Infrastructure Bill [Lords]

Debate between Stephen Williams and Geoffrey Clifton-Brown

Monday 8th December 2014 Commons Chamber

[Stephen Williams]

I can give a cast-iron guarantee that, during the remaining three or four months of the coalition Government, there is absolutely no chance whatever of the company being privatised. As for what happens in the next Parliament, I am sure the hon. Lady is as aware as I am that no Parliament can bind another, so it will come down to the parties’ manifesto commitments.

The national road network is vital. Even though it represents only 2% of the road length, it carries 30% of all traffic and 60% of all freight and business traffic, and 90% of our constituents will use it every year. My hon. Friend the Member for Tamworth (Christopher Pincher) mentioned the M42 and quoted from G. K. Chesterton. I am sure the Minister of State will enjoy reading it in Hansard tomorrow.

Various questions were raised about the local road network, including by the shadow Minister, the hon. Member for Birmingham, Northfield (Richard Burden). A duty will be placed on the new company to co-operate, including with local authorities, and the road investment strategy will provide long-term certainty of investment and clear performance and delivery expectations. This will give local authorities greater clarity on the implications for the local road network, allowing them to prioritise their investments better. The governance and performance structure will ensure that the strategic highways company forges open and effective relationships with local bodies through their route strategies.

On the hon. Gentleman’s question about spending, I can tell him that £4.7 billion has been spent on local roads this Parliament—27% more than throughout the lifetime of the last Parliament—and we have already announced £6 billion for the period 2015-16 to 2020. He also asked, as did several other Members, about the accountability of the new company. Ministers will remain accountable to Parliament for the way roads are run, and the strategic highways company will be accountable to Ministers for delivering the road investment strategy. Oversight from the Department for Transport, the strategic roads network monitor and our new Transport Focus will ensure that those strategies are delivered.

The Chair of the Environmental Audit Committee, the hon. Member for Stoke-on-Trent North (Joan Walley), made a wide-ranging speech, but in particular she mentioned air quality. The Government obviously take their air quality responsibilities incredibly seriously, and the Bill will place a general duty on the company to consider the environment, including the impact of its operations on air quality. I am sure the report her Committee published today will inform its work.

The Government have invested £400 million this Parliament to support the market for ultra-low emission vehicles, with a further £500 million being invested through to 2020. Specifically on air quality, we have committed £100 million in the roads investment strategy to support improvements in air quality and mitigation for new schemes. I shall come to zero-carbon homes shortly, but I should mention at this juncture that one of the allowable solutions for off-site carbon abatement, across the range of possible measures, could be the development of a national network of electric car charging points—one of the barriers to the growth of low-carbon vehicles. I am sure we would all want to see that.

Further public accountability will be provided by the new watchdog mentioned by the hon. Member for Rugby (Mark Pawsey). We will be converting Passenger Focus into a new body, Transport Focus, which will better describe its reason for existence: it will now be commenting on the state of the roads as well as the modes of transport that use them.

Finally on roads, my right hon. Friend the Member for Arundel and South Downs (Nick Herbert) made an important point about whether the company should have a view to the design and aesthetics of road infrastructure. It was an entirely reasonable point, and it allows me to mention the enjoyable evening I had last night in my constituency, watching a spectacular fireworks display over the Avon gorge marking the 150th anniversary today of the opening of the Clifton suspension bridge. That bridge, designed by Isambard Kingdom Brunel, is surely the most iconic bridge not only in England or the United Kingdom, but possibly in the whole world. In the 21st century, we probably cannot aspire to the magnificent standards of the 19th century, but surely we can improve on the ugly concrete slabs that characterise our motorway network as laid down between the 1960s to the 1980s.

[Geoffrey Clifton-Brown (The Cotswolds) (Con)]

When Brunel was building his bridge, there was no planning and no local inquiry system. If we are really serious about infrastructure in this country and if we are trying to build an extra runway in London or HS2, it will take at least five if not 10 years to get planning permission and the local inquiry through. What can the Bill do to shorten that period?

[Stephen Williams]

One of its aims is indeed to streamline decision making to make sure that national infrastructure projects are built on time.

A few Members mentioned the part of the Bill that deals with invasive non-native species. Species control orders will be used to support national eradication programmes for newly arrived species in exceptional circumstances. We expect approximately only one such order to be issued a year, and we do not intend species control orders to be used where the reintroduction of former native species is undertaken legally. I hope that reassures the hon. Member for Brighton, Pavilion, who had a particular concern about the European beaver.

The shadow Minister asked about the operation of the habitats directive of the European Union. Our responsibilities under the habitats directive extend only to protecting those European-protected species whose natural range includes Great Britain. Many of the species listed in the habitats directive, such as the crested porcupine and the marsh frog, are clearly non-native to Great Britain and could be invasive. The directive allows for derogations from protection in certain circumstances, including for reasons of public health or environmental protection.

Several Members spoke in support of the deemed discharge proposals to speed up planning consents under the Bill. The deemed discharge of planning conditions is indeed a good example of where a small legislative change, as proposed in the Bill, provides far greater certainty for house builders, other planning applicants and communities. Feedback from the sector is that local planning authorities often take longer than the statutory eight-week period to reach decisions, preventing building work from starting on sites. This measure will help to ensure that local authorities hit the deadlines that they should already be working towards.

Zero-carbon homes is the part of the Bill for which my Department is responsible, and I am particularly proud that we have got to this moment. Concerns were, however, mentioned by the right hon. Member for Greenwich and Woolwich (Mr Raynsford), the hon. Member for Southampton, Test (Dr Whitehead) and my right hon. Friend the Member for Hazel Grove (Sir Andrew Stunell). The intention of clause 32 is to make sure that all new homes achieve a zero-carbon standard from 2016—either through on-site measures or off site where on-site measures are not physically possible. As my right hon. Friend mentioned, there have in fact been two tightenings of part L of the building regulations in this Parliament: one when he held my post in 2011 and one in April this year. Together, those two measures have increased by 30% the energy performance of new homes built with planning permissions after those dates.

From 2016, we want another 20% advance in the energy efficiency of new homes across the mix of housing. Those energy efficiency measures should be done on site where possible, but off site where not. There could be practical reasons why those energy efficiency measures could not be introduced on site. That is why it is necessary to provide for a scheme of allowable solutions. This incorporates a wide range of measures such as the retrofitting of older housing stock—several Members mentioned that there could be a great need for that—and there could be local or national schemes where we need to act together as a nation and not necessarily tie the allowable solutions scheme to local authorities.