Low Traffic Neighbourhoods

Anneliese Dodds Excerpts

Monday 20th May 2024 Westminster Hall

[Marsha De Cordova]

My hon. Friend will not be surprised to hear that I absolutely agree with her, and I will come on to that later in my speech. It is really important that we tackle not only air pollution and air quality but some of the inequalities that may come about as a result of some of the changes being introduced.

Although the basic idea of LTNs dates back to the 1970s, the latest wave and the name itself are far more recent. During the pandemic, the Conservative Government encouraged local authorities in areas with high public transport use to reallocate road space to help to enforce social distancing and encourage active travel. Statutory guidance was issued, and the Government’s active travel fund provided money for LTNs as experimental traffic orders, or ETOs. Many would argue that that is where the problem possibly started.

Although the reasoning behind the introduction of LTN measures was understandable given the circumstances, the way in which they were implemented has created problems. As they were introduced as ETOs, the usual legal obligations to carry out a full consultation were often waived, and some councils decided to perform their public sector equality duty on a rolling basis. This resulted in changes being imposed on communities without their input or approval, often without sufficient information, and with little regard for equality considerations.

[Anneliese Dodds (Oxford East) (Lab/Co-op)]

I stated back in March ’22 that I was concerned that continuing with the roll-out of LTNs in my area before bus prioritisation would worsen congestion, further negatively impact bus uptake and increase division around active and public transport measures in Oxford’s communities. As my hon. Friend is stating clearly and eloquently, the timing of the introduction of LTNs in cities like Oxford has underlined the lack of a joined-up approach to the issues.

Does my hon. Friend share my concern at the manner in which the Conservative Government initially funded these projects, stating that LTN money could not be used for longer-term, more integrated transport plans? Does she agree that while many local residents will understandably support LTNs in the streets they live on, if we are to tackle the climate crisis, we have to ensure that everyone, not just those on higher incomes, can get from A to B and travel in a cleaner, greener way? People who live on council estates surrounding city centres also need their transport needs considered.

[Marsha De Cordova]

Absolutely. My hon. Friend makes the point that we must ensure that communities are brought along on this journey and that there are challenges that the Government have not addressed.

--- Later in debate ---

[Guy Opperman]

I am not going to give way to the hon. Lady yet; I want to try to make some progress. I will, of course, let her come in at a later stage.

The Government have been clear that effective traffic management is not about dictating travel choices, but about enabling more choice in how people make their journeys. Local traffic measures must work for residents, businesses and emergency services. We can bandy about examples of successes and failures—there is no doubt whatever that there have been both—but it is clear that some communities have been upset and antagonised by low-traffic neighbourhoods. That is particularly true in London, and one could give examples from Tower Hamlets and, I believe, Ealing and Streatham. Certainly, as a cyclist in London, I have experienced and seen some, and I did a further visit to the Wandsworth Bridge Road last week. Some of those communities have introduced low-traffic neighbourhoods and then abandoned them.

Similarly, where I live in the north-east, a low-traffic neighbourhood was introduced in Jesmond. It has subsequently been abandoned, in circumstances where there has clearly been an impact on the local community, which was upset about how it was implemented, and a massive effect on businesses. There must be due consideration of the impact on local communities, which we all like to represent in our constituencies, and of the consequences of channelling all traffic, for example, on to one major road, while massively reducing traffic on side roads and impacting on parking. Businesses will unquestionably suffer as a result of a downturn in the local economy, and they have done so.

[Anneliese Dodds]

rose—

[Guy Opperman]

I will not give way yet, so let me make some progress. We need to ensure that changes to local roads properly take account of communities’ views and are implemented in a way that does not fundamentally dictate how people should travel.

I want to keep returning to the petitioners, because they are the people we are addressing today. The first petition asks that the Government carry out an independent review of LTNs. After the initial reply was sent in April last year, the Prime Minister announced in July that he was commissioning just such a review. He also set out—a fair point has been made—the plan for drivers, and a fundamental effort was made to look at all aspects of how transport was being undertaken.

The review of LTNs commenced in September last year, and set out to ensure that schemes work for residents, businesses and emergency services, the last of which have not, with respect, been mentioned as much as I thought they would be in the debate. This additional project was separate from the work already under way to review schemes funded through the second tranche of active travel funding, including a deep dive into the impact of segregated cycle lanes and low-traffic neighbourhoods. It included a literature review, a survey of local authorities in England, an in-depth study of four schemes, and interviews with key stakeholder groups.

