E-scooters: Deaths and Serious Injuries

Judith Cummins Excerpts

Wednesday 22nd May 2024 Westminster Hall

[Judith Cummins (Bradford South) (Lab)]

It is a great pleasure to serve under your chairmanship, Mr Dowd. I congratulate my hon. Friend the Member for Huddersfield (Mr Sheerman) on securing today’s important debate, and I commend his lifelong campaigning in this place on road safety. If this is his last speech, it is a worthwhile one, and I place on the record my thanks to him for all his work.

Since being elected as an MP, I have been dedicated to making our roads safer in Bradford South and across the UK. That has led me to lead and support a number of campaigns that tackle dangerous driving and the use of illegal vehicles on our roads. I gave my name to the Road Safety (Cycle Helmets) Bill tabled by the hon. Member for Rugby (Mark Pawsey) and put forward my Bill to regulate the use of off-road vehicles and quad bikes on public highways. My Quad Bikes Bill called for the registration of off-road vehicles, empowering police to remove nuisance off-road quads from our streets permanently.

I also supported amendments to the Criminal Justice Bill just last week that made important changes to the Road Traffic Act 1988. In particular, the amendments will create a specific offence of causing death or serious injury by dangerous, careful or inconsiderate cycling. The Act defines a cycle as including the pedal cycle, an electrically assisted pedal cycle and, importantly, an electric scooter. The amendments will be an important step forward in protecting people from e-scooter misuse and delivering justice, to a degree, for victims.

I would like to highlight your excellent work, Mr Dowd. You have worked tirelessly to make our roads safer and deliver justice for victims. The recent amendments to the Criminal Justice Bill in your name, to which I have given my wholehearted support, would ensure that perpetrators can be held properly accountable under the law following a road collision. Mr Dowd, your dedication and commitment to this issue is something that I and all Members across the House look upon with great support, respect and admiration.

E-scooters remain dangerously unregulated. As things stand, those available for public hire are available under the Electric Scooter Trials and Traffic Signs (Coronavirus) Regulations and General Directions 2020, which established e-scooter trials in major cities in 2020. We were told by the Transport Secretary in 2022 that the Government planned to introduce legislation to allow the regulation of e-scooters in the last parliamentary Session. That clearly has not happened. The Department for Transport—surprise, surprise—has now announced that it will extend city centre trials of e-scooters until May 2026. That dither and delay is simply not acceptable. The Government cannot stand by while our streets become more and more dangerous. In 2022, there were nearly 1,500 casualties in collisions involving e-scooters, including, tragically, 12 deaths. Like my hon. Friend the Member for Huddersfield, I am sure that those deaths and casualties are under-reported.

Some private e-scooters are known to reach speeds of up to 48 mph, although I have just googled and found one available to buy on the internet that can reach a speed of, shockingly, 80 mph. That poses a great danger to other road users and to pedestrians. More than half of all casualties are outside the legal trial areas, so the legislation is clearly inadequate. Use of private e-scooters is illegal on public highways, but an estimated 750,000 privately owned e-scooters are in use in the UK and are often used on public highways and our paths. Private e-scooters are unregulated, so they do not pass tests, standards setting or type approval. The law must therefore urgently be updated to reflect the reality of our society. We need enforceable e-scooter regulations and not an indefinite trial period.

Previously, I have raised in this place the case of one of my constituents who was taken to the accident and emergency hospital in Bradford with a fractured knee after being mowed down at high speed on a path by a reckless e-scooter driver. That is but one example of a much wider problem. The Government must get to grips with the reality of the situation and act.

In 2022, a Transport Minister said:

“Safety is…at the heart of our plans to create a regulatory framework for…e-scooters.”—[Official Report, House of Lords, 11 May 2022; Vol. 822, c. 30.]

Having all but abandoned those plans for a new regulatory framework, the Government are failing in their duty to protect all road users and pedestrians who remain at risk. Those vehicles are not harmless toys; they are capable of reaching high speeds and can be dangerous when not properly driven and not properly regulated. Now is the time for new measures to be introduced to protect road users from dangerous and antisocial use of e-scooters on our streets and paths.

