Cycling: Women

Debate between Lord Ahmad of Wimbledon and Lord Young of Norwood Green

Tuesday 21st February 2017 Lords Chamber

[Lord Young of Norwood Green (Lab)]

My Lords, with the permission of the House I beg leave to move the Question standing in the name of the noble Lord, Lord Berkeley. He has been delayed returning from the Scilly Isles. Some people will do anything to avoid the Brexit debate.

[The Parliamentary Under-Secretary of State, Department for Transport (Lord Ahmad of Wimbledon) (Con)]

My Lords, I am sure I speak for all noble Lords in wishing him a speedy return. This Government are committed to increasing participation in cycling and to making it the natural choice for short journeys or as part of a longer trip. We reaffirmed our commitment to cycling and walking by committing in the 2015 spending review over £300 million for cycling over the five years of the spending review period. This investment supports initiatives that will encourage more women to get cycling, such as the provision of new cycle infrastructure and training.

[Lord Young of Norwood Green]

My Lords, I thank the Minister for his reply. Does he agree that the Government could do a bit more? Given the number of recent deaths of women cyclists in London, there is still fear and concern among women. Does the Minister agree that supporting local groups which encourage women to cycle would be a good start in helping to increase the number of women cyclists? I should have declared an interest as secretary of the All-Party Parliamentary Cycling Group and a regular cyclist. After all, every new cyclist on the road, if they usually drive a diesel car, would be a double bonus.

[Lord Ahmad of Wimbledon]

I of course acknowledge the noble Lord’s enthusiasm for cycling—and, indeed, his professionalism. As I was leaving the House yesterday, I noticed the noble Lord in his fluorescent jacket and attire. He is quite right: there is always more to be done to encourage cycling, and the Government have invested a great deal in encouraging local schemes. The noble Lord will also be aware that we are shortly to publish our new cycling and walking infrastructure investment strategy, which will underline support for local initiatives such as the noble Lord has mentioned.

High Speed Rail (London–West Midlands) Bill

Debate between Lord Ahmad of Wimbledon and Lord Young of Norwood Green

Committee: 2nd sitting (Hansard): House of Lords
Thursday 12th January 2017 Grand Committee

[Lord Young of Norwood Green (Lab)]

My Lords, we have had extensive discussions on HGV routes and the role of the highways authorities. HS2 cannot override them, as I am sure my noble friend Lord Berkeley knows. There was a throw-away remark that the organisation he proposes would be modest. I must admit that, when I look at the coverage and the number of people involved, it does not look very modest to me in terms of the number of people that could attend. We know where the problems are going to be: HS2 has already had extensive discussions with Camden and other highways authorities on HGV routes and so on. We know that there is a construction complaint commissioner so that, if there are any problems, there is a 24-hour helpline. We have been through this over and over again. With due respect to my noble friend, if you were going to suggest a structure to deal with this, I could not think of anything more bureaucratic and, I suspect, expensive, when you look at the range of people who could potentially attend. I agree that there is going to be a significant responsibility on HS2 and its contractors to ensure that they minimise disruption, be it to motorways or local highways, which is why they have to get agreement from the local and county authorities, but in my view this is not the way forward.

[Lord Ahmad of Wimbledon]

My Lords, I thank all noble Lords who have taken part in this short debate. I recognise and endorse the underlying objective behind this particular amendment: to minimise, as we all desire, the impact of construction traffic through appropriate co-ordination with bodies. The noble Lord, Lord Berkeley, has suggested the creation of a command centre. In that respect, I disagree with him.

I wish to go into a few of the specific points that have been raised. First, on the point raised by the noble Lord, Lord Bradshaw, to which we have already heard a response, I concur with the noble Lord, Lord Young of Norwood Green. The Bill includes specific powers for the control of construction traffic by qualifying planning authorities. This means that the routes to be used by heavy goods vehicles must be approved by the qualifying planning authority where the volume of large goods vehicles—specifically, those over 7.5 tonnes—exceeds 24 one-way trips per day. The consent of the relevant highway authority is also required for the provision of any new or altered work site access to and from a highway.

My noble friend Lady O’Cathain raised the important issue that, as we move forward on these projects, we must learn from experience of what has happened before. The Crossrail project was cited. In that regard, we have already developed a code of construction practice, which requires the appointed nominated undertaker to prepare a route-wide traffic management plan in liaison with highway and traffic authorities, not forgetting the emergency services as well. This is an approach that was followed during the construction of Crossrail and worked well. We believe it will also work well in this respect.

The noble Lord, Lord Berkeley, also raised the issue of Crossrail traffic management. Although he is absolutely correct that TfL managed the strategic roads, there was still the need to manage traffic flows on the local roads, and those were very much managed by the local boroughs and the construction of Crossrail had a direct impact on them. We are proposing to use the same tried-and-tested method which, as I said, worked well for that project in this respect as well.