The LTN review completed in January this year and concluded that there are some significant key issues with the implementation of LTN schemes in England. That was based on externally commissioned, independent research and analysis carried out by an independent contractor. I will not go into the details of the particular points that can be found upon reading. There has not been much reference today to the document of 17 March, but I strongly urge all colleagues to read it in detail. However, I have a little time, so I will set out the opening couple of paragraphs:

“Last year, the Department for Transport commissioned a review of low traffic neighbourhoods… The research shows that, while they can work, in the right place, and, crucially, where they are supported, too often local people don’t know enough about them and haven’t been able to have a say. Increasingly and frustratingly, we see larger and larger low traffic schemes being proposed by some councils despite concerted opposition by local residents and by local businesses, and in some cases”

—as I have outlined—

“being removed again. This guidance makes it clear that should not happen.

It also sets out that, even if they are introduced, councils should continue to regularly review low traffic neighbourhoods, ensuring they keep meeting their objectives, aren’t adversely affecting other areas, and are locally supported. This guidance makes clear our expectations, and…will carefully consider how councils follow it, alongside other appropriate factors, when looking at funding decisions.”

I do not propose to read out a substantial review document, but it goes on to say:

“Ultimately government can make changes to the legal framework if advice is overlooked—although working cooperatively with local councils is by far preferred. We need a fair approach, where local support is paramount, and this guidance sets out how that can be achieved.”

[Guy Opperman]

I do not propose to sit in judgment on an individual local authority’s approach in trying to persuade local communities, which is the purpose of this process, that there should be restrictions on one cohort and that there might be difficulties for other cohorts—I include bus travel, emergency services and problems for the disabled—and to make an assessment of whether that individual local authority is doing a good or a bad thing. What I will say, however, is that, self-evidently, the things we have talked about are not happening up and down the country at present; that is patently clear. We can say that very clearly because a large number of local authorities are abandoning their LTNs.

[Anneliese Dodds]

rose—

[Guy Opperman]

If the hon. Lady will bear with me, I will let her come in in a second.

In answer to the hon. Member for Bath (Wera Hobhouse), she should ensure that her local authority, if she has such influence, sets out an approach that tallies with the guidance and ensures that businesses, disabled groups and key organisations, including public transport and emergency services, are not adversely affected.

I echo the point made by my right hon. Friend the Member for North East Somerset (Sir Jacob Rees-Mogg): there is a concern and a danger that those who benefit in the inner city will be impacted by those on the outskirts of local communities. We have seen exactly the same thing with traffic-exclusion zones and the ultra low emission zone, where there are very strong arguments for such measures. There is a very small traffic-management approach in the centre of Bristol, for example, but the wider London version measures hundreds of square miles, and the impact can patently be seen in the opposition from some groups and the way in which it has been implemented. I hope that that answers the point from the hon. Member for Bath.

I promised the hon. Member for Oxford East (Anneliese Dodds) that I would give way, so I will do so now.

[Anneliese Dodds]

Does the Minister accept that his Department has been part of the problem? He talks about enabling choice, but I wrote to the Department for Transport in 2022 to say that there was a need for a joined-up approach and that there were concerns about how bus operators would operate, which was critical for people who were not able to cycle or walk. The response I got back did not say that my city could have a joined-up approach or that it could have longer-term funding. Instead, it effectively said, “This is the programme.” If we really are going to have action on the climate crisis, perhaps his Department should have listened a little more.

[Guy Opperman]

I slightly regret giving way to the hon. Lady, who raises an individual letter about her individual city. The review is addressing something that has existed for many years, and the Government think they have come up with a balanced and measured approach. I would also make the point that other aspects of the implementation have to be done, as in her area, by the local authority. It is for her local authority to take the local community with it. If it is not taking the local community with it, it is incumbent on the local authority to look at how it is implementing these things and at whether it can continue to sustain that. With respect, multiple local authorities have failed to do that and have then had to abandon schemes, which sadly reflects badly on those local authorities.

International Women’s Day

Anneliese Dodds Excerpts

Thursday 10th March 2022 Commons Chamber

[Sir Bernard Jenkin]

Bastions of feminism—and I hear one on the other side of the House—who highlight this risk, and others such as Germaine Greer, Professor Kathleen Stott and Professor Jo Phoenix, and journalists such as Suzanne Moore, are bullied online and even hounded out of their jobs because they talk about this. But we, as legislators, must be clear and courageous about what a man is and what a woman is.