Restoring Your Railway Fund

Judith Cummins Excerpts

Tuesday 24th January 2023 Westminster Hall

[Several hon. Members rose—]

[Judith Cummins (in the Chair)]

Order. Before I call the next speaker, as we have had a number of withdrawals, I am looking at about six minutes for each speech.

Liverpool Port Access: Rimrose Valley

Judith Cummins Excerpts

Wednesday 7th September 2022 Westminster Hall

[Peter Dowd]

My hon. Friend has hit the nail on the head. We want to ensure that air quality is as good as it can possibly and practically be, given the set of circumstances. It is the role of us all, including the Government, to maintain that. I will touch on that later, but it is a very important point. I repeat that all these themes are inextricably linked.

Rimrose Valley was a lifeline for the thousands of people surrounding it during the covid-19 pandemic and the lockdown restrictions. It was a huge asset to the community during that time. Many homes around there do not have the luxury of a garden or a yard, so large public green spaces were essential. We all know that that is what the Victorians recognised—they certainly did in Liverpool, Birkenhead and such places. They built massive parks to ensure that people could get out, have a walk, enjoy themselves and get some respite from the places where they may have lived or the work that they may have done. There is a tradition in Britain of having large, open spaces, especially in some of the bigger cities, such as Liverpool.

Nearby communities were severed in two—I am reminiscing again—when another National Highways road, the A5036 trunk road, was built in the 1970s. Known as Princess Way, it is closer to the docks, and communities have never recovered from it. The proposed route would compound their misery, as the two roads would feed into that section of the road, splitting the community yet again. It is a case of history repeating itself, with absolutely no lessons learned or care for the potential damage caused. It is a “computer says no” approach to road planning.

The proven theory of induced demand shows that building more roads stimulates more traffic and does not necessarily tackle the underlying problems. To some extent, we have seen that locally with the bypass at Broom’s Cross, which alleviated congestion temporarily but is now another congested road at peak times. This is not about being anti-road or nimbyism; it is about ensuring that due diligence is undertaken when any project of this nature is proposed. I know that the Minister will be well aware of that, given the schemes in his own constituency.

Let us move on to the issue of the port of Liverpool, which is the elephant in the room—and it is a particularly large elephant. The port of Liverpool has been permitted an expansion, with little thought given to the infrastructure needed to support it. If there is to be an expansion, rightly or wrongly—I do not judge that at the moment; it is not for me to make that judgment—let us at least have the foresight to ensure that the environmental impact on communities is a significant factor in the design of any scheme that seeks to accommodate it. We do not want retrofitting, but if we are going to have a retrofit, it has to be proper and appropriate. As my hon. Friend the Member for Sefton Central has touched on, decades of activity have had a negative impact on surrounding communities, with increased air pollution from heavy goods vehicles and ships at the port. Additionally, the port generates noise and light pollution, which is a blight on citizens who live alongside the port. We have to mitigate that as much as possible.

Despite the port owner’s claims that it is neutral about the type of port access scheme or project, a freedom of information request submitted by campaigners reveals that the Peel Ports Group has “worked tirelessly” with National Highways in the lead-up to the project being announced. It has a vested interest. I am not criticising that, but it would perhaps be one of proposal’s bigger beneficiaries and, whether we like it or not, many people are asking how it can be right that a private company potentially gets to determine or have a massive say in how public money is spent. If there is to be a port expansion, let us make sure that an access project to the port is as environmentally friendly as practically possible. This is not about being anti-business; it is about balancing the needs of the various interested parties. That balance has not been met, and the environmental impact is being felt by the local community of thousands of people.

The road proposal conflicts with the Government’s own policies. Let us take the climate emergency as an example. The transport sector is the single biggest contributor to climate-wrecking CO₂ emissions in the UK. It is the only sector that has seen emissions go up, not down. CO₂ emissions stem from both the construction and subsequent use of roads. In my view and that of many other people, the project would be used to support port-related HGV traffic—the worst polluters on our roads—without a real assessment of alternatives that are as sustainable as they are practical.

