Climate Change
Lord Berkeley Excerpts(4 years, 2 months ago)
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Lord Berkeley (Lab)
My Lords, I am grateful to my noble friend Lord Browne for securing this debate and we have heard some very interesting speeches. I will focus on transport, which, as the noble Lord, Lord Birt, said, is one of the biggest current polluters. My worry is that a lot of us, as well as a lot of speakers in this debate, have focused on one or more new technologies, or possibly lifestyle changes, but we have to guard against focusing on the one solution that may cause us the least inconvenience. There are people in many other parts of the world at risk of drowning through weather events or suffering famine as well as everything else, which really has to be taken seriously.
Current government policies look like they will have a lot of catching up to do if they are to achieve what I think we all want as we move forward. Heavy funding is still going into new roads. The Government’s forecasts for traffic growth indicate that there will be an increase of 50% in traffic by 2050. We are looking at extra airport capacity. Why? We are looking at fuel duty, which has not gone up for many years while rail fares are rising. Why, if we want to encourage people on to rail? Where is the funding for buses, which are much more environmentally friendly than people driving around? Worst of all, while we rightly have endless debates about who is building more houses where, how are people supposed to get from those houses to their schools, offices, shops or wherever they want to go without a car? Public transport needs to be integrated with where people want to go.
We have an even greater problem with the movement of freight. We already have electric cars, but electric trucks bringing oranges from Spain are probably impossible at the moment. If they were possible, the cost of manufacturing the equipment would be very high. Cheaper rail fares and lower charges for rail freight would be a good thing, and perhaps the Government would like to follow the example of the German Government, who have just cut access charges for rail freight by 10%. I hope the Government will come up with some new policies on this before COP 26 in the autumn.
It is worth reminding ourselves that Friends of the Earth suggests that traffic reduction by 2030 should be somewhere between 20% and 60%. That is the opposite of going up by 50%. Surely that is something we should really be looking at much more seriously.
There is a great deal to be done on behaviour and the changes that will need to happen in our population growth, the nature and location of work, education, housing, healthcare and leisure. As the noble Baroness, Lady Lane-Fox, mentioned, digital technology is also very important. There is also paying for road use or electricity and possibly even reducing the need to travel in going about our business. Flying should increase in cost. We never mention shipping very much, but some of the emissions from ships need serious challenging as part of this campaign. We really need more rail travel for people—more stations and freight terminals—and to be aware, if we want hydrogen-producing transport, that it costs energy and electricity to make hydrogen. It is easy to go down one route and forget about how the rest of it will happen.
There needs to be a plan of action. As a colleague, Professor Anable of Leeds ITS, told me, we need traffic- reduction targets—not an increase, and not just for roads but for rail and air—and some real incentivisation to co-ordinate transport and planning objectives with the need to reduce travel. We need to do many other things, such as regulation and increasing investment in non-car modes, but it ends up as quite a change in lifestyle as an example to the rest of the world —which will be miles behind, if we are not careful.
Post Office: Prosecution Powers
Lord Berkeley Excerpts(4 years, 2 months ago)
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Lord Duncan of Springbank
The simple answer to that question is: not enough. The reality is that perhaps only a fraction of the money which has been won in this court case—around £12 million of the £60 million—will end up in the pockets of the sub-postmasters. That is a shocking realisation but it is, unfortunately, the answer to the noble Lord’s question.
Lord Berkeley (Lab)
My Lords, what action are the Government going to take against the people who were running the Post Office when all this was going on? Have they just been moved to another job and got promotion, or will some action be taken against them? As other noble Lords have said, people have died, committed suicide and lost their businesses.
Lord Duncan of Springbank
There is a new chief executive and a new regime is in place. I cannot comment on the individuals who were in positions of power during that time because I simply do not have the answer. I recognise the anger the noble Lord brings to his question, and that it is shared by the House today.
Net Zero Carbon Emissions
Lord Berkeley Excerpts(4 years, 6 months ago)
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Lord Berkeley
To ask Her Majesty’s Government what plans they have to give new duties to regulators to promote the achievement of net zero carbon emissions by 2050, as recommended in the National Infrastructure Commission Report Strategic Investment and Public Confidence, published on 11 October.
