Low Traffic Neighbourhoods
Debate between Ruth Cadbury and Wera Hobhouse(5 months, 3 weeks ago)
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Ruth Cadbury (Brentford and Isleworth) (Lab)
It is a pleasure to serve under your chairmanship, Ms Harris.
I, too, congratulate my hon. Friend the Member for Battersea (Marsha De Cordova) on her excellent introduction to the debate. I welcome the opportunity to contribute to a review of low-traffic neighbourhoods, but I certainly hope that they are not stopped, as the right hon. Members for Chipping Barnet (Theresa Villiers) and for North East Somerset (Sir Jacob Rees-Mogg) have suggested they should be.
In my constituency, measures to create what we might now call low-traffic neighbourhoods have been in place for decades. On Chiswick Lane, a barrier that keeps traffic from cutting through from Chiswick High Road to the A4 via Airedale Avenue, Netheravon Road and Beverley Road has been there for more than 40 years. Worple Road in Isleworth is closed to through traffic trying to take a shortcut from the A316 over to Old Isleworth. Pears Road in Hounslow used to be a back road avoiding Hounslow High Street and Hanworth Road. Chiswick Common Road has long since been cut off as a vehicle route from Chiswick High Road to Turnham Green Terrace. Those have been in place for a long time. They use physical barriers such as bollards and planters, and no one—no one—has contacted me or their local councillors demanding their removal. Furthermore, if those barriers were to be removed, there would be many objections.
Such measures to prevent rat-running were implemented because there was an issue for residents on those roads. The number of drivers avoiding traffic jams on main roads by using residential side roads grew over the past 10 or so years, in particular, following the mass use of real-time sat-navs.
Wera Hobhouse
Does the hon. Lady agree that a council does not pick issues out of thin air, but responds to residents writing to the council in large numbers to say that they want change? The council does not just decide to do something to annoy people.
Ruth Cadbury
The hon. Lady makes a good point. My experience is with Hounslow. I cannot say whether each local authority implemented change that was needed—or whether they plucked ideas out of thin air in 2020—but that is certainly the case in Hounslow.
The nightmare for residents who live on roads that are rat runs, particularly since the mass use of sat-navs, is that it varies; at some times of the day there is speeding, and at others there are continuous traffic jams, with vehicles spewing fumes and preventing residents from driving into or out of their own road. That environment takes away the freedom of children and older people to feel safe walking around their neighbourhood, particularly at junctions and crossroads. National figures show that more people cycle where they feel safe. Many of us own bikes but are not brave enough to cycle when roads are busy.
All the low-traffic neighbourhood measures that were implemented in Hounslow in 2020 were introduced in neighbourhoods or on roads where residents had long been angry about the impact of rat-running and had been calling on their councillors—I was one of them—for action for years. The measures introduced by the Government in 2020, during covid, which are probably the one thing I can compliment former Prime Minister Boris Johnson on, provided regulatory change and the funding to make implementation by local authorities happen quickly.
Local authorities, including Hounslow, used temporary measures to try out what worked. Some roads are now low-traffic neighbourhoods as a result of that work, including the whole south Chiswick area, which I will come to shortly; Green Dragon Lane, a road with almost all social rent housing where only a minority of people have use of a private vehicle; Occupation Lane in Brentford, at the top end of a council estate; and the Teesdales near West Middlesex University Hospital, where there were continuous battles between drivers trying to pass each other on a narrow road with resident parking.
Since they were implemented on those roads and others in Hounslow, the LTN measures have been achieving exactly what residents had asked of the council. They are stopping through traffic using the road as a shortcut while allowing residents to pass freely. Residents can drive into and out of their roads, and walk to and from their homes safely, especially when crossing and at corners. No longer are there long traffic jams with vehicles spewing out fumes and drivers getting angry when trying to pass.
Some of the schemes were revised. One was tried that removed through traffic from Turnham Green Terrace in Chiswick, a popular shopping street with very narrow pavements. The idea was to make it more business friendly, but local councillors asked for it to be removed, so it was. The schemes can be modified. Another popular shopping street, Devonshire Road, was closed completely. Concerns were expressed by the shop owners, but not by the restaurant and bar owners, so Devonshire Road is now open to through traffic during the day so that people can access the shops, but in the evening it reverts to a traffic-free road with tables and chairs outside on the carriageway, which benefits the restaurants and bars.