Today’s interim report from the independent review of gender identity services for children and young people by Dr Hilary Cass notes the rapid increase in the number of adolescent girls presenting with gender distress. It states:

“At present we have the least information for the largest group of patients—birth registered females first presenting in early teen years”.

It is essential that we understand why we are witnessing this historically unprecedented number of young girls who are finding puberty so difficult to navigate. The Government’s proposed conversion therapy Bill must be reviewed in the light of this, and we must wait until the full report comes out before we present the Bill for Second Reading.

It is a scientific fact that our biological sex is immutable. Professor Lord Winston said on the BBC’s “Question Time”:

“I will say this categorically—that you cannot change your sex. Your sex actually is there in every single cell in the body.”

The responsibility for clarity starts with us as legislators. We have to be clear about what words mean in our legislation—but, astonishingly, some of us are reluctant to be clear. A woman is an adult female human. Only this week, the hon. Member for Oxford East (Anneliese Dodds) was asked to define a woman on the media, and she was unable, or unwilling, to give a clear answer.

[Anneliese Dodds (Oxford East) (Lab/Co-op)]

I would like to ask the hon. Member for evidence for the statement he has just made. I would like him to provide a transcript of my comments—any quotes that he can find anywhere that would indicate that at any point I have not been clear about what a woman is. It is quite easy for me, given that I am a woman.

[Sir Bernard Jenkin]

I have not furnished myself with a quote, but I am very happy to write to the hon. Lady. I can promise her that she did not answer the question when she was asked it.

[Anneliese Dodds]

I am afraid it appears that the hon. Member may not have followed the evidence concerning what I stated. Perhaps he has consulted social media rather than looking at what I actually did state. I hope he will withdraw the comment he has just made.

[Sir Bernard Jenkin]

If I have misled the House by misrepresenting the hon. Lady, I absolutely apologise for doing so. I will check the facts, and I will set the record straight if it is necessary for me to do so.

--- Later in debate ---

[Sir Bernard Jenkin]

There have been others representing the Opposition Front Bench, Mr Deputy Speaker, who have said things like “I am not going to go down that rabbit hole.” Indeed, the Leader of the Opposition said on “Marr” that the phrase “only women have a cervix”

“is something that shouldn’t be said. It is not right.”

This is a strange way to stand up for women’s rights.

The Government must reply to this debate with clear definitions of “man” and “woman”, as enshrined in the Equality Act 2010. They must commit to preventing biological men, whatever identity they claim and with whatever sincerity they claim that identity, from gaining access to women-only safe spaces. If they do not, the Government are failing to protect women.

[Anneliese Dodds]

Is the hon. Member aware that I referred in my remarks to the Equality Act, which makes that provision for single-sex spaces, and that I have done so repeatedly? It appears that he was not aware of that. I have no problem with criticism when it is on the basis of what I have done, but with respect, I do have a problem with criticism on the basis of things I have not done, particularly during this debate.

[Sir Bernard Jenkin]

I was not actually talking about the hon. Lady at that particular point, but she has put on record what she feels, and maybe when she replies to the debate she will give us a definition of what she thinks a woman is.

The Government must also challenge the Scottish Parliament’s proposed Gender Recognition Reform Bill, because it intends to endow all UK citizens with new controversial rights that have not been approved by this Parliament. That was never the intention of the devolution settlement. Anyone from any part of the UK would be able to acquire a gender recognition certificate in Scotland with no medical diagnosis. They could then change the sex on their birth certificate and so gain the right to use women-only safe spaces. That is completely unacceptable.

--- Later in debate ---

[Anneliese Dodds (Oxford East) (Lab/Co-op)]

It is such a pleasure to speak in this debate as we mark International Women’s Day. I thank the right hon. Member for Basingstoke (Mrs Miller) for proposing the debate and the Backbench Business Committee for securing it.

Has it not been wonderful to hear so many examples of incredible women this afternoon in fields from science to business, health, education, the arts, politics, trade unions and more? Has it not also been important to celebrate, as my hon. Friend the Member for Bristol South (Karin Smyth) rightly said, how wonderful it is to be a woman?