[Judith Cummins (Bradford South) (Lab)]

On that point about wider issues to do with transport funding, does my hon. Friend agree that there seems to be a lack of equity in transport funding across the country? I am thinking of my own patch in particular. Bradford is not included in the Northern Powerhouse Rail; we are without full station access. Does he think that this a problem throughout the nation?

[Peter Dowd]

I am pleased that my hon. Friend raises this issue. She has spoken many times on transport issues and, to be frank, she really does now what she is talking about. I may come to that issue later, and I am pleased that she has highlighted it.

The issue of pollution flies in the face of the climate emergency declaration. It is apposite that my hon. Friend the Member for Sefton Central has noted the public health crisis in air quality. He referred to 40,000 deaths a year and related illnesses. Public Health England has said that that needs to be tackled. Protection of green spaces is seen as vital, and the Government’s own 25-year environment plan sets out targets, yet in certain situations National Highways is, in my view, ignoring those objectives.

On levelling up, the north receives on average about seven times less expenditure per capita than the south. If the Government are serious about levelling up, they need to reflect that in projects such as this and give the community the budget it needs to do the job. That is the point that my hon. Friend the Member for Bradford South (Judith Cummins) is making.

Transport for the North

Judith Cummins Excerpts

Wednesday 24th November 2021 Commons Chamber

[Judith Cummins (Bradford South) (Lab)]

The eastern leg of HS2 and Northern Powerhouse Rail in full with a city centre stop in Bradford were promised many times. Now we hear that the Government have, in effect, dismantled Transport for the North by removing its powers and staff. A letter was sent from his Department to TfN late last night, but that does not change the fact that it did not approve the Government’s approach—the Minister should show us the minutes. What we have seen is a mishmash of broken promises and a silencing of the Government’s critics. How can the north have a say in its own future? Can he define exactly what a co-sponsor is and what its powers are?

[Andrew Stephenson]

It is important to say that we are not abandoning Transport for the North staff. We thank them all for the work that they have put into developing options for Northern Powerhouse Rail. The TUPE discussions are ongoing, so we hope that those staff can join the growing number of Department for Transport staff based in the north of England. The Government remain committed to HS2 and to Northern Powerhouse Rail. The plan that we set out last week explains how we will deliver the benefits to communities across the north sooner than ever expected.

Integrated Rail Plan: North and Midlands

Judith Cummins Excerpts

Thursday 18th November 2021 Commons Chamber

[Grant Shapps]

It is worth saying that 97% of HS2 companies are UK-registered. More than 2,000 businesses are involved in the delivery; as my hon. Friend knows, many are bidding for things like the train delivery. There will be further announcements on that side of things soon.

On improvements, I know that Darlington has had capacity constraints—I have been to see them for myself—that will be massively improved as a result of our plans. All in all, it is very good news for my hon. Friend’s constituents in Sedgefield.

[Judith Cummins (Bradford South) (Lab)]

I have to say that the Secretary of State’s upbeat statement does not really chime with reality. It represents missed opportunities for the people and businesses of Bradford. The short-sighted decision puts at risk the more than £30 billion in economic benefits that would have flowed from a full NPR with a city centre train stop for Bradford. The disparity in the statement is huge: it is big on rhetoric and short on delivery. Just how long has it been known that the promises on HS2 and NPR would be broken, letting down the people of Bradford and the people of the north?

[Grant Shapps]

For the hon. Lady’s constituents who want to travel to Leeds, I think the journey at the moment is 20 to 22 minutes. The good news is that after today’s announcement, it will take 12 minutes. That will bring real connectivity between two great northern cities, which is incredibly important.

It is also important to say that the Government have always said that we will look at the best ways to improve efficiency and reliability. Should the hon. Lady’s constituents need to travel down to London, as she does, I am pleased to say that once work has been completed, they will be able to get here 30 minutes faster. Again, that is a very significant delivery. As we have been saying, these things will not happen in decades’ time, in the 2040s; they will be happening this decade. That is incredibly important as well.