Physical barriers are not the only tool. In many cases there are often far better tools to create a low-traffic neighbourhood. Hounslow has made extensive use of camera technology and enforcement so that any vehicle can enter and leave a neighbourhood or road whichever way suits its driver, so long as it enters and leaves by the same way it came in, or arrives, stays and then leaves later.
I want briefly to address school streets, which are a subset of liveable neighbourhoods. There have been over 30 in Hounslow, and headteachers have told me of their benefits. They have cut out a lot of the conflict between the tiny minority of parents who insist on driving their children to school and the much larger number of parents who walk their children to school and get very angry at the behaviour of some selfish drivers. Those drivers are no longer able have close access to the school. One headteacher told me that an awful lot of families are now walking to and from school rather than making a trip of a couple of hundred yards in a vehicle every day.
Hounslow’s largest low-traffic neighbourhood started life before covid and was known as the south Chiswick liveable neighbourhood. Rat-running drivers seeking to avoid the Hogarth roundabout when travelling from the A3 or A316 to head west on the M4 or A4, or travelling either way between Chiswick bridge and Kew bridge parallel to the River Thames, had long been an issue. Thousands of vehicles a day were travelling straight through that neighbourhood without stopping, and most of them were long-distance; they were not local Chiswick vehicles.
In 2019, after full consultation, residents supported in principle the implementation of the liveable neighbourhood for south Chiswick. It was actually implemented in 2020 using the covid emergency measures, because funding had not been available prior to that. The impact has been significant: a 50% drop in through traffic, more people walking and cycling, and a drop in average vehicle speeds. On the boundary roads, there were not greater traffic jams and higher volumes, but a reduction in traffic of between 2.8% and 9.3%, despite the closure of Hammersmith bridge. That suggests that low-traffic neighbourhoods encourage a modal shift away from private vehicle use and towards public transport, walking and cycling.
The most remarkable impact we have seen in Chiswick is the loss of a council seat in the 2022 elections by the party that campaigned vigorously against the low-traffic neighbourhood that had been implemented two years earlier. For the first time in 48 years, a Labour councillor was elected to represent the Chiswick Riverside ward—hardly evidence that local people hate the LTN.
Following concerns raised locally, Hounslow has made improvements to the LTN scheme, and could perhaps make some more. I would like to see improved signage warning drivers that they are entering an LTN. Another suggestion is the use of a “one strike and then you’re fined” rule to warn people not to drive through the area again. I have been fined for not being able to see a sign in an area I did not know very well. I was a bit annoyed with myself. It was a school street and I was driving through at the very end of the school street restrictions. That annoys people, and does not help their ability to support what I believe overall are very good policies.
There is no doubt that restricting through traffic in an area achieves its purpose if it is done well and there is a need, with less pollution directly outside people’s homes, safer roads and easy access for residents. There is national evidence that there is more walking and cycling in quiet areas, and that more walking and cycling in retail areas—Walthamstow town in Waltham Forest being the best example—has strong economic benefits for local businesses and high streets. We know the benefits to tourism areas of easy, safe, segregated cycling infrastructure or quiet areas to cycle. I do not know how many other people look for cycling opportunities when they are going on holiday, but good cycling measures are a draw to tourists.
Low-traffic neighbourhoods, if they are implemented where they are needed, are properly consulted on and use clear signage and appropriate technology—camera enforcement or bollards and planters, as appropriate—can work.
Night Flights: Impact on Communities
Debate between Ruth Cadbury and Wera Hobhouse(2 years ago)
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Ruth Cadbury (Brentford and Isleworth) (Lab)
I thank my neighbour, the hon. Member for Richmond Park, for securing this debate. The overflying flights into Heathrow go over her constituency before mine. Does she not agree that we need to be concerned not just about Heathrow expansion meaning a third runway, but the possibility that the airport will try to get more flights on the existing two runways in breach of the 480,000 cap? It could of course do that if it did away with alternation, which provides respite to our residents, and had more flights during the night-time period.