English Devolution and Community Empowerment Bill (Sixth sitting)

Sam Carling Excerpts

Committee stage
Thursday 16th October 2025 Public Bill Committees

[David Simmonds]

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

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

[Sam Carling]

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

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

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

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

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

[David Simmonds]

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

--- Later in debate ---

[Vikki Slade]

I rise to speak to new clause 11 on funding for transport authorities. There is a lot of merit in harmonising and simplifying the way that transport authorities work. Having borders between different systems can cause huge complications for people crossing them. Obviously, such borders will still exist, but hopefully they will be fewer and farther between.

The purpose of our new clause is to address the elephant in the room. The legislation adds a healthy set of new transport functions for combined authorities, set out across the various measures we have already heard about, and many of them are very positive, but the reality is that those transport authorities that are currently local authorities receive a lot of central Government funding, while the strategic and combined authorities sitting at the higher level do not. Their money is not coming from the magic money tree; it is coming from levies and precepts.

Additional responsibilities are great, but given the additional work involved in all this transport reporting that we have heard about, and the additional functions at a higher level, I am greatly concerned that we may be setting some of these organisations up to fail from the start. Through new clause 11, I am seeking assurance that the Secretary of State will continue to assess and review whether authorities have sufficient support and capacity to carry out these functions, and ensure that they are not too onerous given the source of their funding—levies on the authorities beneath them and precepts directly on the taxpayer.

This Bill is a move away from how we have been funding local authorities; yes, some local authorities are on zero revenue support grants, but many are still quite heavily reliant on central Government funding, and this is the first opportunity for me to say, out loud: are we sure this is a good idea? We are creating a whole framework of legislation and a whole set of local authorities, that have no real central funding. New clause 11 provides the first chance to ask that question and get assurance from the Minister about precisely where the money is coming from. If the money is coming directly from our residents through precepting, we should say that out loud, so that they understand what they have let themselves in for.

[Sam Carling]

I have a brief, technical question. I might be mistaken in my reading of the provision, but I seek clarification about the arrangements for local transport plans. On Tuesday, the Committee agreed to clause 6, which amended the Levelling-up and Regeneration Act 2023 and the Local Democracy, Economic Development and Construction Act 2009 to introduce a standard of simple majority voting on combined authority boards. However, we included a grandfathering provision to allow some distinctive governance arrangements at existing authorities to continue.

Schedule 9 makes a similar amendment to the Transport Act 2000, specifically for the adoption of local transport plans, as we have heard, but this amendment does not have the grandfathering provision. Thinking of my own combined authority in Cambridgeshire and Peterborough, where local transport plans require a two-thirds majority, I wonder whether the Bill could create legal ambiguity that could lead to judicial reviews or legal challenges. According to clause 6, setting out the general arrangements of boards, the existing arrangements stand once this Bill comes into force, but according to schedule 9 they are overturned. Will the Minister clarify the Government’s intention there? Then we can find a way to remove that ambiguity.