As we celebrate those examples, however, that celebration is tempered, as was mentioned earlier, by the realisation of the dreadful situation so many other women are in. The International Development Committee statement before this debate drew attention to the appalling circumstances of so many women and girls in Afghanistan, which was rightly underlined by my right hon. Friend the Member for Kingston upon Hull North (Dame Diana Johnson) in her remarks. Many speakers have also expressed sympathy for and solidarity with the women and girls of Ukraine.

As so many have said, it is hard for us here to imagine the horror and anguish those women and girls have faced over the past few weeks, whether they are still in Ukraine under Russian bombardment or have fled for safety, leaving brothers, fathers, partners and sons behind. Many have referred to what took place yesterday, with the Russian army bombing a maternity hospital in Mariupol—almost too appalling to contemplate. For many of us, it is also horrendous to contemplate the circumstances for those women now having to give birth in bomb shelters in those areas under attack. Putin’s invasion is an attack on sovereignty, democracy, freedom, the rule of law, and women. Yesterday, Ukraine’s First Lady, Olena Zelenska, offered her testimony from Ukraine. In it she named some of the child casualties of the war such as Alice, Polina and Arseniy. In their name, we fully support—I am sure I speak for the whole House—providing the people of Ukraine with all possible political, economic and practical support to repel Putin’s forces.

This afternoon we have heard another awful list of names—that read out by my hon. Friend the Member for Birmingham, Yardley (Jess Phillips). Her testimony, delivered every year in this debate, highlights the shocking scale of the epidemic of violence against women in this country, without losing sight of the individual tragedy that lies behind every statistic. As she said, the perpetrators killed, but we in power can and must do better. My colleagues here and in the other place have time and again brought pressure to bear, not least during the passage of the Police, Crime, Sentencing and Courts Bill. We argued for the inclusion of domestic abuse and sexual offences in the definition of “serious violence”; for violence against women and girls to be a strategic policing requirement, giving it the same prominence as terrorism and organised crime; for safeguards on the extraction of data from victims’ phones; for a lifting of the limit on the prosecution of common assault or battery in domestic abuse cases; and for a review, finally, into spiking so that we can get to the bottom of this appalling practice. None of those measures was included in the original Bill; they were all the result of campaigning with powerful women’s organisations beyond this House, and they were all achieved, I am sorry to say, in the teeth of Government opposition. Outside that specific legislation, it was also pressure from those organisation and from the Opposition that resulted in violence against women and girls becoming a strategic policing requirement, giving it the same prominence as terrorism and organised crime.

But there is so much more to do. As my hon. Friend the Member for Canterbury (Rosie Duffield) said, we need drastic action that recognises that this is an emergency. Will the Government now introduce the other measures contained in Labour’s comprehensive Green Paper? Will they ensure that there will be a specialist rape unit in every police force area? Will they bring in minimum sentences for rape and for stalking? Will they make misogyny a hate crime, as has rightly been called for? Will they publish a perpetrators strategy, as the Domestic Abuse Bill requires this to happen before the end of next month?

Violence against women and girls—male violence, as was rightly said—is not just a criminal justice issue; it is also a public health one. More than 60% of women accessing mental health services have experienced domestic abuse—an appalling statistic at the heart of the Women’s Aid campaign, #DeserveToBeHeard, rightly promoted by my hon. Friend the Member for Poplar and Limehouse (Apsana Begum). That is one of many reasons why we have committed to guarantee mental health treatment within a month for all who need it and enable 1 million more people to access treatment.

We had high hopes that the Government would be similarly ambitious when, this time last year, they announced that we would have a new women’s health strategy by the end of 2021. Well, it is now March 2022 and we are still waiting. In fact, we are waiting longer and longer—for cervical screening appointments, for breast cancer appointments, and for routine gynaecological treatment. We are seeing services cut, or in line to be cut, such as the access to telemedicine for early abortion that has rightly been referred to by so many Members today, and we are seeing areas of extreme need, such as PCOS—polycystic ovary syndrome—and endometriosis, still not being dealt with properly.

Life expectancy and outcomes for many women are actually worsening. As my hon. Friend the Member for Coventry North West (Taiwo Owatemi) has repeatedly emphasised, black women are now 40% more likely than white women to experience miscarriage and four times more likely to die while pregnant, yet we still lack any hard targets for improvement. Waiting lists were already at record highs even before covid-19 hit, but we can do something about it: previous Labour Governments reduced waiting times from 18 months to 18 weeks. We have to learn from that change, act on it, and secure the future of our NHS, providing the staff, equipment and modern technology it needs to treat women on time.