The Parliamentary Under-Secretary of State, Department for Business, Energy and Industrial Strategy and Northern Ireland Office (Lord Duncan of Springbank) (Con)
My Lords, the Government welcome the review by the National Infrastructure Commission. There are existing powers and duties in place for regulators in relation to decarbonisation. As we transition to net zero, regulators will need to continue to play their part in delivering this important goal. We are considering the commission’s report carefully and will look at what additional guidance may be necessary to support our regulators in helping the UK to meet this vital commitment.
Lord Berkeley (Lab)
I am grateful to the Minister for his response, because it is good to know that the Government are looking at this seriously. Does he agree that the three regulators that have been reviewed—Ofgem, Ofcom and Ofwat—have the opportunity to make an enormous difference to reducing our carbon emissions by 2050? Can he explain whether the same duties will be imposed on the Office of Rail Regulation, and on his department in respect of road transport and other transports, because they all have a big role to play?
Lord Duncan of Springbank
The noble Lord raises an important question. All must do their part and, wherever my department is responsible, it will ensure that there is serious communication between the individual agencies, all anchored to the 2050 net zero commitment.
Localism Bill
Lord Berkeley Excerpts(12 years, 6 months ago)
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Lord Berkeley
My Lords, I support the concept of this amendment, but we are in danger of making even more laws when we cannot enforce the ones we have. I find pretty incredible the idea of somebody such as a litter warden—I do not think the police would do it—chasing every car that goes down a country lane to see whether something falls out of the window and then trying to identify who threw it via the keeper. The same could apply in parks or on the roads. Who is going to enforce these laws? I wonder whether either of the noble Lords who have put their name to this amendment could actually tell the House how many convictions there have been for dropping litter, even without this amendment, since the law came into effect. I am afraid that it is probably a solution that is nice to have but will not make much difference. We have to do much more to educate people about not throwing litter or dumping things and helping them, as my noble friend Lord Judd said, to have more pride in the environment in which they live.
Lord Jenkin of Roding
My Lords, I, too, support the amendment, but I have only one question to ask my noble friend who is going to reply. When he replied on 10 October, at col. 1370, it was perfectly clear that he had been briefed about the London Local Authorities Bill currently before Parliament. I had made the point that it was awaiting some technical changes to be approved by the Government. The Ministry of Justice and no doubt the DCLG will also have been involved. Can my noble friend tell me anything more about that? How long are we going to have to wait before that Bill can be made to work? That is what we are waiting for, and at the moment it is in the hands of the Government. Can she tell me anything about that?
Lord Marlesford
My Lords, I am most grateful to my noble friend for her comments. I am most grateful for the support that I got from all sides of the House. I would like to answer the noble Lord, Lord Berkeley, straight away. First, I am not creating a new offence as such. All I am trying to do is to make the 1990 Act, which has failed for the reasons we have discussed, work better. How many prosecutions there have been or how many there will be is completely unknowable. I suppose we could know how many there have been, but the point is that at the moment the thing cannot be enforced. In my book, unenforceable law is bad law. You should not have laws which put obligations and requirements which cannot be, and therefore are not, enforced. That is the way to bring the law into contempt.
Lord Berkeley
I am grateful to the noble Lord for giving way. The Act applies to more offences than throwing things out of motor cars, so have there been any convictions for other litter offences without this problem of motor cars?
Lord Marlesford
I am talking about the problem, not of motor cars but of motor vehicles—a little wider than motor cars but not as wide as the noble Lord seeks to draw me. I am not concerned with other things that the Act does. I am sure there are lots of bits of the Environmental Protection Act 1990 which work extremely well. What I cannot accept is the suggestion of my noble friend that it is not necessary. It is necessary for us to do something about litter. This is one thing we could do. It is a simple thing. It is an enabling power. It is a power which gives local authorities the opportunity, as my noble friend Lord Jenkin explained, to do what is being done in London. Therefore, it is wholly appropriate to the Bill. All too often one has found that the Government talk one thing and either do nothing or do something quite different. I would like to feel that this House will give a signal that it basically believes that something should be done and that something can be done. I beg leave to test the opinion of the House.
Earl Attlee
My Lords, the need for this amendment emerged following the first decision under the regime a little over a week ago when it became clear that the Planning Act 2008 contains a drafting flaw that could have serious consequences for the regime if not corrected. Under compulsory purchase law, local authorities, statutory undertakers and the National Trust have special protection from proposals to compulsorily acquire their land. Where they object to a compulsory purchase order, and do not withdraw that objection, the order is subject to special parliamentary procedure—an involved, complex and often lengthy process which can add six to nine months to the timetable.