The route-wide traffic management plans will include, for example, managing and monitoring lorry flows, requirements for preparing workforce travel plans and the strategy for design and consultation regarding traffic management. In addition to this route-wide plan, the code of construction practice, which I have referred to, also requires the appointed nominated undertaker to prepare local traffic management plans in liaison, as I said, with the relevant highway and traffic authorities and the emergency services.

Once appointed, contractors will also be required to hold regular local traffic liaison meetings with highway authorities, public transport operators and, of course, the police. These will provide an opportunity for contractors to present proposals for future works affecting the highway, including methods of construction and the proposed programme. I hope that this demonstrates that the Government are very much committed to the sentiments behind the noble Lord’s amendment. However, we have learned, and continue to learn, from experience. The Crossrail project has been a positive one and the learning from it will certainly be applied to this project. I hope that that demonstrates to the noble Lord that his amendment is unnecessary.

High Speed Rail (London-West Midlands) Bill

Debate between Lord Ahmad of Wimbledon and Lord Young of Norwood Green

Committee: 1st sitting (Hansard): House of Lords & Committee: 1st sitting: House of Lords & Report stage: House of Lords
Tuesday 10th January 2017 Grand Committee

[Lord Young of Norwood Green (Lab)]

My Lords, I hesitate to come into this debate, but I confirmed with my colleagues that I was not suffering from post-traumatic High Speed 2 Select Committee delusion. We spent an inordinate amount of time, quite rightly, looking at possible alternatives and at costings. We did not just take the promoter’s word for it. Whenever it put up its experts we looked at whether we could ascertain whether there was an independent corroboration of the costings. Indeed, the Minister confirmed that this was the case earlier when he talked about the possible tunnelling in the Colne Valley area. That was independently assessed. It was proved that the promoter’s costings were right. There were not any savings to be made, although there were lots of assertions that there were savings to be made.

I appreciate the thanks we have had for the amount of time we spent. There were times when I remembered the old Army adage, “Never volunteer”, but, despite that, for the most part we enjoyed it because it was expertly chaired. We ought to pay tribute to the noble and learned Lord, Lord Walker of Gestingthorpe, who carried out the task, in our collective view, skilfully and carefully.

On the final point in Amendment 7, there are no heavy goods vehicles going through Wendover. It was asserted on many occasions that there are alternative routes. Like my noble friend Lord Adonis, I am not trying to pretend that this project will not cause problems in its impact during the construction phase, but we at least ought to be accurate if we are putting down an amendment. I hope that that has helped noble Lords.

[Lord Ahmad of Wimbledon]

I thank all noble Lords for their contributions. After the interventions by the noble Lords, Lord Adonis and Lord Young, I feel that there is little left for me to say except to clarify that they are both correct. It is important to underline that point for the record.

I will start with the amendment in the name of my noble friend. As he recognised, the issue would lead to a rehybridisation of the Bill. He talked of his own experience and I fully accept that it is procedurally possible for this to happen, but we need to think long and hard about whether such amendments should be made. I reassure the noble Baroness, Lady Mallalieu, that, as we heard from a member of the Select Committee, this was given a fair and detailed hearing by that committee, as well as in the other place. Despite not being able to consider changes that would require an additional provision without a direction from the House, your Lordships’ Select Committee nevertheless heard further arguments on the case for a mined tunnel at Wendover, on the supposition that an order under the Transport and Works Act 1992 could be used to enable further powers to be secured if needed. After that extensive and exhaustive review, neither Select Committee felt the need to recommend that additional work be undertaken to investigate the merits of or provision for a mined tunnel—we all know what that is now—at Wendover.

I reiterate that we have provided a range of additional assurances for the residents of Wendover, which, as well as the ones that I have spoken about, include noise barriers on the Small Dean embankment, an assurance relating to noise mitigation measures at Wendover Campus School and funding for a bespoke package of noise insulation at St Mary’s Church, Wendover, to allow it to continue to function as a concert venue. I have already talked about the 100-metre Wendover tunnel extension and the noise barriers that were secured in the other place. I have also alluded to the independent review of costs—the noble Lord, Lord Young, also mentioned it—conducted by the non-executive director, Ed Smith. I reiterate the hope that the noble Baroness will reflect not just on what I have said today but on the appropriate sections of the Select Committee report, which also considered this matter.

While I continue to recognise the valid concerns that my noble friend raised about remaining impacts on Wendover, the area has been given many commitments to manage the impacts of the new railway. I believe that this House should respect the decisions of the Select Committees in the House of Commons and in your Lordships’ House.