I believe that this is a plan that will deliver for the hon. Lady’s constituents in Bradford. Of course, there are always more things and there is always the future. It is important that people know the current plans so that they can plan for those things. Right now, the connectivity between Bradford and Leeds is improving so much that I am sure it will make many people think about how fortunate they are to be able to get to another major city so fast after these plans are in place.

Oral Answers to Questions

Judith Cummins Excerpts

Thursday 4th November 2021 Commons Chamber

[Trudy Harrison]

As Scarborough and Whitby is the proud home of Alexander Dennis coaches, I know that my right hon. Friend will welcome the firm acceleration that is supporting thousands of zero-emission buses, thanks to a further £355 million of funding announced in the spending review last week. With £71 million extra for our zero-emission bus regional areas scheme, we are bussing back better with a cleaner, greener kind of horsepower.

[Judith Cummins (Bradford South) (Lab)]

T4. One of the largest city-to-city journeys to work in the country is between Bradford and Leeds, and those journeys are mostly by car. At scale, Northern Powerhouse Rail would support a 400% increase in rail travel and take 64,000 car trips a day off the roads. With COP under way, do this Government have a strategy to ensure that our covid recovery is by rail, rather than by road, and will that include—because it should—Northern Powerhouse Rail in full, with a city centre stop in Bradford?

[The Minister of State, Department for Transport (Andrew Stephenson)]

The hon. Lady tempts me to speculate on the contents of the integrated rail plan. As I said in response to the hon. Member for Bradford East (Imran Hussain), she will have to wait and see. However, the Government recognise the importance of Bradford, and particularly the connectivity of Bradford to Leeds—two incredibly important northern cities. I hope that we will publish the integrated rail plan very soon.

Trans-Pennine Railway

Judith Cummins Excerpts

Wednesday 30th June 2021 Westminster Hall

[Dame Angela Eagle (in the Chair)]

I remind hon. Members that there have been changes to normal practice in order to support the new hybrid arrangements. I must also remind Members participating virtually that they must leave their cameras on for the duration of the debate and that they will be visible at all times—both to each other and to us in the Boothroyd Room.

[Judith Cummins (Bradford South) (Lab) [V]]

I beg to move,

That this House has considered the trans-Pennine route upgrade and Northern Powerhouse.

It is a pleasure to serve under your chairmanship, Dame Angela. I am sorry that I am unable to attend this important debate in person, but I am self-isolating.

The trans-Pennine route upgrade and Northern Powerhouse Rail are two crucial transport infrastructure projects for the north of England. The latter is vital to the economic prosperity of Bradford and my constituents in Bradford South, as well as the wider region and the nation as a whole. I raise these matters today amid fears that that important high-speed rail project is set to be cut back, bypassing Bradford altogether, but the work for a diluted version of Northern Powerhouse Rail is being prepared by the Government under the guise of the trans-Pennine route upgrade and the smokescreen of the National Infrastructure Commission.

A report seen by the Yorkshire Post newspaper revealed the Government’s thinking. Documents for the trans-Pennine route upgrade setting out development and capacity improvements for NPR between Ravensbourne and Dewsbury are among the key elements of that scheme. I am not arguing against the trans-Pennine route upgrade—far from it: the modernisation of the existing cross-Pennine rail route is long overdue and desperately needed. It has been on and off the Government’s agenda—upgraded, downgraded, paused and rethought at regular intervals—and I am pleased that it might at last get the green light to go ahead. But that must be as well as, not instead of, Northern Powerhouse Rail.

I suppose I should not be surprised by the revealing of the Government’s intentions; after all, this has become an all too familiar pattern when it comes to investment in transport infrastructure spending outside London and the south-east. I am, however, outraged and, frankly, incredulous—outraged that yet again the Government plan to short-change the north and think they can get away with it, and incredulous at such short-sightedness.

The transport infrastructure of the north has endured decades of under-investment and generations of unfulfilled economic opportunity as a consequence, and yet the potential of the north of England to deliver not just for itself but to provide a national uplift is unparalleled. The north is home to seven of the UK’s 20 largest cities, and Bradford is one of them. Despite the short distances between them, the economic interaction of those cities has been restricted. With £343 billion in economic output, eight of the UK’s top research institutions and 27 universities, the potential of the north is right there for all to see.

