than just continuing with the existing operator, which has been there for many years. Many people think that it needs to be subject to competition.

The operator, the Isles of Scilly Steamship Company, asked whether it could have half of the £48 million without competing in a tender because, it said, it was a very good company. Ministers rejected that, thank goodness, in a very robust way. I could quote from the letter of the noble Baroness, Lady Vere, but I do not think I need to. She and her colleagues are being very supportive of the concept of levelling up to get the best possible deal for the fares and the service quality for passengers and freight for the people who live on the Isles of Scilly.

The trouble is that the existing operator has now announced that it wants to go ahead and finance its own ship, without saying what the fares or the timetable will be. Will it run in the winter, for example? If you are going to raise £48 million or so in the private sector, that will of course put the fares up—but the operator will not tell us what the fares are going to be. Over the weekend, we have done a few calculations of what the fares might be and compared them with those for journeys of a similar distance from the mainland of Scotland to Islay, which some noble Lords will probably know. It is actually quite frightening, so perhaps I might offer a few examples.

Since 2012, which is 11 years ago, the fares to Scilly have gone up by 47%—I repeat, 47%—and, when compared with those for Islay, the difference is getting more and more. It was seven times different; it is now going to be 12 times different. I will quote just one figure. In 2027, which is in four years’ time, a return fare for a passenger to and from Scilly, with no car, will probably be about £204—£204 for one person to get to the Isles of Scilly and back. Think of taking a family there. If there was a husband, wife and two kids they would be almost broke before they got there. It is lovely when you get there—I love it—but the equivalent fare if you are going to Islay is £16.

I was very pleased to hear from the Minister, the noble Baroness, Lady Vere, who wrote to me and said:

“I am concerned about the potential impact on fares and freight charges”


from the steamship company

“and the consequential impact for islanders”.

The department offered £48 million to fund the new vessels, but it cannot really go ahead and give the money, even on a tendering basis, if somebody else is trying to build a ferry at the same time and operate the same route. If it does manage it, the fares will be, as I said, over £100 for a single, and that is all contrary to the Minister’s wish to see levelling up applied to the Isles of Scilly.

In this amendment, I have attempted to come up with an idea that would frustrate any other operator trying to compete with what the Government are so generously offering, in their £48 million for what the islanders need, to ensure that the harbour authorities and the council would not be able to give this company permissions—there are plenty of permissions that we all know.

I am sure that the wording is wrong, as the Minister will probably tell me quite soon. But this is an attempt not to save the Government from themselves but to save their wonderful commitment to the Isles of Scilly from being debunked, irritated or cancelled, for very good reasons—Treasury rules and everything. If the Minister is interested in keeping this going—I hope she is—I would be very pleased to sit down and talk with her at some time before Third Reading. If that were possible, one of us could come up with an amendment, at Third Reading, that would hopefully work.

--- Later in debate ---

[Lord Lansley (Con)]

Prompted by the noble Lord’s intervention, I do not think that Amendment 1 is consistent with the Bill as it stands, because Part 1 comes into force, according to the commencement provision, two months after enactment, whereas Amendment 1 requires the statement to be laid one month after enactment—so the two are inconsistent, and Amendment 1 is probably not effective.

[Lord Berkeley (Lab)]

My Lords, before the Minister sits down, I thank her for what she said about the Isles of Scilly and my Amendment 11. I am grateful that she is happy to arrange a meeting with colleagues in the Department for Transport but, if it seems appropriate to have an amendment to the levelling-up Bill, would that be possible at Third Reading if she and the other Minister agree?

[Baroness Scott of Bybrook (Con)]

I think the House prefers not to have any amendments at Third Reading.

Levelling-up and Regeneration Bill

Lord Berkeley Excerpts

Report stage
Wednesday 6th September 2023 Lords Chamber

This is not the moment to emphasise the urgency of ensuring that the affordable housing provision in each locality at least starts to match the need for it—there is so much to do—but utilising the key planning tool of the local plan and the delivery strategies that flow from it would represent a vital step in making this happen. This amendment would make a reality of that opportunity. I hope noble Lords will join me in voting for the amendment if the Minister is unable to offer her support for it.

[Lord Berkeley (Lab)]

My Lords, I rise to speak to Amendment 199 in my name and that of the noble Lord, Lord Young of Cookham. I apologise to the House for not being here on Monday—another failed transport from the Isles of Scilly. I would have supported Amendment 191, in the name of the noble Lord, Lord Ravensdale, and Amendment 190, in the name of the noble Baroness, Lady Thornhill.

My amendment follows on from that in the name of the noble Lord, Lord Lansley—and other future comments, I think. It refers to cycling, walking and rights of way and their incorporation, or not, in development plans. We have heard quite a lot already about whether there is or should be a link between plans and strategies for housing, the economy and active travel. It is all getting quite complicated. I want to put the case for walking and cycling to be included in a way which actually works.

