My Lords, it is a pleasure to follow the noble Earl, Lord Devon, although I am not entirely in sympathy with what he said about Amendment 196 in the name of the noble Baronesses, Lady Jones of Whitchurch and Lady Parminter, among others. I wish to say something in support of that amendment and say a word or two about Amendment 197 of the noble Lord, Lord Blencathra, about high-speed rail lines, which raises an interesting issue.
First, on Amendment 196, the condition referred to in paragraph 9(3) of Schedule 14, which requires the habitat to be
“maintained for at least 30 years,”
seems rather half-hearted, as the noble Baroness, Lady Hayman of Ullock, said in her very able introduction to this amendment. We are dealing here with works that the planning authority considers will result in an increase in the pre-development biodiversity value of the habitat, which is significant. Works of the kind that are being contemplated here require to be designed and planned for, as well as maintained. The period for which they are likely to be maintained is bound to affect the design and quality of the works and the effort that has been put into them.
What we should aim for is really long-term improvements to replace the huge loss of habitats. In many cases, the features we most value—such as ancient woodlands, which the noble Baroness, Lady Young of Old Scone, has been talking about so much with my support—have been built up to their present state over centuries. When I refer to ancient woodlands, I have in
mind what is to be seen at ground level, as well as the trees. I am thinking about the quantities of mosses and flowers, such as the wood anemone and wild hyacinth, which grace our woodlands and, where lost, will take many decades to recreate. Thirty years is far too short to achieve that. Maybe perpetuity is too long, but the present formulation in the Bill seems not only half-hearted but misguided.
Amendment 197 of the noble Lord, Lord Blencathra, would require the submission of a biodiversity gain plan as a condition of planning permission for the HS2 lines from London to West Midlands and from West Midlands to Crewe, and for the proposed extension from Crewe to Manchester. I very much welcome the opportunity that this amendment has provided for us to discuss how net gain can be applied to projects such as these, including the proposed extension from Crewe to Manchester, which offers an opportunity for this matter to be taken forward.
I am in sympathy with the application of the net gain principle, and, like the noble Lord, Lord Blencathra, I am delighted with the amendment the Government are bringing forward to introduce a scheme for dealing with significant infrastructure projects. But to apply the condition that he is looking for to the two lines that already exist would almost certainly be unworkable at this stage, as these lines both already have the benefit of deemed planning permission under the relevant hybrid Bills. Furthermore, the extent of the land to be taken has been settled—taken compulsorily, I should stress, from the landowners.
The possibility of applying that to the proposed extension is a different matter. I am sure that the Minister will correct me if I am wrong, but my understanding of his very lengthy amendments is that they would not extend to the proposed HS2 line for the rather technical reason that permission for it will not be given under the Planning Acts, which are what the amendment is directed at, but under the hybrid Bill legislation, under which the two existing lines received their planning permission. That is a technical reason but unless the schedule is extended, as proposed in Amendment 194C, to other projects beyond those mentioned and dealt with under the Planning Acts, I do not see how the proposed line can be covered.
I should like to say a little more about that because I was the chairman of the Select Committee on the High Speed Rail (West Midland-Crewe) Bill. As part of my background reading, I had to study the report of the Select Committee on the High Speed Rail (London-West Midlands) Bill, chaired by Lord Walker of Gestingthorpe. The issue of net gain came up in both cases and one can trace through the development of those various lines a development in the approach to the issue being taken by HS2 as to whether net gain should be and could be achieved. In both cases, the promoter set itself at the outset the aim of achieving no net loss of diversity. In both cases, this attracted criticism from, among others, the Royal Society of Wildlife Trusts and the Woodland Trust.
The objection before Lord Walker’s committee was that the system of measurement that the promoter planned to adopt to achieve no net loss was different
from the biodiversity-offsetting metric adopted by Defra for use by local planning authorities. At the committee’s request, Natural England looked into the issue and provided a report. The committee heard evidence from the trusts and others; it regarded the Defra metric as sensible for relatively small developments but said that it was not appropriate for use in the case of large linear projects such as the HS2 lines. The reference to linear projects is worth bearing in mind because in the case of those lines, one is dealing with projects that pass through areas of several local planning authorities and it is not so easy for planning conditions to be applied under and discussed with various authorities. Anyway, in that case, the issue of net gain was not pursued.
When the issue came before my committee three years later, the argument had developed beyond comparing the two approaches to offsetting. The Royal Society of Wildlife Trusts asked for a clause to be added to our Bill to require HS2 to ensure a net gain in biodiversity in perpetuity—note the words “in perpetuity”—with appropriate funding, in place of the promoter’s commitment to no net loss. The aim was to achieve biodiversity gains in the detailed design and implementation of the scheme.
However, the promoter pointed out that net gain could not be guaranteed without further purchase of land beyond the Bill limits, and that is one reason why I do not think that the Minister’s amendment relating to the two existing lines can be made to work. We considered that it would not be appropriate to require landowners, particularly farmers who were giving up so much of their land for the line, to be required to give up more land that was already proposed in order to provide for net gain. However, we secured an assurance from HS2 that it would do everything practicable to achieve net gain in the detailed design of the project within the Bill limits. Furthermore, HS2 was funding a scheme—a £2 million biodiversity fund—that would enable biodiversity to be provided outside the Bill limits by other landowners who were willing voluntarily to provide the kind of land needed for biodiversity gain to be achieved.
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The present state of play, as I understand it, is that HS2 is now committed to doing the best it can within what is reasonably practicable to achieve net gain in the case of both the existing lines for which permission has already been given. As for the future position, as I understand it, the Government’s amendment will not apply. There is a problem in the new line in that, to provide no net gain within a hybrid Bill scheme, which is what will be proposed, a great deal of attention will have to be given to the extent of the land to be acquired for the line to proceed with that benefit. That matter has to be left to others to solve rather than by amendments to the Bill.
I am sure the Minister will correct me if I have misunderstood the position. I absolutely sympathise with what the noble Lord, Lord Blencathra, seeks to achieve but there are practical problems in the case of these projects, which have to be addressed by other means.