The first decision under the regime has demonstrated that the Planning Act 2008 has inadvertently widened the grounds on which special parliamentary procedure is engaged. Any representation by a relevant body on any aspect of the development consent order not limited to compulsory acquisition can trigger SPP. This means that many more projects will need to go through the SPP than do at present, with implications for growth and jobs. Government Amendment 53, therefore, seeks to correct the drafting of the Planning Act to bring it into line with compulsory purchase law as it operates under the town and country planning system.
Let me be absolutely clear on this for the benefit of the House. We are absolutely not seeking to lessen the important protections for land belonging to those bodies, and indeed this amendment would not prevent the National Trust, for example, from invoking SPP where a development consent order would grant consent for its land to be compulsorily acquired. The amendment seeks only to correct an error in the 2008 Act, thereby ensuring that the compulsory purchase regime is consistent across both the 2008 Act and the major infrastructure planning regimes. I beg to move.
Lord Berkeley
My Lords, I am grateful to the Minister for introducing his amendment and allowing me to speak to my three amendments in this grouping. He has agreed to respond after this, and it is very welcome that we can do it in this way.
I shall just make a very small comment on government Amendment 53. While I welcome the amendment—it is good to see that the Government recognise that some changes have to be made to the Planning Act in this regard—it does nothing for the point that I shall come on to shortly. In a wider sense, the special parliamentary procedure seems to be an additional safeguard in the 21st century, with a rather heavier touch, as I shall come back to several times, than the approach taken in the Harbours Act or the Transport and Works Act orders, which are two of the principal order-making regimes that the Planning Act draws on and replaces.
I turn to the amendments in my name. The House will recall that, both in Committee and on Report, the noble Lord, Lord Jenkin, my noble and learned friend Lord Boyd and I moved, and spoke in support of, a number of quite technical arguments, which we thought were pretty important to the Bill, designed to make a number of changes to the provisions of the Planning Act 2008 dealing with the new regime for considering national infrastructure projects, which are currently operated by the Infrastructure Planning Commission. The Planning Act is a distinct improvement on the many regimes that we had before for the types of infrastructure that it replaces, and I think that it is settling down.
My concern, which I expressed previously and will have to return to shortly tonight, is that this Bill should have gone further and made more changes to the 2008 Act that are either a necessary or logical consequence of the IPC's abolition and the return of decisions to Ministers or are simply required to make the 2008 Act work better. I have been briefed in particular by the National Infrastructure Planning Association, which has people with great experience in this field. I welcome the Government's intention to keep the new regime under review, but it would be helpful to hear from the Minister tonight a little more as to quite what they are going to review and when.
The House will recall that the Minister, Greg Clark MP, said in a Written Ministerial Statement that the Government are,
“listening to industry, representative groups and others using the system … and will be exploring opportunities for improvement to ensure the system has the right mix of certainty, flexibility and efficiency”.—[Official Report, Commons, 10/3/11; col. 73WS.]
That is good. In the impact assessment for the Bill’s provisions on major infrastructure projects, published in January this year, we are told that, in relation to the policy behind the preferred options, which is now reflected in the Bill,
“It will be reviewed 04/2014”.
I would like to hear from the Minister how this review will take place.
Before discussing in more detail the issues focused in these amendments, I want to mention a very recent development that appears to be highly relevant. Apparently,
“The European Union is concerned that the single market is not operating effectively because of a lack of integrated energy, transport and digital infrastructure”—
I certainly support that view—
“and is also not moving to a secure, low-carbon energy future quickly enough”.
On 19 October, only a couple of weeks ago, the European Commission launched two new proposed regulations to address this: the “Connecting Europe Facility”, which is about to spend €50 billion on all three sectors of infrastructure, which is a great deal of money; and a focus on energy infrastructure, for which the Commission will require new authorisation regimes because such projects will have to be subject to a special “permit granting process”. It is a bit complicated, but €9 billion has been earmarked for energy projects.
The Government will have to change regulations or legislation to allow these internationally significant infrastructure projects—which are apparently called ISIPs, as opposed to NSIPs or something—that will sit above, or instead of, the Planning Act regime for nationally significant projects. There are various processes and timetables set out for this and the pre-application consultation requirements are quite prescriptive. I understand that all these are required to be in place by 1 September 2013, which is only nine months after the regulation is due to come into force. It would be interesting to hear from the Minister how the Government intend to do this and make sure that the money being offered from the EU is available.
