Low-traffic Neighbourhoods

Baroness Fox of Buckley Excerpts

Tuesday 21st November 2023 Lords Chamber

[Baroness Hayter of Kentish Town (Lab)]

My Lords—

[Baroness Fox of Buckley (Non-Afl)]

My Lords—

--- Later in debate ---

[Lord Davies of Gower (Con)]

I know that this issue is of particular interest to the noble Baroness. I would be delighted to meet her.

[Baroness Fox of Buckley (Non-Afl)]

I welcome the noble Lord. Can the review look at the detrimental mental health harms of being forced, for example, to take three times as long to take the kids to school or the disabled and elderly being unable to get taxis from or deliveries to their doors due to LTNs, and the health impacts of heavily congested roads and LTNs? Will the Minister look at a new report, “Clean” Air, Dirty Money, Filthy Politics, which looks at the distorting influence of big money on the science and health evidence? We need to say that there are bad health effects of some of these anti-car policies.

[Lord Davies of Gower (Con)]

I thank the noble Baroness for her question. I take on board what she says, and I cannot disagree with it. There is nothing wrong with driving. Most of us use a car, and for many, life would not be liveable without one, but I take on board exactly what the noble Baroness says.

Public Transport in Towns and Cities

Baroness Fox of Buckley Excerpts

Monday 17th April 2023 Grand Committee

[Baroness Fox of Buckley (Non-Afl)]

My Lords, I welcome this report and agree with the general premise that public transport plays a vital role in urban environments, enabling people to access education, leisure, family and/or work. It is as important for economic productivity as community dynamism.

The report’s recognition that many British towns outside London have inadequate, unreliable and expensive transport infrastructure is of concern, as was acknowledged by the noble Lord, Lord Moylan. The consequences can be dire when public transport is not adequate to aid essential travel. Sometimes, alternative support is required. For example, there is a story from Blackburn, which was raised by Jake Berry MP in the other place, where parents of 170 SEN pupils have been left in limbo after a specialist subsidised bus service used by Walton-le-Dale High School was axed due to a huge unaffordable hike in prices. The school is out of area but, as Blackburn with Darwen Borough Council does not have suitable school places for the pupils, the children are stranded. Normal public transport is neither suitable nor available, but the council tells them to just get the bus.

One parent of a son with Asperger’s in year 7 told LancsLive that:

“Even my son’s paediatrician said that he would not be safe on public transport”.


Rick Moore, a local politician leading the campaign with the parents, recently organised for them to address the council. Tillie, a year 11 pupil, eloquently explained that the walk to the closest bus stop is on an unlit country lane and that the pavement is only continuous on one side and has a section of footpath so narrow that pedestrians are forced on to the road—so much for safeguarding the young. Sadly, the council remains indifferent. I raise this to indicate the problems when public transport is inadequate and also to note that it is not always a solution to the mobility challenges of living in towns that often have poorly served rural areas close by.

I turn to another issue. One problem constantly raised in the report is the steady stream of often contradictory demands on councils from central government, which confuse transport priorities. If we look at active travel plans—a euphemistic name given to non-car mobility for which local authorities receive substantial funding—these schemes, such as cycling lanes and walkable neighbourhoods, have nothing to do with public transport. Worse, however, is that prioritising them can be a hinderance in terms of allocation of road space, as we have heard, and can often have the unintended consequence of increasing congestion.

As James Freeman from BRT UK told the committee:

“At the moment, to favour the cyclist—because that is where the money and focus are—public buses have found themselves back in the queue, and the bus service becomes unreliable and slow as a result”.


As the report rightly notes, bus services are attractive to users only if they have some priority over the rest of the traffic and are therefore able to compete with undertaking the journey by car. Of course, anyone choosing to travel by car is likely to elicit admonishment, as driving seems to be thoroughly disapproved of in transport policy circles. I found it dispiriting that the report fuels this by positing improving public transport as a way of reducing car use. This is unnecessarily binary, divisive and unhelpful for citizens. The Government’s response to the transport decarbonisation plan states that measures are needed to

“shift to public and active transport”,

and the inquiry reports experts saying that

“a reduction in trips by private car of the order of 30% is needed to help meet net zero targets.”