Time and again in this House I have raised the north-south economic imbalance in our country. Time and again I have had acknowledgment of the problems that Bradford and the north face. I have had promises, but no action. Time and again, I have asked Ministers to confirm that the Northern Powerhouse Rail would get the go-ahead and that it would include Bradford, not pass it by. Time and again Ministers have responded with warm words, but nothing concrete. Let us have no more shallow promises.

We need action more than ever before. Instead of the commitment required to address the inequality at hand and reap the benefits of investment to change it, we have seen prevarication, fudge and delay. Earlier this year, the Department for Transport told Transport for the North that it must delay submission of its strategic outline case for Northern Powerhouse Rail until after the Government had published their integrated rail plan. This kicking of the can down the road, coming after the National Infrastructure Commission raised questions about what can and cannot be afforded in the current national rail budget, does little to engender either confidence or trust. First expected by the end of 2020, the integrated rail plan remains a mystery.

As details of the DfT’s thinking about the trans-Pennine route upgrade now emerge, there is clear cause for concern that the Government are contemplating not a levelling up, but a levelling down of rail infrastructure investment in the north. Today, we must have the truth about the Government’s obligation to tackle the imbalance of this nation’s north-south economic inequality and their commitment to Northern Powerhouse Rail, because the two are inextricably linked.

Northern Powerhouse Rail is the very essence of levelling up. It is not about trains: it is about people. It is about unlocking potential, attracting investment and creating jobs. It is a catalyst for a regional and national economic boost: integration, rather than fragmentation, of the great cities and economic powerhouses of the north. To put it bluntly, upgrading existing lines will not fulfil the manifesto promises that the Government made or provide the transformational improvement that the north needs and which our nation needs the north to make, too.

Transport for the North, England’s first sub-national transport body, said that its preferred Northern Powerhouse Rail network will

“deliver close to £5bn in economic benefit, by helping the North operate as a single economic unit, and £14.4bn in gross value added (GVA) by 2060. It will create a net gain of 74,000 new jobs in the North, and over 57,000 new jobs across the UK as a whole.”

The preferred route for Northern Powerhouse Rail—the one that delivers the greatest economic boost to the region, as set out by Transport for the North with the backing of northern leaders and both the West Yorkshire and South Yorkshire metro Mayors—includes a city centre stop in Bradford, which is currently the largest UK city without a main line station. Bradford is the UK’s youngest city, and its fifth biggest. It is home to more than half a million people and 17,000 businesses, and has £10.5 billion in its economy. It was PwC’s most improved city in 2019, and was listed among The Sunday Times’s best places to do business. It has a strong manufacturing base, especially in my constituency of Bradford South. It has high business start-up rates, and it is among the UK’s top exporters. However, its capacity for growth is constrained by poor connectivity. Analysis by Transport for the North of a Bradford city centre stop on Northern Powerhouse Rail points to additional gross value added across the Bradford district of £2.9 billion per year in today’s money by 2060. That is equivalent to increasing the size of the local economy by a third.

The reduction in journey times between Bradford and key cities in the north and the UK would be transformational, enabling a journey from Bradford to Leeds to take seven minutes. Currently, that journey takes 20 minutes, between two cities that are about eight miles apart as the crow flies. It would be possible to get from Bradford to Manchester in 22 minutes—it currently takes an hour—and from Bradford to Liverpool in 50 minutes; it currently takes two hours.

Across the wider regions, the proposal would put around 10 million people and more than a quarter of a million businesses within 90 minutes of four or more northern cities. Northern Powerhouse Rail will also support carbon-free and sustainable travel, contributing to the net zero carbon goals of not just northern cities, but the whole of the UK. One of the largest city-to-city journey to work flows in the country is between Bradford and Leeds, mostly by car. At scale, Northern Powerhouse Rail supports a 400% increase in rail travel and takes 64,000 car trips per day off the road.

