Planning and Infrastructure Bill

Lord Moylan Excerpts

Report stage
Wednesday 22nd October 2025 Lords Chamber

Moved by

[Lord Moylan]

47: Clause 33, page 48, line 39, leave out “possession or”
Member’s explanatory statement
This amendment is intended to remove the Secretary of State’s right to compulsorily acquire possession of highway land.

[Lord Moylan (Con)]

My Lords, Amendment 47 relates to Clause 33. We debated this in Committee at some length, but the result of that debate was not in any sense satisfactory from my point of view. I wish to take this opportunity to express my thanks for the letter written to me by the Minister after the Committee debate, which covered a number of points, including this, but added only to the veil of obscurity surrounding this issue rather than clarifying it.

Perhaps I could just explain the political background to this, which gives rise to concern. As a conservative party, we are the party of property rights, and when we see clauses coming forward that appear to extend the rights of compulsory purchase on behalf of the state, we wish to explore and understand them and see whether they are absolutely necessary—especially when they appear, effectively, as a one-line clause at the bottom of a left-hand page in a Bill that appears to be largely about other matters. As I said in Committee, this issue could well deserve a Bill in itself; it certainly deserves proper scrutiny and clarity about what the clause is doing.

I will give the Government something for free: the National Farmers’ Union strongly supports this clause. I will briefly read out its reasoning for doing so and its account of the clause. It says:

“This is a positive step for landowners as, presently, National Highways can only apply for powers of compulsory acquisition to enable to it to use the land needed for a scheme. Under the Bill”—


that is, as a result of this clause—

“developers using the Highways Act for a project will be able to temporarily use and possess land rather than acquire it”.

That is a much clearer and better account of what the clause is doing than any I have heard from the Minister or the Government so far. But the first question one has to ask is whether the National Farmers’ Union’s understanding of the clause is correct. Can the Government say what it is doing? For example, in the letter that the Minister sent to me, he said that the clause “put beyond doubt” the department’s “existing power”, but the National Farmers’ Union believes that this is a new power, not a matter of putting something beyond doubt. Legal advice that I have formally taken outside the Chamber suggests that it is indeed a new power and not simply putting something beyond doubt. Can the Government state clearly and crisply what the clause is doing and what is new about it? That is the first question.

The second question relates to the issue of whether the clause can be used for the temporary acquisition of the ownership of land—that would be something akin to requisitioning in the Second World War, and it would be totally new—or whether it relates to the possibility of occupying land, traditionally done by means of a licence, a way leave or something of that sort, so that you have rights over somebody else’s land for a period but the land remains their property throughout. It is unclear which of those two it allows—or is it both?—because the clause refers specifically to “possession or occupation”, suggesting that there is a difference in the minds of the drafters between possession and occupation.

That question is tested by the wording of my amendment, which would leave out the words “possession or”. That would test whether this is tautologous or there is a genuine distinction. If there is a genuine distinction, could the Government explain what it is and whether it includes the temporary acquisition of the title to land in some fashion or other? That would be completely new and definitely worth closer scrutiny. If they are tautologous and there is no distinction, could the Government accede to the proposal in my amendment that one of them be left out, so that we have one that is operative and works?

The third thing is that there is no promise of any guidance to accompany this. In creating this new power—I assert, on advice, that the power is new and does not put something that exists beyond doubt—questions of a practical character arise that should be covered by guidance before it becomes operative. For example, how long can somebody temporarily acquire land for? How long beyond completion of the works are they allowed to keep occupation of the land? It might be as simple as: how long can construction huts be left on the land beyond the point when they are actually needed? What is the state in which the land is to be returned if it is temporarily acquired? That would all be useful to know in strong guidance from the Government that would accompany this new power. Again, that is all completely absent.

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[Baroness Pinnock (LD)]

My Lords, that is a good start to today’s debate. It is a rather arcane topic with which to start the day. I wondered, when I listened carefully to the noble Lord, Lord Moylan, whether he had actually read the original section in the Highways Act 1980, which the Government intend to—

[Lord Moylan (Con)]

I assure the noble Baroness that I have done so.