I am worried that the language in this debate is misleading, even disingenuous. This is posed by the DfT as helping to “improve travel choices”, and local authorities have been given powers to implement measures to “support improved choices”. TfL says that the Government have an important role in making public transport, walking and cycling the mode of choice, but the public are not being given a choice here. Too often, policies seem coercive and anti-choice.

One reason why I am opposed to the report’s recommendation that the Government should set explicit targets for a reduction in car journeys is that it is bad enough as it is. Some local authorities have adopted local targets, at the cost of citizens’ freedom to choose to drive. Indeed, many drivers now feel like they are the villains in an anti-car crusade in urban areas, and often there is little regard for democratic scrutiny. Look at the exorbitant emission zone charges, which are widely unpopular. Noble Lords will have noted the large Together rally in London on Saturday, against ULEZ. Then there are the infernal low-traffic neighbourhoods, where roads are blocked off with no discussion and no mandate. Hackney Council is planning to close 75% of its road space to cars. Bath’s first LTN, in Southlands, has proven highly controversial but the council has just announced 48 more LTNs, and despite lively opposition from Bath’s grass-roots “save our city” campaign there will also be a £10 million emissions zone, dubbed a ring of steel by locals. All over the country, families can no longer drive to their weekly shop, taxi routes are lengthened and more costly for the disabled and the elderly getting to GPs, and care workers and plumbers alike are unable to navigate speedy routes to their next appointment. It is not so much active travel, as anti-travel.

On the committee’s visit to Birmingham, we were told that meeting the region’s 2041 decarbonisation target would require a 35% reduction in car travel over the next 10 years, a 50% reduction in all trips and an 800% increase in wheeling journeys on vehicles such as bikes and scooters; that will be great for the elderly. In that context, there would be a need for a 100% increase in public transport—as though improving public transport is just a means to an anti-car end. Worse, drivers end up getting the blame for problems with public transport. Transport for West Midlands complains that a “preference towards” driving is perhaps

“the ‘biggest barrier to improving public transport’”.

Surveys in the region show why people drive: 87% say that their lifestyle requires that they own a car or a van, and 94% say they enjoy the independence which car ownership gives them. That word, “independence”, is key. What is fascinating is that ever since the anti-car policy wonks grabbed the political steering wheel back in the late 1990s, and despite the exponential growth in the car-reduction industry ever since, the number of cars on the road rose substantially between the 1990s and 2020. As the director of the future cities project says:

“What this predominantly shows … is that personal mobility remains important to the public, despite all the policies that are so hostile to driving”,


and that it is a form of liberation especially espoused by women.

I urge the Minister not to succumb to pressure to make anti-car measures more explicit, but rather to concentrate on the worthy and vigorously pursued goal of improving public transport on its own terms.

Railway Timetables: Disruption

Baroness Fox of Buckley Excerpts

Thursday 13th January 2022 Lords Chamber

[Baroness Vere of Norbiton (Con)]

My Lords, I cannot comment on the Night Riviera sleeper; I wish I could, but I will write if I can find out any information on it. However, we do need to look at our railways to ensure that they are financially sustainable for the future. The Government have committed £14 billion since the start of the pandemic to support our rail sector. We know that in future, we will be looking for workforce reforms and cost efficiencies. We want passengers to come back and, of course, overall, we want an excellent performance for all passengers and freight.

[Baroness Fox of Buckley (Non-Afl)]

My Lords, the less than full railway timetables are not solely caused by Covid-related staff shortages. The hourly Chester to London and London to Chester direct trains have just disappeared. Whenever I make any queries about the return to the pre-lockdown timetable, I am met with an “It’s Covid, innit?” shrug. Can the Minister look at this cavalier establishment of the new normal as a cover for what are, effectively, cuts in services? Worryingly, it is not just confined to the rail network, but it is always at the expense of the public and it is happening without anyone discussing it.

[Baroness Vere of Norbiton (Con)]

I am not sure I agree with the noble Baroness. Clearly, we are discussing it today and we have discussed timetables in the past. Timetables are never static: they have changed twice a year for a very long time. It is true that we will be asking the rail industry to submit plans through the routine business-planning process, and it may well be that there are further changes to timetables. We do, however, ask all the rail operators to engage very closely with local communities to ensure that we are able to deliver the right services to the right places.