As so many have said, we also need change for women in our economy, now more than ever. My party introduced the Equal Pay Act 1970, the Sex Discrimination Act 1975 and the Equality Act 2010, rightly referred to by the hon. and learned Member for Edinburgh South West (Joanna Cherry) as a Labour achievement. Those advances were often delivered hand in hand with the trade union movement. We understand that our society, our economy and our country are poorer if women cannot play their part. Women hold the key to a stronger economy. Women-led small and medium-sized enterprises contribute about £85 billion to economic output, and companies in which women are more prominent are ultimately more successful, yet women are still less likely to be able to access as much finance as men when they try to set up companies, and only eight of the FTSE 100’s chief executive officers are women.

Backing women in business is not just the right thing to do, but makes hard-headed economic sense, yet we are still dragging our feet. We cannot do so any longer. That is why we have committed to 100,000 new businesses, many of them run by women, in the first term of a Labour Government. It is also why we would act to boost family-friendly employment rights. Last year, the gender pay gap actually increased—one of the few statistics that has not been mentioned in this debate—but that followed a decade of slower reductions than under the Labour Government, as referred to by my hon. Friend the Member for Streatham (Bell Ribeiro-Addy).

As my hon. Friends the Members for Jarrow (Kate Osborne) and for Coventry North East (Colleen Fletcher) said, much of this precarity for women has been accelerated during the pandemic. We need gender pay comparisons across companies as well as ethnicity pay reporting in order to tackle compound inequalities. We need to tackle workplace harassment, including third-party harassment. We need to implement the International Labour Organisation’s convention against workplace harassment, and we need to ensure that flexibility is in the hands of women workers, not just their employers, as is currently so often the case. We must recognise childcare as the fundamental economic infrastructure that it is, not the afterthought it so often seems to be for too many women and families in our country. Finally, we need to measure the impact of policies on women, as the Government legally should do.

International Women’s Day is always a bittersweet moment—a chance to celebrate how far we have come, to note with regret how far we still have to go, and to recommit ourselves to the struggle for women and girls today and for our daughters and granddaughters tomorrow. My party now has as many women MPs as the proportion of women in the country, aiding us in this struggle, but there is still so much more to do—particularly in local government, as the right hon. Member for Basingstoke (Mrs Miller) and my hon. Friend the Member for Erith and Thamesmead (Abena Oppong-Asare) said. It is also critical that we prevent the abuse of women on social media. The hon. Member for North Devon (Selaine Saxby) spoke powerfully about the impact of this abuse on women politicians, and I commend her on her honesty. To reflect on some of the discussion that took place previously, it always makes sense to check what a woman has actually said, rather than what a man suggests she has said on social media.

Women across our country deserve security, prosperity and respect. That is what a Labour Government will seek to ensure, and as long as we are on these Benches, it is what we will deliver as we seek to break the bias.

[Madam Deputy Speaker (Dame Eleanor Laing)]

I call Trudy Harrison.

--- Later in debate ---

[Madam Deputy Speaker (Dame Eleanor Laing)]

I thank the hon. Gentleman for his point of order. He said that he would endeavour to correct the record, and he has sought to do so. Would the hon. Member for Oxford East (Anneliese Dodds) like to follow that point of order?

[Anneliese Dodds]

Further to that point of order, Madam Deputy Speaker. I am grateful to the hon. Member for Harwich and North Essex (Sir Bernard Jenkin) for giving me notice that he was going to make a point of order, but he actually stated that I was unable to define what a woman was. That is not true. I am a woman, obviously. Okay, we all occasionally might use the odd “um” or “ah” in an interview, but if he listened to what I said, I said “adult female, under the Equality Act.” Also in that interview, which he did not quote, I said that the Equality Act protects on the basis of sex, although some of his comments and those of others intimated that I did not. I stated that there is a biological definition and also a legal definition. If he wants to dispute whether any of those definitions are extant, I am happy to have that discussion. I do not think that his argument would hold water, because it would not be a correct one. I feel that he should still withdraw those original remarks, but I accept that, at least from his point of view, he has attempted to set out his view. I do, however, think it is a mistaken one.