[Baroness Pinnock (LD)]

Excellent. I am pleased that he has, though I wonder whether he has, therefore, understood it. It is surprising that he has chosen to create legal uncertainty, which is what would happen with his amendment. Its consequence appears to be that developers needing a temporary use of land have in the past had to use compulsory acquisition powers if the landowner was not prepared to provide a temporary use. The Bill provides more assurance for both landowners and those improving or constructing new roads. For us on these Benches, the amendment makes no sense except as a tool to frustrate road improvements, and we will not support it.

[The Minister of State, Department for Transport (Lord Hendy of Richmond Hill) (Lab)]

My Lords, I thank the noble Lord, Lord Moylan, for the amendment, which seeks to remove the Secretary of State’s ability to grant powers to an acquiring authority to compulsorily possess land necessary to facilitate delivery of highway schemes. The purpose of the measure is to allow acquiring authorities to temporarily possess land when needed for highway works to the exclusion of others without resorting to permanent acquisition.

Permanent acquisition of land or acquiring the freehold or long leasehold title of the land would mean that the acquiring authority would own the land outright and permanently. This is unnecessary and disproportionate when the land is needed only temporarily. In the event that agreement cannot be reached, this clause would enable an acquiring authority to compulsorily acquire the right to temporarily possess and occupy the land needed to facilitate the delivery of a highway scheme.

The rights of an applicant to temporarily possess or occupy land are routinely granted in development consent orders and Transport and Works Act orders. Furthermore, the power would use the same land compensation provisions as apply to compulsory purchase, adapting them as necessary to effect the temporary nature of the interest being acquired.

The noble Lord, Lord Moylan, quoted the National Farmers’ Union. It is not a new power; it is an implied right to take land temporarily that already exists and is already used, but the Government’s Bill makes it explicit.

Temporary possession is a well-established legal concept. It provides certainty and practical powers essential for the safe, efficient delivery of infrastructure works. Temporary possession would offer an acquiring authority—being a local highway authority or National Highways—a safe and proportionate route to exclude others from the land temporarily. This is critical when the land is needed for highways works. It could involve storing equipment and construction materials or manoeuvring large construction vehicles, as well as creating temporary routes to keep works traffic off the highway.

Temporary occupation, on the other hand, as the sole remaining power under the amended clause, would not confer the right to exclude others. This would pose serious safety risks and could undermine project delivery. Without clear powers, authorities would be unlikely to use the amended provision. It would risk introducing legal uncertainty, prolonging negotiations, leading to an increase in objections and public inquiries, all of which would increase costs and could delay delivery.

The Highways Act 1980 already contains powers covering the compulsory acquisition of land and rights in and over land. Clause 33, as I have said, would make it explicit that those powers can also authorise temporary possession. Clause 33, as currently drafted, provides the legal certainty, operational clarity and safeguards necessary for the safe and timely delivery of infrastructure projects. It does not create a new power; it is about ensuring that highways infrastructure can be delivered safely and proportionately.

Having, I hope, clearly defined the difference between possession and occupation, I also say to the noble Lord, Lord Moylan, that this is not an attempt to own the land. In fact, it is clearly designed not to own the land, so that the title to the land would not change; it would be a right to occupy the land.

Finally, the noble Lord raised the question of how long it would be after works finish that the land can be possessed and whether there would be a need for guidance. That clearly is a subsidiary matter; I will take that subject away and write to him on it afterwards. I therefore kindly ask the noble Lord to withdraw his amendment.

[Lord Moylan (Con)]

My Lords, I am grateful for the Minister’s comments. However, I thought I asked some fairly precise questions, and I do not feel that he has answered the questions with the precision that I was hoping for. Therefore, at the appropriate moment, I will seek to test the opinion of the House.

Division on Amendment 47 called. Tellers for the contents were not appointed, so the Division could not proceed.

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[Lord Blencathra (Con)]

My Lords, I am in the rather frightening position of agreeing with Amendment 48 in the names of the noble Baronesses, Lady Pinnock and Lady Bennett of Manor Castle—no doubt they are as concerned about my support for them as I am. However, they have raised some very good points here.

I am in complete agreement with my noble friend Lord Parkinson of Whitley Bay and his desire to delete Clause 41 in its entirety—now with the Government's amendment—but the noble Baronesses who have tabled Amendment 48 deserve some praise. We can all look at buildings, monuments or parts of the countryside and think that they are wonderful and should not be built on or destroyed, but we do not have our valuable heritage determined by such random means. As the amendment makes clear in proposed new sub-paragraph (b),

“structures and sites are designated for protection only where they are of special or particular historic or cultural significance”.