North of England: Rapid Mass Transport System

Baroness Fox of Buckley Excerpts

Monday 28th June 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

My Lords, I suspect that it will not be an either/or situation in the future, as indeed it is not now. We are actively considering opportunities for automation and AI. We want to see the safe development and deployment of self-driving vehicles. The Government have the Centre for Connected and Autonomous Vehicles, which is looking at developing regulations, investing in innovation and skills and engaging with the public, because it is important that we take them with us.

[Baroness Fox of Buckley (Non-Afl)]

My Lords, it still strikes me as ironic that, although the UK invented maglev, Asia has made far greater and more imaginative use of this high-speed technology. I worry about us being too risk-averse in refusing to keep it on the table. Can I press the Minister perhaps less on the sci-fi possibilities of innovative technology solutions—although I do find them exciting—and more on the concrete plans to bring about high-speed connectivity between northern cities, which is crucial for levelling up? Can the Minister assure us that urgency and speed will be deployed rather than emulating HS2, which has to be the slowest high-speed project in the world? Surely the cost challenges of maglev in Japan are not worse than those of HS2 here.

[Baroness Vere of Norbiton (Con)]

I, too, am extremely excited by technology. The noble Baroness said that there has been widespread take-up of maglev technology across Asia, but that is not the case. The high-speed system is up and running in Shanghai at the moment, but China has now decided to invest in conventional rail rather than rolling out a large number of high-speed maglev systems. As I have mentioned many times, the Government are considering connectivity across the north and this will be set out in the integrated rail plan.

Transport Decarbonisation Strategy

Baroness Fox of Buckley Excerpts

Wednesday 19th May 2021 Lords Chamber

[Baroness Fox of Buckley (Non-Afl)]

My Lords, according to the Department for Transport—a tad opportunistically—lockdown provided a once-in-a-generation opportunity to make lasting changes to how we make short journeys. The Minister said this would get people walking, cycling and on to public transport. Can she assure us that transport decarbon-isation will not exploit the new normal to reduce choice by imposing top-down green solutions, often at the expense of car drivers, as we have seen in the recent imposition of low-traffic neighbourhoods by councils despite rank and file community opposition and no consultation?

[Baroness Vere of Norbiton (Con)]

A low-traffic neighbourhood cannot be introduced without consultation. Indeed, the Secretary of State specifically asked for the guidance to be rewritten very recently to ensure that all local authorities ensure adequate consultation in their communities, including with emergency services, to make sure that low-traffic neighbourhoods are a success.

Airports National Policy Statement

Baroness Fox of Buckley Excerpts

Monday 18th January 2021 Lords Chamber

[Baroness Vere of Norbiton (Con)]

My Lords, when we look at carbon emissions, we must do so in the round: air-quality and noise considerations also need to be taken into account. All of these are important. I accept that there are investments to be made, but I believe that, in the round, whether it be on carbon, air quality or noise, these investments are worth while.

[Baroness Fox of Buckley (Non-Afl)]

My Lords, in light of the urgent need to reinvigorate the British economy post-Covid with ambitious and large-scale infrastructure projects that will require plentiful and flexible travel opportunities, and of the previously mentioned devastating impact of lockdown measures on aviation, tourism and jobs in that sector, will the noble Baroness assure us that net zero targets will not be used as a barrier to airport expansion and rejuvenation? Will the Government discourage the eco green version of unnecessary travel rules under the guise of hectoring us to fly less, and instead encourage us to fly more, when safe to do so, whether for pleasure, holidays, business or even to attend global summits to discuss carbon reduction?

[Baroness Vere of Norbiton (Con)]

Of course, the Government have a wide range of transport infrastructure projects that we are taking forward under the guise of building back better. The noble Baroness is right, in that there is always a balance: in the future, when aircraft emit less, it may be absolutely acceptable to take as many flights as one likes. Sometimes, we are told we should not fly, but, of course, that is just because of the carbon. Actually, flying is a very good, quick and efficient way of getting from A to B.