This amendment is supported by a long list of eminent organisations: the Bicycle Association, the Bikeability Trust, British Cycling, Cycling UK, Living Streets, the Ramblers, and Sustrans. It covers what we might call active travel in its widest sense—in the city, in the countryside, going to work and school, and for leisure. This very important issue needs to be addressed, partly so that we can encourage more environmentally friendly travel generally.

The noble Lord, Lord Lansley, mentioned the NPPF being a problem. It is a problem for that active travel group and for the Walking and Cycling Alliance, because in the Commons debate the Government suggested that the concern of that group would best be dealt with through the NPPF rather than through legislation. However, as I think the noble Lord referred to, the draft NPPF did not include any new policies on these issues and put it into the further-action box on sustainable transport and active travel. NPPFs have been around for some time, but they take an awfully long time to get through, probably for good reasons. Now is the time to try to find a better way of including these policies in the Bill, and I hope that the Minister, when she responds, will support the concept at least.

[Baroness Williams of Trafford (Con)]

Could I just remind noble Lords that we have a long day ahead of us and that this is Report?

[Lord Berkeley (Lab)]

I apologise to the House for that. The amendment aims to address the problem of local planning authorities unwittingly, and I think occasionally intentionally,

“frustrating a higher-tier authority’s aspirations for walking, cycling or rights of way networks”.

We must not forget the rights of way, because you cannot walk or cycle if rights of way get blocked. The problem is in not recording those network aspirations in authorities’ own development plans,

“thereby failing to safeguard land for those networks, to connect new development with existing networks and/or to secure developer contributions to implement or upgrade specific routes”.

I will give examples. It is probably worse with two-tier authorities. Where the local transport or highway authority, which is usually a county council or combined authority, is not the same body as the local planning authority, you can have this example, which Sustrans exposed. The alliance says that

“one part of a unitary authority commissioned Sustrans to assess the feasibility of re-opening a disused railway line as a walking and cycling route, yet another part of the same authority then gave permission for a housing development which blocked that disused railway line before Sustrans had completed the study. In another case, planning permission was granted by a local planning authority for development which adversely impacted a section of the National Cycle Network (which Sustrans manages), with planning officers unaware of the existence and importance of this walking, wheeling and cycling route”.

This is confusing for local authorities, especially when they are probably very short of resources, as many noble Lords have said on previous amendments. I think the Government believe that our concerns about lack of co-ordination would best be addressed through the NPPF, but that does not mention it, and it omits other things altogether. Unless we get something here that links granting planning permission with taking account of adequate provision for walking, cycling and rights of way, we are in trouble.

I will give one other example before I conclude. In a recent case in Chesterfield in Derbyshire, the local planning authority considered a housing development close to the town centre and railway station. The council officials pressed for the development to include walking and cycling routes to facilitate access to, from and through the development, and obviously to and from the station. However, when the committee was due to consider the application, the developer made a submission claiming that the walking and cycling routes would render the developments economically unviable, and the councillors accepted that view without really challenging it. I have cycled on many cycle routes that probably suffer from the same failure by a developer to provide a proper, sensible route, because it tried to persuade the planning authority that it would be all right on the night, and it is not always.

I hope that the Government will support this amendment. Active Travel England is involved in this, and I certainly welcome what it is planning to do. However, it will often be consulted only at a later stage, and it would be much better if the relevant authorities’ walking, cycling and rights of way network plans were clearly shown in development plans from the outset.

[Lord Young of Cookham (Con)]

My Lords, I have added my name to Amendment 199 on cycling in the name of the noble Lord, Lord Berkeley, and I will follow briefly in his slipstream, if I may.

I am grateful to the Minister for the Teams meeting that she held on this subject at the end of last month to find common ground. Throughout our debates on the Bill, the Government have suggested that our objectives could be better met through NPPFs rather than through legislation. But throughout the debate there has been some scepticism about that, as there is ample evidence that leaving things to guidance does not actually produce the results.

The NPPF guidance on cycling was last revised in 2018, but there is a real problem with that guidance, and I hope that my noble friend can give me some assurance. One paragraph of that guidance said:

“Development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe”.


This paragraph makes it very difficult for local planning authorities to refuse developments whose location or design fails adequately to support walking, cycling and other sustainable transport modes. If we are to rely on future NPPFs, can my noble friend give me an assurance that that provision will be removed, because it stands in the way of many of the Bill’s objectives?

The final point raised in the Teams meeting was one that the noble Lord, Lord Berkeley, has just mentioned: the conflict between upper and lower-tier authorities. At the meeting, my noble friend was good enough to say that she would have another look at this and would perhaps be able to respond on it.

I very much welcome what has been said—that Active Travel England is now a statutory consultee—but it would be better if it could be involved at an earlier stage of the proposals, as the noble Lord, Lord Berkeley, said, rather than at a later stage, when it would be difficult to retrofit the provisions for cycling that we would all want to see. I hope that my noble friend the Minister is able to provide some reassurance on those two points.