I am grateful to the Minister for arranging a meeting between his officials and myself and the noble Lord, Lord Jenkin, between Report and now. We had a very useful meeting and I take the opportunity to thank Ministers and officials for the very helpful discussions. We should have had the meeting some time ago, but we did not—as was said at Report. However, I hope that, even so, we can make progress.
Turning to the amendments themselves, I should say that Amendment 87 relates to the Minister’s amendment about development consent orders and the need to have special parliamentary procedures where there are objections. As the Minister said, it could take about nine months extra if one had to go through these procedures. I still wonder why we have to go through these procedures when there should be a single consents regime with a harmonised set of requirements and procedures, which I call a one-stop shop. I compare the complexity and difficulty of this with the transport and works orders and the harbours orders.
On Report, the Minister referred to the Planning Act drawing on long-standing and well-established protections from compulsory purchase orders for certain types of land. He thought that our proposals then would significantly weaken them, but I do not accept his reference to a two-tier system—why it should go further than happens with the TWA and the harbours order. The House will recall that the only project so far to be approved by the IPC, which is Covanta's proposed incinerator in Bedfordshire, will now have to be approved by this House and the other House under SPP. A lot of people may not like these incinerators but that has gone through a process and, again, will be subject to six to nine months’ extra delay. I hope that the Minister can indicate that these issues will be reviewed in the light of experience.
The next amendment in the group, Amendment 88, refers to the regulations made under Section 150, which deal with construction-related consents in England. Again, we discussed this quite thoroughly on Report—so much for having a one-stop shop, as there are still up to 42 other consents required from regulators in England and a further 36 in Wales. I still have not discovered why there are so many extra ones in Wales but it may be that the noble Earl will take the view that it does not matter very much. Again, the point is that it would be very good for those developing new projects to be able to reduce the number of these other consents which they have to get. I wonder whether the Minister would be prepared to give some kind of timetable and a commitment to reviewing this number, and even to produce a report to Parliament every year for the next few years. That could challenge his colleagues in other departments on whether they really can be brought underneath this umbrella of the one-stop shop.
Finally, on Amendment 89, again, we have discussed the creation of criminal offences in some detail but it is still a worry that the types of offences which can be introduced through this process are not sufficient for the types of projects and offences which might be required. Again, that provides a much greater limit than the Transport and Works Act orders do, which is why I wanted to see whether we could include railways and construction in tidal waters. One example which springs to mind is the question of trespass during construction, which could well occur on the high-speed line—assuming that it gets built—or on some of the offshore wind farms, if people can get around there. Trespass is a very difficult thing to stop if you do not have the right regulations, and it would be good to see whether the Minister would be able to extend the existing criminal offences to the two issues in this amendment.
To sum up, we have made progress on these issues in discussions on the Bill but we have certainly not gone as far as I would have liked to see. However, is the Minister prepared to tell us a little more about the issues that I have raised and about three things in particular? First, there is the impact assessment on how the Planning Act 2008 has worked in respect of projects through the IPC and its successor, which I believe is supposed to be there in 2014. Secondly, there is how this connecting Europe facility will work and whether the Government are keen that projects here should get the extra €9 billion that will be available for energy alone. Finally, can I press him to have an earlier review and a progress report to reduce significantly those 42 consents, plus the 36 in Wales?
Lord Jenkin of Roding
My Lords, the noble Lord, Lord Berkeley, spoke to his amendment so comprehensively that I want to add only one point. As my noble friend on the Front Bench indicated, the Government’s own amendment came to light only a week ago. I should like to say a very warm thank you to him and to the officials who recognised so swiftly that there had to be a change to the 2008 Act to prevent quite unnecessary use of the special parliamentary procedure, or SPP.
I endorse what the noble Lord, Lord Berkeley, said: there are still too many examples where such procedures will or could need to be invoked. If anybody makes an objection—for instance, where one is dealing with local authority land—and that objection is sustained, it will have to go through this special parliamentary procedure. While the decisions on major infrastructure projects were being taken by the Infrastructure Planning Commission, a quango, that may have been a necessary parliamentary protection. However, as the noble Lord, Lord Berkeley, has said, under the new procedure, perhaps from April 2012, these decisions will be taken by a Minister accountable to Parliament. This changes the nature of the necessity for these other protective procedures to be built in.
