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.