That is the key point. These protected sites are not based on the subjective opinions of us or local people, but on an objective determination using nationally approved criteria on what qualifies a building for listed building protection, or to be a scheduled monument or conservation area. Proposed new sub-paragraph (c) merely asks that due regard be given to conserving the historic environment alongside the need for future infrastructure. The question is, how long will that new infrastructure last?

I did a Google search, and this is what I got on typical building lifespan expectations. Standard residential buildings often have a design life of 50 years, with a possible maximum of 100 years. Commercial buildings can vary widely: some modern commercial properties may be constructed with a short design life of just 20 or 30 years, while others, such as high-quality concrete and steel structures, are built to last 100 years or more. Historical and monumental structures can, with constant care, last hundreds or even thousands of years, as seen with some Roman structures.

We destroy our history at our peril. It was Sir Winston Churchill who said:

“We shape our buildings and afterwards our buildings shape us”. —[Official Report, Commons, 28/10/1943; col. 403.]


On the one hand, we have the magnificent House of Commons next door and this marvellous Palace here. On the other, we have some of those appalling—but, no doubt, award-winning at the time—1970s tower blocks, which we are now flattening as quickly as possible because of their destructive effect on the people forced to reside in them. No Government would dare to demolish Stonehenge or Hadrian’s Wall, nor to drive a road through them, but there are thousands of ancient buildings that, although not as famous or sexy as Stonehenge or Hadrian’s Wall, are a vital part of our history and deserve protection—or, at the very least, special consideration—before they are demolished for some new construction.

In England, there are 9,320 grade 1 listed buildings and 21,782 grade 2 listed buildings. It is estimated that more than 1,000 of these buildings are over 1,000 years old. I cannot imagine any new development that would justify the destruction or damage of one of these buildings —except, possibly, a runway extension at Heathrow. Very few projects would justify it.

The noble Baroness, Lady Young of Old Scone, has amendments in later groups on protecting heritage trees. In Committee and in HS2 Bills, we have debated saving ancient woodlands. Once they are gone, they can never be replaced. The same applies to conservation areas. Amendment 48 does not call for a complete ban; it calls merely for regard to be had to the need to conserve our historic environment alongside the need for future infrastructure. I commend the noble Baronesses for tabling that amendment and bringing it to the attention of the House.

[Lord Moylan (Con)]

My Lords, I cannot resist a brief anecdote. When the inner ring road was being built around Birmingham’s city centre in the 1960s, the highways department at Birmingham City Council approached the Catholic Archbishop of Birmingham and said that, unfortunately, both the Pugin-designed Catholic cathedral and the Pugin-designed archbishop’s House next door to it would have to go to make way for the road. When the archbishop entered a modest word of protest against this loss, querying whether it was entirely necessary, the result was that the courteous gentlemen of the highways department went away and rethought the plans somewhat and the archbishop was given a choice: he could lose either the Pugin-designed cathedral or the Pugin-designed house. That explains why, to this day, the cathedral still stands but the house has long since gone. Happily, that approach to heritage is not something that we would see today.

At this point, I wish merely to congratulate those Members of your Lordships’ House who have spoken so clearly and valiantly against the original proposal in the Bill. I also thank the Government for listening, because what was originally proposed really was unsustainable; what we have now is a great deal more acceptable.

[The Parliamentary Under-Secretary of State, Ministry of Housing, Communities and Local Government (Baroness Taylor of Stevenage) (Lab)]

My Lords, in speaking to Amendments 48 and 50, I shall later move government Amendments 49, 51, 66, 258 and 260. I thank the noble Lord, Lord Parkinson, and the noble Baronesses, Lady Pinnock and Lady Bennett, as well as the other noble Lords who have raised this issue during the Bill’s passage. I also thank Peers for their time during the recess, when we discussed this matter at length.

As I have noted previously, the Government have no interest in loosening heritage protections; indeed, we see this country’s heritage assets as a vital part of our built environment. We are clear that these assets should be conserved and enhanced for their contribution to the quality of life of existing and future generations.

Amendments we have laid to the Bill on heritage and the Transport and Works Act order process will ensure that there is no loss of heritage protection while achieving the Government’s goal of streamlining the process to get on with delivering the infrastructure that this country needs.