Like the noble Lord, Lord Berkeley, I would very much welcome an indication from my noble friends on the Front Bench that they will look at this again. I understand that, in the short time that we have had to deal with this—it came up only on Report in this House—it has been difficult for Ministers to go as far as we would perhaps like. However, with the review coming up, there seems to be an opportunity to have another look at this so that it gets somewhat nearer the one-stop shop that was originally offered by the Ministers in the previous Government as being the major benefit of the new Infrastructure Planning Commission. It most manifestly is not a one-stop shop at the moment. Maybe it never could be a one-stop shop but it could certainly have fewer than the 42 consents that are necessary for these major projects. I hope my noble friends will be able to give us some reassurance that they are sympathetic to this and will, in the review, look at it very carefully with a view to coming somewhat nearer the original objective that was held out to Parliament when the 2008 Act was introduced.
Localism Bill
Lord Berkeley Excerpts(12 years, 9 months ago)
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Lord Boyd of Duncansby
My name is also associated with Amendment 166U. At one stage, I had thought that I had put my name to one or two of the other amendments and it indeed appeared in earlier versions of the Marshalled List. However, for some reason my name seems to have been disassociated with those amendments. Nevertheless, I support the thrust of the amendments of the noble Lord, Lord Jenkin, and I emphasise the need for a seamless transition.
I do not want to take up the time of the Committee at this hour of night but I wish to mention two amendments in particular. The first, Amendment 166R, raises an important point of principle on the extent to which a development consent order can deal with all the consents—the one-stop shop that the noble Lord, Lord Jenkin, mentioned. This was particularly important in the setting up of the Planning Act regime. Noble Lords will recall from the debates at that time that the Terminal Five proposals involved 37 different applications under, I think, different pieces of legislation. The beauty of the development consent order is that it was supposed to bring all this together. The problem is that quite a number of consents are outside this process, particularly those involving the Environment Agency and Natural England. For example, under Section 109 of the Water Resources Act, the Environment Agency deals with consent issues where there is construction work in or near principal water courses. Thereby, if a nationally significant infrastructure project is next to a water course, there is a separate application to the Environment Agency.
I submit that that does not make sense. Adequate protection can be given within the development consent order. By way of example, if the Minister is taking this away to think about it, I mention the London Gateway Port Harbour Empowerment Order 2008, which was made under a similar process: the Harbours Act 1964, where adequate provision is made for the Environment Agency consents.
I mention a second matter. Amendment 166J concerns Section 114 of the 2008 Act. At present, there is concern among developers that, in effect, you get one chance to get the application right. If you have to make amendments to it, the issue then becomes whether they are substantial and, if they are, there is no way of amending the proposal properly in the process. In effect, you go back to square one. It is a bit like snakes and ladders, except that they all go back to the beginning.
I do not expect Ministers to comment on live cases, but one issue has arisen in the past few days with an application before the Infrastructure Planning Commission. It has refused to allow an amendment to an application. Does the developer then go back to square one to propose a development that the applicant presumably believes is inferior to the one they seek? I ask the Ministers to take that away to see whether they can give any flexibility in the process.
Lord Berkeley
My Lords, I support the noble Lord, Lord Jenkin, and my noble and learned friend Lord Boyd on these amendments. They are terribly important to help to provide, as near as possible, the one-stop shop for big developments and to give business confidence in the process. As we have said in previous days in Committee, that is one of the most important things: to help get projects developed quickly—and the reason for the 2008 Planning Act and the changes proposed through the Bill.
I shall speak to two groups of amendments in my name. The first is Amendments 166UAA, 166BA, 166 UBB, 166UCA and 166UE, which concern the proposal that the national policy statements should be approved by both Houses of Parliament rather than just the House of Commons. It is interesting that, yesterday, the House of Commons debated and approved the six national policy statements for energy. They have been around for a long time in draft form and been subject to consultation, and it is good that the House of Commons debated them, but I suggest that there is an equal need for this House to debate such national policy statements, because there is a great deal of expertise among your Lordships about issues that are likely to come within the national policy statement framework. It seems equitable that we should debate them too. I am sure that noble Lords will have good contributions to make, and I hope that the noble Lord or the noble Baroness—I do not know which of them will reply—will take that seriously. It should have happened under the 2008 Act, but it did not, so here we are today.
The other amendment in my name, Amendment 166VZB, was proposed to me by Network Rail—which, as the Committee will know, is in the private sector but receives about £4 billion of public money. As the Committee will also know, the Government are rightly putting great pressure on Network Rail to save money. It is involved in a large number of usually quite small investments to create more capacity, meet growing demand and improve network reliability. Of course, many of these investments require planning permissions and other consents to deliver the works effectively on time and within budget. This amendment is designed to facilitate the process and, clearly, to reduce costs.
