My Lords, I give three-quarters support—I was going to say half-hearted support—to what the noble Lord, Lord Moylan, has moved by way of his amendment. The nationally significant infrastructure projects programme was quite a radical change when it was introduced. It was seen as a way of what one might call railroading—except that would perhaps be unfortunate given some of the projects—or delivering national projects which would be perpetually trapped in the local planning system should they go by the conventional route.
It is something of a planning bulldozer, and I absolutely share the concern of the noble Lord, Lord Moylan, about the expansion of Heathrow; we are on the same page as far as that goes. It is equally clear that, if a project such as Heathrow was ever to go forward, it would not survive the local planning processes, so the existence of a nationally significant infrastructure project mechanism for delivery is certainly well justified in the legislation. The question is: what happens when a project begins to fade from the priority list of the Government or, for that matter, that of investors in a private project? The noble Lord has produced two examples, known very well to him from his personal work experience and career, which illustrate the point.
I say to the Minister that surely there should be some process of project review in central government. The Built Environment Select Committee—I was a member until January—considered that in some detail, in looking at some evidence that we received in relation to reports. The committee took evidence from various parties. Who is actually in charge of the oversight of whether projects will proceed, are proceeding or are making progress? The committee was not convinced at that time that the Government had a viable and clear process for deciding that a project was or was not a priority, what that priority might be or what its consequences might be. The idea that there is a national pipeline, with projects neatly lined up going in at one end and coming out completed at the other, is fanciful. However, that is the way that the thinking, and often the public expression, about having a national infrastructure plan is expressed.
I am with the noble Lord, Lord Moylan, and this amendment, but I see it much more as being about hearing from the Government that they have a review process, that the review process is capable of taking a hard decisions, and that, when it takes a hard decision, it makes it operational on the ground so that we do not have huge areas, such as those around Heathrow, that are blighted. Indeed, on the peninsula on the Thames estuary, to which the noble Lord, Lord Moylan referred, progress is going in no direction. In the presence of a Section 35 designation, nobody else can go there either. It is essentially a dead development area, which I would have thought the Government would be anxious to avoid.
I am keen to hear what the Minister believes the mechanism is and whether, in the judgment of the Government, it is effective. If it is effective, it should
be quite easy to answer the question put by the noble Lord, Lord Moylan, on how long it will be before the Ebbsfleet peninsula is de-designated. I suspect that it would be difficult for the Minister to de-designate Heathrow at the Dispatch Box today for a variety of reasons, but I hope that it is clear the direction from which I am coming, and that the Minister in replying can give us some satisfaction on this before we proceed further.