Through these amendments, we have introduced a new power for the Secretary of State in England to direct that listed building consent is deemed to be granted in relation to Transport and Works Act order projects. This new power follows the same model as the existing long-established power for them to direct that planning permission is deemed to be granted for these projects. This means that, in practice, applicants for a Transport and Works Act order can apply for deemed listed building consent at the same time, rather than having to apply separately to the local planning authority. This will streamline the process.

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[Baroness Pidgeon (LD)]

My Amendments 52 and 57 aim to make it easier for people who do not have driveways to switch to an electric vehicle and install the necessary infrastructure so that they can charge from their home, thus benefiting from VAT-free electricity charging. Amendment 52 allows for cross-pavement solutions to be considered as public charge points to make it easier, quicker and cheaper for people to move to electric vehicles at home. Amendment 57 then extends permitted developments related to electric vehicle charge points where there is an agreed cross-pavement charging solution and the charger does not overhang the footway by more than 15 centimetres.

Up to 40% of UK households do not have access to off-street parking. They therefore rely on public charge points, which can cost up to 10 times more than charging at home. A recent survey by the Electric Vehicle Association England highlights that, generally speaking, drivers without off-street parking are more likely to rent, earn less and live in concentrated urban areas; they are less likely to switch to an electric vehicle and those who have are generally less confident in electric vehicle ownership and more concerned about the costs. This amendment would help to democratise access to electric vehicles and reduce inequalities.

As I highlighted in Committee, cross-pavement solutions have real potential to help to tackle this challenge, but the current costs of installation can be around £3,000 and it can take 12 to 15 months for a decision from a local authority. Only this month in Northern Ireland, residents can now apply for cross-pavement electric vehicle charging channels. Through just a simple online form, residents can apply for the channels that would allow residents with electric vehicles to reduce charging costs there from £25 at a typical charge point to just £3. We need to make it as simple and easy to access in the rest of the country too. These amendments seek to make the transition to electric fair and easy. I have been encouraged by discussions with the Minister about this issue since Committee and look forward to hearing whether any progress can be made to help people without driveways to transition to electric vehicles more easily and affordably.

While I am on my feet, on the other amendments in this group, Amendment 55 proposed by the noble Lord, Lord Borwick, has come late in the day. It will be interesting to hear from the Minister on this important area of accessibility and charge points. I shall not waste the time of the House on the new amendments that would add more bureaucracy in the transition to green vehicles. I beg to move.

[Lord Moylan (Con)]

My Lords, I shall speak to my Amendments 53 and 54 in this group, which the noble Baroness, Lady Pidgeon, disdains to address—so that leaves it to me to explain what they would do. Amendment 53 would require local authorities to conduct and publish a parking impact assessment before permitting EV charge point works that may displace general use parking to ensure that the wider motoring public is not disproportionately affected by the transition to electric infrastructure. Amendment 54 seeks to ensure that residents and businesses can request a review where proposed EV installations reduce access to conventional parking.

My concern is that the Government do not appear to appreciate the practical and societal risks of their current approach. Across the country, residents, particularly in towns and suburbs, are finding that parking spaces they have relied on for years are being removed or repurposed for electric vehicle charging bays without consideration of local needs. Of course, the argument is that this is all in the service of the transition to electric vehicles, although that transition appears to be stalling, if we take note of the number of electric vehicles being sold and what the take-up is. But for many people—and there is a class element to this—especially those who cannot afford an electric vehicle, dependency on a petrol or diesel-driven vehicle for getting to work, fulfilling the requirements of daily life and making a living is absolutely essential, and provision has to continue for those. We are in danger of pushing out from parking access poor people, on low incomes, who desperately need a car to make space for the better-off family’s second Tesla for the nanny to use. That cannot be equitable, can it?

What is proposed here is an impact assessment—no prohibition—and the opportunity for people to ask for a review. As I say, the benefits flow directly in one direction. The Minister said in Committee that we must ensure that the regulatory framework is enabling rather than encumbering. I agree, but I ask for whom it is enabling, and at what cost. The transition that we are aiming at has to be fair, balanced and practical, and these amendments would simply introduce a modest, reasonable safeguard to ensure that the wider motoring public is not unduly disadvantaged as infrastructure for electrical vehicles is rolled out.