I am afraid that I have to go into a little of the background on this. Network Rail is the statutory successor in title to the original railway companies and it has fairly extensive permitted development rights, or PDRs, which confer the necessary planning authority, subject to prior approval in some cases, for works. However, it is often necessary to seek additional powers to supplement those powers both for related works outside the existing rail corridor and to acquire land and rights over land.
The methods for seeking authority for railway works has historically been by means of Private Bills—which we do not often see these days, other than for very big projects and then they tend to be hybrid Bills—and more recently under the Transport and Works Act 1992. In England, the procedure is currently also covered by the Planning Act 2008, which requires consent for developments that are, or form part of, a nationally significant infrastructure project, or NSIP, to be authorised by a development consent order. An NSIP is a project for the construction or alteration of a railway, but not where the alteration of a railway is authorised by permitted development rights. Of course, there is no national policy statement for railway projects at the moment. Whether there will be in the future, we do not know, so further guidance is not available. Therefore, many of the Network Rail schemes will not be covered by PDRs, and it will need to seek development consent in addition to using existing PDRs.
It is interesting that, for example, Network Rail is, as noble Lords will know, in the middle of a project to electrify the Great Western main line. It involves demolishing a number of bridges, some track widening and lots of little bits of work over 100 miles or so of track—two track or four track. Discussions with the IPC and the Department for Transport have revealed some questions about the interpretation of the rules in relation to the delivery of rail projects. Most of them are covered by PDRs but some elements of this scheme may not be. They may include a mixture of works authorised by PDRs and those to be authorised in other ways. Where works are covered by PDRs, the Planning Act is not clear whether they can be, or whether they have to be, included in a development consent application as part of an NSIP. That is causing delay and quite a lot of concern.
Network Rail clearly needs flexibility. If it takes, say, two or three years to go through a process between a design being sufficiently advanced and the start of construction, that is going to cause a lot of delay to its projects. Experience to date suggests that the time to be allowed for the full IPC process, from consultation to authorisation, is approximately 30 months. Whether the process would be quicker with a hybrid Bill, as is proposed for the new high-speed line, I do not know. I suspect that it is a bit quicker but no one is suggesting a hybrid Bill for the Great Western.
A procedure carried out by means of permitted development rights can be completed within a matter of weeks where proposals are notified as a matter of policy. Where prior approvals are required, it may take a little longer, but it is also a lot quicker.
There is also the question of minor works. There is no threshold for rail schemes requiring development consent. Where PDRs do not exist, minor works such as alterations to structures, which are not nationally significant, might be caught up in the definition of an NSIP and therefore require consent. Therefore, this all needs clarification.
I am pleased that Network Rail welcomes the changes that the Localism Bill will make to the planning Act, but there need to be further discussions between the Department for Transport and Ministers to clarify some of the issues which I raised and which this amendment would help to satisfy. I look forward to hearing what the Minister has to say in response. I am happy to have more discussions, but I hope that they will take Network Rail’s concerns seriously in this regard.
Lord McAvoy
My Lords, I support my noble friend’s amendment. I declare an interest in that my eldest son, Thomas, is a ganger with Network Rail; he is not in the high echelons of management, but he is a ganger with firsthand experience of working on the line, doing maintenance and improvements. No one wants a situation in which Network Rail, or any organisation, can disrupt public services by not fulfilling its tasks properly. Carelessness can lead to other things. Nevertheless, Network Rail, like many other companies, needs the process to be transparent and speedy. I know that it is difficult to get planning applications—or indeed any applications, such as applications for improvements to the rail network—processed speedily, but speed is needed. Anything that improves that must be a good thing. I hope that the Minister will be able to give my noble friend a positive response.
Lord Berkeley
Perhaps I might follow up something that my noble friend Lord McKenzie asked the Minister about the timetable of national policy statements. As I said earlier, the energy ones were published and agreed yesterday, which was great. We have heard nothing yet on ports, airports and interchanges, which will come out of transport. We do not even have any dates for their publication. Perhaps the port statement is in draft form—I am not sure—and there are probably other NPSs coming from other departments. I do not expect an answer from the Minister now, but it would be good to have a letter with an expected timetable. At the moment, industry sees the prospect of several years of vacuum with no policies to work to. It would be very helpful to have firm timetables.
