
Stop bending over backwards to protect bats, Defra told
Defra is over-interpreting EU rules on protecting bats that are blocking development, a Government-backed review has found.
A review of environmental regulation commissioned by the Government has recommended that EU-derived legislation be reformed to make building projects easier.
This includes the Habitats Regulation that was the basis of the 1km bat tunnel that added more than £100 million to the cost of HS2 in an effort to protect 300 bats in Buckinghamshire.
The review by economist Dan Corry is part of the Government's push to reduce red tape that slows development of housing and infrastructure.
The Government has now said it will consider all of his recommendations, with nine swiftly implemented.
These include giving 'trusted bodies' such as the National Trust the power to bypass regulations for projects such as wetlands, and giving major projects such as Heathrow a single responsible regulator.
The review found there were more than 3,000 pieces of environmental regulation, much of it inherited from the EU.
It said there was a view that EU rules were being more cautiously applied by Defra bodies such as Natural England and the Environment Agency, than in many European countries.
Regulators continue to apply the 'precautionary principle' – insisting on preventative measures even for a small risk of harm –despite it being abolished by UK legislation after Brexit, the review said.
The Government will not consider changing the regulations, but is understood to be looking at how they are applied.
Other regulations that could come under scrutiny include those that resulted in the so-called 'fish disco', underwater speakers to deter marine life, that could delay construction of Hinkley Point C.
A new Defra infrastructure board will also be introduced to speed up delivery of major projects, for example by working with developers at an early stage and ensuring decisions are proportionate.
The Government has already introduced its Planning Bill, which will make it easier for councils to compulsory purchase land to build homes and hospitals, and pay communities near new electricity pylons.
Britain Remade, which campaigns to make the planning system easier for developers to build, welcomed the Government's response to Mr Corry's review.
'For far too long, environmental charities and quangos have been allowed to stand in the way of development, acting as roadblocks to growth by insisting on hugely expensive and project delaying measures like bat tunnels and fish discos,' said Sam Richards, Britain Remade's CEO.
'With these measures, along with changes to the statutory consultee system and the Planning and Infrastructure Bill, hopefully Britain will finally be able to get building.'
Sir Keir Starmer and Rachel Reeves have been criticised by green groups for dismissing protections for species such as newts and spiders as blockers to growth.
Mr Corry said a streamlined system would be better for nature and long-term economic growth and said the two should not be seen as a zero-sum game, although he acknowledged there would be 'short term trade-offs'.
Richard Benwell, chief executive of Wildlife and Countryside Link said: 'The Government's planning reforms fall far short of the win-win approach ministers want and Corry seems to support.
'For too long, environmental regulators have been too poor and too weak to enforce the law. Their environmental duties have been too soft and vague to drive environmental recovery.'
A Defra spokesman said: 'The current system is not working for nature or for growth. That's why we will deliver a more streamlined, modern approach to regulation.
'This government will uphold environmental protections, not scrap them. Our reforms will focus on improving how environmental protections are implemented to get Britain building and restore nature at scale.'
A strong economy is better for the environment
By Dan Corry
Our current system of environmental regulation is not working as anyone would want.
While it was set up in good faith, time and factors like resource constraints, legal findings, case law, the UK leaving the European Union and climate change mean it does not deliver well enough for nature or for our long-term economic growth.
That's why we need a new approach to find ways to protect and enhance our natural world, while allowing development to take place. All parties, whether that's housebuilders, nature conservation charities or farmers, need to have a better experience of environmental regulation than they do now.
The current system fails them all.
My review into environmental regulation and regulators at the Department for Environment, Food and Rural Affairs (Defra) – like Natural England and the Environment Agency – focused on guiding activities in the right direction and preventing significant harm, without being antithetical to growth.
Growth and nature should not be seen as in direct conflict – it is not and must not be seen as a zero-sum game, even if short run trade-offs will sometimes need to be made.
This review has made clear to me that our environmental regulation is overly complex, fragmented and difficult to navigate.
Defra oversees over 3,500 pieces of legislation, enforced by various bodies with different approaches.
While comprehensive, the system is bureaucratic and inefficient, with many laws out of date or overlapping, leading to unnecessary red tape.
A shift is needed; from rigid processes to a system that focuses on clear, outcome-driven goals.
To improve the system, my report has put forward 29 recommendations. These are focused on streamlining and modernising regulations that I believe would lead to better outcomes all round.
To name but a few, I recommend the following actions. We need to support better cooperation between regulators and appoint a lead regulator for all major infrastructure projects in which multiple have an interest.
This should be agreed by regulators at the outset of projects, particularly those that represent significant growth and economic potential.
This will stop the endless loop of developers for developers seeking planning approvals from multiple authorities who often disagree with each other – speeding up approvals and potentially saving businesses millions in time and resource.
Furthermore, to accelerate the delivery of significant projects, Defra should establish an Infrastructure Board.
This board should help ensure that regulatory decisions balance costs and proportionality as well as look to the future to see what's needed.