Done properly, Northern Powerhouse Rail will create an integrated urban area larger than Birmingham, linking Bradford and Leeds to form a coherent economic unit, with a labour market of more than 1.3 million people, and more than 600,000 jobs. Done poorly and half-heartedly or—as increasingly seems to be the Government’s aim—on the cheap, with the very least they can get away with, it would fail to support the economic and societal advances we require.

Northern Powerhouse Rail is a game-changer for the north and Bradford: a key part of rebalancing the economy and the country. A watered-down version would expose the reality of the Government’s real commitment to levelling up. Put simply, it is not acceptable. In west Yorkshire on Monday, when asked about Northern Powerhouse Rail, the Prime Minister said that he could not give

“chapter and verse on exactly where the stops are going to be”.

That response from a Prime Minister who famously does not do detail, though he does do populism, suggests that a decision has been reached and it is not going to be popular. The Prime Minister told the reporter that he would have to get back to her. I ask the Minister, who has responsibility for Northern Powerhouse Rail and the trans-Pennine route upgrade, to give our Parliament today the detail that the Prime Minister this week committed to provide to a journalist. It is time for the Government to level with the people and the cities of the north. They are either going to deliver in full on Northern Powerhouse Rail or they are not. Which is it to be, Minister?

Transport

Judith Cummins Excerpts

Wednesday 5th February 2020 Commons Chamber

[Judith Cummins (Bradford South) (Lab)]

Thank you, Madam Deputy Speaker, for calling me to speak in the debate, and it is a pleasure to follow the right hon. Member for East Hampshire (Damian Hinds). I would like to speak about two important transport issues. The first is the campaign to save the Queensbury tunnel in my constituency. The second is the urgent need for more transport investment in the north and the fact that the Government must deliver both HS2 and Northern Powerhouse Rail.

The Queensbury tunnel is a 1.4 mile-long heritage rail tunnel that lies beneath the village of Queensbury, which is situated between Bradford and Halifax. The last train ran through it in 1956, but there is an exciting local plan to transform the tunnel into a walking and cycling route. Unfortunately, Highways England has mismanaged the tunnel over several years and is now spending millions of pounds to pump out flood water to prepare for the tunnel’s abandonment. There is widespread local and national opposition to this, with more than 6,000 people objecting, and Members from both sides of this House are supporting the campaign to save it. Put simply, the Government have a choice. Either they can spend a significant amount of money to abandon the tunnel, destroying an historical asset with no public benefit, or they can invest for the future by restoring the tunnel and transforming it into the centrepiece of a new walking and cycling route between Bradford and Halifax. I know that the Secretary of State and other Ministers in his Department are aware of the situation, and I ask them once again to commit to visiting the tunnel and, more importantly, to working with me and the local authority to get this situation resolved.

Turning to the broader question of transport in West Yorkshire and across the north, the Government’s own Industrial Strategy Council said this week that

“regional differences in UK productivity are at their highest level for over a century.”

Clearly there is no silver bullet to solve this long-standing problem, but as I have said many times in this place, improving the north’s outdated transport system must be part of the solution. We can begin by getting rid of the either/or choice between HS2 and Northern Powerhouse Rail. We all know that this would not be a question if it was being asked about London. The north needs and deserves both projects. All we are asking for is fairness in funding and a rebalancing to ensure that the economy of the north is no longer held back by underinvestment. For my constituents to really benefit from these projects, the Government must commit to Bradford having a city centre stop on Northern Powerhouse Rail.

However, we must go beyond those big-ticket infra- structure projects, and buses must be at the heart of this. Funding cuts, services being withdrawn and fare increases over the past 10 years have let passengers down. They deserve reliable and affordable services; that is the only way we can build a sustainable and balanced economy. The Government can use all the soundbites in the world, but that will not solve regional inequalities. What my constituents and people across the north want and need is fair funding to fix a creaking transport system. The north is a diverse and complex place, but the Government are apparently reluctant or unable to invest in its infrastructure at the same levels as in other parts of the country, which has undoubtedly led to a twin-track economy. That needs to end, and it needs to end now.