Earl Attlee
My Lords, this large group contains a range of amendments that seek to amend various provisions in the Localism Bill that amend the Planning Act 2008. The noble and learned Lord, Lord Boyd of Duncansby, has not moved his amendment, which addresses a drafting flaw in the Localism Bill, because government Amendment 166VE deals with it. I am grateful that the noble and learned Lord did not worry us with moving his amendment.
The noble Lord, Lord McKenzie, asked when the full NPS will be available. The noble Lord, Lord Berkeley, asked about the ports and the timetable for other such important NPSs. I will write to noble Lords on that and on any other technical issues that I do not cover in my response.
My noble friend Lord Jenkin has tabled a range of important technical amendments that aim to ensure that the new major infrastructure planning regime is as efficient as possible. These address matters such as: land subject to compulsory purchase, Amendments 166D, 166E, 166L, 166M 166N and 166P; notification where a deadline is extended, Amendments 166G and 166H; the power to amend an application after submission, Amendments 166J and 166K; the power to waive compliance with regulatory requirements, Amendment 166Q; the application of Section 150, Amendment 166R; offences, Amendments 166S and 166T; transitional provisions, Amendment 166U, which was also spoken to by the noble and learned Lord, Lord Boyd of Duncansby; judicial review, Amendment 166V; discharge requirements, Amendment 166W; and the decision-making period, Amendment 166VCA.
I can assure my noble friend that, as he suggested, we share the same goals. It is vital for the future of the UK that the major infrastructure planning regime must be as efficient as possible. If my noble friend will permit, I would like to consider the points he has raised in more detail and consult him and others between now and Report to see whether anything further can be done on the issues he has raised. With that assurance, I hope he will not move these amendments at the appropriate point.
Amendment 166KA, tabled by the noble Lords, Lord Greaves and Lord Tope, would remove certain types of development usually connected with underground projects from the definition of associated development in the Planning Act 2008. The ability to grant consent for associated development is critical to the operation of the single consent regime. The amendment would require developers to seek multiple planning consents for major projects, adding to the cost and complexity of making the application, which is precisely the situation we are trying to avoid, so I hope the noble Lords will not pursue this amendment too far.
Amendment 166UAB, which is also tabled by my noble friends Lord Greaves and Lord Tope, seeks to require a national policy statement to address carbon emission targets and national policy objectives on assessing and adapting to climate change. I fully sympathise with my noble friends’ concerns regarding climate change and carbon reduction, but the requirements of the Climate Change Act 2008 are binding on Ministers in the exercise of any of their functions, including national policy statements. Moreover, the Planning Act 2008 already places significant requirements in relation to climate change on Ministers when carrying out their functions in relation to national policy statements. I therefore do not believe this amendment to be necessary.
Amendments 166UZA, 166UZB, 166UAA, 166UBA, 166UBB, 166UCA and 166UE in the name of the noble Lord, Lord Berkeley, and Amendments 166UA, 166UB, 166UC and 166UD in the name of my noble friends Lord Greaves and Lord Tope, seek to provide for positive approval of national policy statements by both Houses of Parliament and remove the 21-sitting day timetable for consideration.
The 2008 Act provides both Houses with a full scrutiny role in relation to national policy statements and indeed this House has already undertaken a very detailed scrutiny of the first of them, including those on energy and waste water. This role will not change. The noble Lord, Lord Berkeley, asked about debates on NPSs. The 2008 Act provides for a Committee of either House to scrutinise national policy statements and, if they recommend it, for a debate to be held on the Floor of the House. The key point to note is that the Localism Bill supplements this with a requirement for approval in the other place.
National policy statements are policy documents, not legislation. This House has never had a role in approving policy documents and it does not automatically follow that because the Localism Bill provides for the other place to have such a role, this House should also. If both Houses had the authority to approve a national policy statement, but one were to reject it and the other approve it, this would call into question the legal standing of the document and any planning decisions that were to rely upon it. This could lead to extensive delay to both the national policy statements and the provision of vital infrastructure.
The discretion to approve a national policy statement using the negative procedure and the introduction of a timetable of 21 sitting days are intended to ensure that the approval process is both efficient and flexible. Their removal could ultimately result in further delay. It is important to note that the DPRRC raised no concerns about these provisions. Given this, and the explanations I have given, I hope that noble Lords will not press their amendments.
