My Lords, I support Amendment 240 in the names of my noble friends Lord Berkeley and Lord Hunt, the noble Lord, Lord Young, and the noble Baroness, Lady Randerson. Before I turn to the specific amendments in this group, I will mention the very helpful discussion which took place in Grand Committee on Monday on the Built Environment Select Committee’s report on public transport in towns and cities. The committee’s recommendations were very helpful to our consideration of this Bill. I thank the chair of that committee, the noble Lord, Lord Moylan, and his predecessor, the noble Baroness, Lady Neville-Rolfe, the members of that committee and all those who gave evidence.
The Minister—the noble Baroness, Lady Vere—was part of that discussion so there is no need for me to go through all the points relevant to the Bill, which I am sure she will pass on to her colleagues in the Transport team and the DLUHC team. However, it was the overwhelming view of the committee and all noble Lords who took part on Monday that a formal link should be introduced between local plans and local transport plans. In view of the amendments in this group, it is important to record that strongly held view today.
Can I say how much I agree with the noble Baroness, Lady Randerson, about the importance of transport to the levelling-up agenda? Like the noble Lord, Lord Young, and the noble Baroness, Lady Randerson, I too am very pleased to see the Minister responsible for transport here today to respond to the debate. As the fortunate resident of a town designed with 45 kilometres of cycleway built into it, it is unthinkable to me that planning for cycling and walking, and considering at local plan stage the infrastructure needed to support that, would not be in the Bill and intrinsic to the planning for our communities. If this amendment is accepted—I really hope it will be—then the subsequent NPPF or whatever is going to succeed that will need to take account of the anomalies that occur in these aspects of planning in two-tier authorities. My noble friend Lord Berkeley referred to that earlier.
Generally these can be resolved through good liaison between authorities, but consideration should be given, as responsibility for both transport and rights of way sit with county councils, as we have heard, whereas the local plan is the responsibility of the district council. It will also need to be clear in terms of rights of way improvement plans that the responsibilities for maintenance—should it be necessary—ransom strip land purchase and so on remain the responsibility of those authorities which currently hold them. To be clear, the fact that a planning authority includes them in its local plan does not necessarily incur any additional financial or legal responsibility for these matters than existed previously. Concerns about lack of co-ordination through the National Planning Policy Framework were referred to by my noble friend Lord Berkeley, and including this provision in the Bill might encourage authorities to work together where that is not the case already.
In relation to Amendment 468 in the names of the noble Baronesses, Lady Pinnock and Lady Randerson, I echo comments about the tireless work of the noble Baronesses, Lady Brinton and Lady Grey-Thompson. It is very important to clarify that this should apply to all railway stations, including retrospectively. I know that is a difficult issue and how it works together with other disability legislation, such as the Disability Discrimination Act, should be clearly identified. There are already some provisions in there but I do not think it goes as far as we would want it to and the proof of that is what we see in our local railway stations. We heard many of examples of that during the debate.
It is, of course, crucial that we do all we can to make our rail system accessible, safe and user-friendly for all passengers. Indeed, we will never make the quantum leap in switching from private car travel to public transport that we need to reach zero carbon without such measures. I come back to the Built Environment Select Committee’s inquiry into public transport, which has very clear recommendations on this subject. As the noble Baroness, Lady Randerson, said, progress has been painfully slow on this to date and we need a bit of a rocket under it to get it going again. The very helpful introduction of things such as senior railcards is of far less use if you need to navigate several flights of stairs to cross even from one platform to another.
Amendment 470 in the names of my noble friend Lord Berkeley, the noble Baroness, Lady Scott of Needham Market, and the noble Earl, Lord Lytton, requires the Secretary of State to facilitate the accelerated rollout of EV charging points for domestic and commercial customers. I strongly support this very laudable aim but there are still unresolved issues. First, as the noble Lord, Lord Young, and the noble Baroness, Lady Randerson, have both identified, we are already seeing inequalities develop in EV charging provision and we need to watch out for that very carefully, particularly in the context of the Bill.
Then there is the issue of technology and whether it is settled enough yet to encourage the considerable cost of a UK-wide rollout. Many of us in this Chamber will remember the issues around VHS and Betamax. That is the classic example of when, if you jump early to the wrong technology, it can be very expensive indeed. Many noble Lords referred to improvements in very fast charging facilities and the way that picture is developing so rapidly. It is difficult to know when that will settle. The noble Lord, Lord Young, referred to the difference between fast and slow chargers, and we need to make sure that we get the most up-to-date provision wherever it is possible.
Secondly, in terms of domestic provision, the complex issues referred to by noble Lords by this afternoon of on-street charging must be resolved. For those fortunate enough to have a drive or land at the side of their property where charging points can be installed, it is not such an issue, but if you live in a terraced street and in housing where that is not so easy to do, it is. The noble Baroness, Lady Bennett, rightly made the point that this should not interrupt easy walking access for residents. For properties with no adjacent parking, installation of EV charging points can prove expensive and very disruptive in terms of cable laying and so on. My noble friend Lord Berkeley raised this issue too; we have to be concerned about it. Lastly, I have a slight concern that giving this responsibility in legislation to the Secretary of State will simply result in it and potentially the resultant cost and headaches being transferred to local authorities. That is something we need to think carefully about.
I also agree with noble Lords who have said that National Grid really has to get its act together on this issue. Even in developments I have been engaged with in my own borough, it is very often National Grid that really holds things up on many of the measures that we want in levelling up and regeneration. We need to work on how National Grid can respond more quickly to these developments.
No doubt, all those issues could be considered and resolved and there is clearly an urgent need to accelerate the provision of EV charging. My noble friend Lord Berkeley mentioned 8,000 public charging points. This is woeful. The noble Lord, Lord Young, mentioned that this has been flagged up for over 30 years now. We can all remember talking about this many decades ago, so surely it is time now that we made urgent progress.
I turn now to Amendment 482 from the noble Baroness, Lady Bennett of Manor Castle. At the moment, some local authorities do a very good job of making the case to residents in their communities for reducing speed limits, and I pay tribute to campaign
organisations such as 20’s Plenty for Us that are producing fantastic support on that. In addition to the points that have been made about it, I also mention that the reduction in pollutants at lower speed is a key issue here as well as the other benefits in noise pollution, safety for other road users and so on.
We believe that this is an area where decisions are far better taken locally so that benefits can be explained fully as the change is implemented. I pay tribute to Hertfordshire County Council, which has worked very closely across the county with local councillors and their communities to develop an evidence base, introduce consultation with members and the communities that they represent and then put appropriate funding allocation in place, first on a pilot basis and then more widely across the county. That is a very good example, and it was lovely to hear another example of how the Welsh Labour Government are leading the way in this respect.
Amendment 486 in the name of the noble Baroness, Lady Randerson, refers to the need for the Government to update Parliament on progress against their EV infrastructure strategy, which was published in March 2022. Irrespective of the comments I made earlier about the complexities of introducing EV charging, at the very least the Government should be delivering against the strategy they have set for themselves. The disparity in provision from place to place is as important as the sheer number of charging points available, so we certainly support the amendment.