Amendments 52 and 57—I am willing to address the amendments proposed by the noble Baroness, Lady Pidgeon, even though she cannot be bothered to address mine—raise the same issue that I have highlighted. By allowing private charging points to extend into the public sphere, these measures would in effect reserve and privatise particular road space for the benefit of particular residents and exclude the general public from parking in those bays even when they were free. Perhaps some means could be found whereby the general public could park in them when they were free, but nobody has proposed what this mechanism is.

It is incumbent on the noble Baroness to address this question. In a world where there was limitless parking space, these issues would not arise, but her amendments aim specifically at those places where there is relatively high density. Places where properties do not have their own driveway or on-site parking space tend to be those with higher levels of density—those are the ones she wants to address—and often they are more mixed economically. As I say, that question of equity is important too.

[Lord Borwick (Con)]

My Lords, first, I declare my interests as a taxi proprietor and driver of a wheelchair-accessible taxi. The reason why it is wheelchair-accessible is that I introduced that feature into the manufacture of taxis when I ran that business. I also introduced bus ramps to make low-floor buses accessible, and for some years ran the powered-wheelchair finance business Motability. I was also an electric vehicle entrepreneur, making an electric delivery vehicle— a business I started in 2004. I also declare that my wife and I have an eldest son who is disabled with learning difficulties.

The reason for my Amendment 55 follows the statistic that, in this country, fewer than 3% of public electric vehicle charging points are considered safe and reliable for drivers with accessibility needs. Without the protective measures I am putting forward, drivers with disabilities will likely see no end to the struggle of charging their car safely and reliably. This is an essential activity; it should not be yet another barrier for disabled individuals to carry out their day-to-day lives.

This amendment is modest in scope but vital in purpose. It would surely give the Government the power, if needed in the future, to make compliance with existing accessibility standards obligatory. It is an enabling measure, not an immediate imposition. Many EV drivers rely on the public network to charge their car. We know that around 40% of UK households do not have a driveway, for instance, and therefore have no easy access to home charging. We also know that disability and poverty are strongly correlated, meaning that drivers with disabilities are even less likely to own a private driveway and a home charger. It is therefore deeply troubling that most of the public network is unable to meet even basic accessibility needs.

According to EVA England, nearly half of all drivers, with or without disabilities, have experienced problems using public charge points. They cite heavy cables, high kerbs, obstructed bays and payment terminals that are too high or awkwardly placed. For many disabled drivers, these are not small irritations but complete barriers to participation. In July, electric vehicles made up around 25% of new sales, but in the Motability scheme, which supports drivers with disabilities, they represented 12%—less than half. Why are disabled people not choosing electric vehicles? It is because they cannot recharge them. Indeed, a full quarter of Motability drivers say that they entirely avoid public chargers because of accessibility issues. That is not a future issue but a crisis of access now.

The Department for Transport took an important step in 2022 by publishing an accessibility standard, PAS 1899, designed to address these issues. However, as of today, hardly any public charge points meet that standard, largely because the parts and design requirements have yet to be fully adopted by industry. A revised version is being developed, with input from consumer groups and manufacturers. It is expected to offer a workable compromise between what industry can deliver and what disabled drivers need but, when it comes, it will again be entirely voluntary.

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[Baroness Pidgeon (LD)]

My Lords, the noble Lord raises an important issue: the huge frustrations around roadworks, in particular utility works. As mentioned, lane rental schemes exist in places such as London, and other highway authorities are also setting them up in England. For our Benches, though, this is an issue of localism. Although the Government can always share best practice, we think that it is for local and regional areas to develop schemes that suit their locality and their needs. We do not see the need for this amendment at this point, but we await the Minister’s response with interest.

[Lord Moylan (Con)]

My Lords, I shall be brief. As I said when we discussed this matter in Committee, it seems perfectly obvious that the powers of Transport for London in relation to lane rental should be available to highways authorities in the rest of the country. There is no objection to their operation in London. They work reasonably well; nothing works perfectly, of course, and there will always be roads that are blocked. Speaking from my own experience, I think there have been continuous highways works on Knightsbridge, including the tunnel, for the whole of the past 12 months, including at the moment. None the less, I am sure they would be even worse if we did not have a lane rental scheme in London. It should be available to the rest of the country. My noble friend Lord Jamieson is speaking common sense; I hope the Minister will agree with him and accept the amendment.