Amendment 166VZA, in the name of my noble friend Lord Jenkin, and Amendment 166VZB, in the name of the noble Lord, Lord Berkeley, would amend provisions of the 2008 Act which relate to electricity lines and railway projects respectively. I have considered these proposals carefully and concluded that in both cases the amendments could be effected by amending Part 3 of the Planning Act. The procedure already exists in secondary legislation to achieve this and therefore there is no need to adopt these amendments. On electricity lines, I would of course be delighted to facilitate a discussion between my noble friend Lord Jenkin and colleagues in the Department for Energy and Climate Change. On railways, I would be equally happy to meet the noble Lord, Lord Berkeley, and my officials in the Department for Transport to discuss the process further. In short, if there is a problem that needs to be ironed out, I am up for it.
Government Amendments 116VA, 116VB, 116VC, 116VD and 187A extend the new power in Section 116 of the Bill to Wales to cover non-devolved matters and provide greater flexibility in the acceptance of applications.
I hope that I have given sufficient reassurance to the Committee on the matters that concern noble Lords to allow them to withdraw the amendments they have proposed, and I hope the House will agree to the government amendments in the name of my noble friend Lady Hanham when the Question is put.
Railways: Intercity Express and Electrification
Lord Berkeley Excerpts(13 years, 2 months ago)
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Lord Shutt of Greetland
My Lords, I thank my noble friend for his comments. I immediately looked at my railway map and thought, “What does this mean in terms of the construction period?”, particularly for the tunnel to south Wales and the electrification thereof. Clearly, there is the problem of that single line between Swindon and Kemble. I am told that much of the work is likely to take place at night. However, there is work going on at the moment, with Network Rail looking at its next programme of work from 2014-19. There is still a possibility that, if it is really believed that it would enhance the diversionary route for that period when work is taking place, it could be considered or, indeed, brought forward.
Secondly, on procurement, the likelihood is that there will be longer franchises in future, which may well mean that my noble friend Lord Bradshaw has his wishes in that regard. One feature of this procurement is the knock-on effect of various proposals and the fact that Agility Trains may well mean agility, in terms of trains moving from place to place. For example, if ultimately there were to be electrification to Swansea after this programme, you could then have all-electric trains while the electro-diesels could go somewhere else where they can go under the wires and not be where the line is electric. There is a sense in which this proposal is about more than one train company and one piece of work.
Concerning the third item, the journey times on the Great Western main line, we all know that the Thames valley has, over the years, become something of a honey-pot. Places such as Swindon and Reading have grown and grown, so commercial reasons have meant that more trains have stopped at those places rather than being express trains. With electrification, the likelihood is that there will be more trains—there are plans to have them—and fast trains. I cannot guarantee that there will be any enhancement in services prior to electrification but I will pass back to the department the comments that my noble friend has made.
Lord Berkeley
I congratulate the noble Lord on this Statement, which is very positive, as my noble friend has said. It has resolved many of the uncertainties surrounding the whole of the Great Western network in terms of electrification, new trains and everything else.
I just draw his attention to one issue that needs a little more resolution: the section between Reading and London and the relationship with Crossrail. As noble Lords will know, Reading station is being subject to a major upgrade, which is very welcome too. At the moment, however, the Crossrail services are due to stop at Maidenhead, where I believe construction work has started on a big maintenance facility. Most people think that it would be much better if Crossrail trains went on to Reading, which is a major interchange; I do not think anyone would suggest that Maidenhead was the centre of the universe when it comes to changing trains. That would also avoid having a separate shuttle train, which I think is still planned to be a diesel, between Reading and Slough, stopping at Maidenhead. Reading station is being extended to take Crossrail trains, but there has been no decision on where they will go.
I have one final suggestion that my noble friend could pass on to the Secretary of State. It is very welcome that there will be 11,000 more peak-time seats with these new trains, but there is still an enormous demand for fast services between Reading and Paddington. It may be that there should be some faster services as well as the stopping Crossrail services to take up some of the slack, so that the seats are not empty all the way from Reading to Swansea.
Lord Shutt of Greetland
My Lords, I thank the noble Lord, Lord Berkeley, for his comments and hear what he says about Reading and the extension of Crossrail beyond Maidenhead. Of course, until there was certainty of the electrification, I do not think that that could have been planned; clearly, it can now be planned. I am not sighted of any specific plans of today as to trains terminating at Maidenhead or going forward to Reading, but I believe that that is likely to be the case. Indeed, they may even go further, to Oxford. It is likely that that will be embraced, and this electrification means that that is possible.