This will improve oversight within the department and overcome barriers to development at an early stage.
Another recommendation which is key is allowing trusted nature conservation and environmental partners and other organisations with good track records greater autonomy for nature-positive projects.
This approach will enable them to move fast on restoring habitats without applying to regulators for multiple permissions, delivering improvement quicker and easier.
Understandably, environmental groups may be nervous about some of the recommendations. And of course, we must not stop being concerned about the wellbeing of our precious nature be that about protected species of bats or rare flora.
But everything I have learned during this review suggests that the current system does not work as well as it could for nature and the environment, let alone for growth.
The temptation to 'always keep a hold of nurse for fear of finding something worse' is natural but is surely not the right approach to be taken to deliver positive change.
Defra needs to up its game and get more on the front foot to execute these recommendations, but I am encouraged by the fact that the department has already begun to implement several of these reforms.
The prize of better protection for the environment with growth is now in reach.
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Yet when the number crunchers in Horse Guards Road sat down to work out how much the Welsh Government should get at the last spending review in 2021, that comparability factor fell to just 33.5%. Ouch. For every £1 spent on transport by Westminster, since the last spending review the Welsh Government has received a population adjusted share (5%) of 33.5%. Or about 1.6p. For context, it used to be around 4p. If Mr Chadwick and Mr Iorwerth are right and the UK government plans to plough even more money into rail in England in the coming years on projects like HS2, East Coast and what the Tories used to call Northern Powerhouse rail, then the new comparability factor that the Treasury mathematicians will conjure up this time could be even lower. But even that is massively misleading. Because if the UK government also promises to plough vast sums into rail in Wales then the comparability factor for the Welsh Government would not rise - it would fall further still. Is your mind boggling yet? We said it was complex. What the Welsh Government wants Because the Welsh Government isn't responsible for rail infrastructure spending, the transport comparability factor really just reflects how much money is going on rail. The less that's spent on rail, the higher a share of the overall transport pot the Welsh Government gets. The more that goes on rail, the lower a share of the overall transport spot the Welsh Government gets. The real problem for Cardiff Bay then is not the comparability factor. Neither is it the fact that East West rail isn't classified as England-only. The problem, as far as the Welsh Government is concerned, is the fact that the England and Wales rail pot itself isn't shared fairly. HS2 and East Coast rail are the symbols of a system that is broken that pours vast sums into English rail projects while Wales misses out. Even if they were classified as England-only, the money would go to the Welsh Government which isn't responsible for rail infrastructure spending. "The way that the system operates at the moment—for years I've been saying—is redundant," Wales' transport minister Ken Skates has said. "The east-west line, which has been in development, I believe, for around about 20 years now, is part of the rail network enhancements pipeline, where everything in a large footprint, a substantial footprint, including Wales, is packaged together. "Where you have all schemes in England and Wales packaged together in what's called the regional network enhancement pipeline it means that projects in Wales are always going to be competing on the business case with projects in affluent areas of the south-east, of London. That means that we are at a disadvantage. "I want to see it change. I've been saying it for years. There's nothing new in this story. I've been saying that we need reform for years and suddenly people have woken up to it." Wales' First Minister Eluned Morgan has said the same. "What we have is a situation where there is a pipeline of projects for England and Wales. Are we getting our fair share? Absolutely not. Are we making the case? Absolutely." "I've made the case very, very clearly that, when it comes to rail, we have been short-changed, and I do hope that we will get some movement on that in the next week from the spending review," she said. What does this mean for the spending review When Rachel Reeves stands up in the Commons on Wednesday, we fully expect she will announce some funding for rail in Wales, as you can see in our piece here, and our expectation is that will be about the rail stations earmarked in the work by Lord Burns after the M4 relief road was axed. They would be in Cardiff East, Parkway, Newport West, Maindy, Llanwern and Magor. But what matters is how much and when - and how that compares to the money being spent in England. Imagine the chancellor announces a few hundred million pounds for those rail stations in Wales in the spending review, what we do not - and will likely not know for many years - is whether that amount is a fair reflection of the mass spending she has announced in England because we know she has also touted £15bn of improvements in England. It will likely take years for academics to assess what kind of share of the rail pot has been spent in Wales. In the past, it certainly has not been fair. In 2018, a Welsh Government commissioned report by Professor Mark Barry estimated that the Network Rail Wales route, which covers 11% of the UK network, received just over 1% of the enhancement budget for the 2011-2016 period. In 2021, the Wales Governance Centre told MPs on the Welsh affairs select committee that had rail been fully devolved to the Welsh Government, Wales would have received an additional £514m for enhancements via Network Rail had rail infrastructure been devolved as it is in Scotland. So when Leeds West and Pudsey MP Ms Reeves gets to her feet in the Commons on Wednesday, you can pretty much guarantee there will at least one or two headlines relevant Wales. But we may not understand what they really mean for a while yet and East West rail won't help us understand either.