[Madam Deputy Speaker]

I thank the hon. Lady for answering that point of order. There is clearly a difference of opinion, and that is not a matter on which the Chair can adjudicate, and nor should the Chair try to. The facts have been satisfactorily put on the record, and I am grateful to everyone concerned for doing so.

Question put and agreed to.

Resolved,

That this house has considered International Women’s Day.

Points of Order

Anneliese Dodds Excerpts

Wednesday 24th November 2021 Commons Chamber

[Madam Deputy Speaker]

I will accept that. The Minister re-writing history is a matter—[Interruption.] No, I do not need any advice from the Treasury Bench right now, thank you. The hon. Lady is alleging that the Minister is re-writing history. She may make that allegation. I was not happy with her saying that an untruth had been told and I am grateful to her for changing the way in which she has made her point. I am very grateful to her. We must keep moderation here in the Chamber.

I say again to the hon. Lady that what she clearly wishes to do, and it would seem on perfectly reasonable grounds, is reopen the debate. There are various ways in which she can do that. The Clerks and the Speaker’s Office will help her to do so, because it is important that Ministers are held to account, and that if the hon. Lady believes the facts laid before the House by a Minister are not correct, they be corrected at the earliest possible opportunity. The Minister’s colleagues will have heard what I have said and what the hon. Lady has said, and I hope that that will be acted upon. If the hon. Lady needs further advice on how to bring this matter forward, I am more than happy to help her in private.

[Anneliese Dodds (Oxford East) (Lab/Co-op)]

On a point of order, Madam Deputy Speaker. I hope my point of order will be moderate and speedy. I believe it relates to a critical issue for the House. A week ago, this House agreed:

“That an Humble Address be presented to Her Majesty”—

to lay before the House—

“the minutes from or any notes of the meeting of 9 April 2020 between Lord Bethell, Owen Paterson and Randox representatives, and all correspondence, including submissions and electronic communications… relating to the Government contracts for services provided by medical laboratories, awarded to Randox Laboratories Ltd.” —[Official Report, 17 November 2021; Vol. 703, c. 586.]

During the debate prior to that motion being agreed, the Minister present was unable to provide a definition of what was within scope in relation to the solemn commitment made by the House to Her Majesty, and she was unable to reassure the House with a concrete timetable to make good on that commitment.

Madam Deputy Speaker, is it in order for the Government to agree to present an Humble Address to Her Majesty yet not be forthcoming with the vital information required to fulfil that commitment? If not, what action can Opposition Members take to ensure the Government keep their promises to the Crown?

[Madam Deputy Speaker]

I thank the hon. Lady for her point of order. She is absolutely right to raise this matter. I recollect that the House agreed to the terms of the Humble Address. Mr Speaker would expect the Government to fulfil their obligations under that Humble Address agreed to by the House. I am sure that those on the Government Benches have heard—

Oral Answers to Questions

Anneliese Dodds Excerpts

Monday 18th May 2020 Commons Chamber

[Rishi Sunak]

As my right hon. Friend will know well, EIS is a notified EU state aid, and that is what presents the challenge to providing EIS relief for convertible loan instruments into the future fund. That said, guidance was published today, and the fund will be open for applications on Wednesday. I have been crystal clear that should applications exceed the initial £250 million provided, I will be more than happy to expand the scheme. I think this will be a vital part of fuelling our recovery, because, as he said, these companies provide the growth of tomorrow and they deserve our support.

[Anneliese Dodds (Oxford East) (Lab/Co-op)]

Labour supported the introduction of the furlough scheme, and we have consistently called for it to become more flexible. We recognise that it cannot persist forever. However, according to press reports, the Treasury is considering asking all employers to pay 40% of employee wages on the JRS from 1 August, which risks a massive spike in job losses.

[Rishi Sunak]

As I think the shadow Chancellor has acknowledged previously, we are in deep consultation with both unions and business groups to ensure that we get the design right for the second part of this scheme. It is right both for the economy and, indeed, for the taxpayer to ask employers to make a contribution to paying the wages of their employees. They will have the benefit of flexibility in furloughing to help offset that. I cannot comment now on this, but I did say that details will be provided by the end of the month.

[Anneliese Dodds]

I appreciate the Chancellor’s comments, but we really need clarity around whether he is considering evidence from other countries, which, in many cases, are calibrating changes to their salary backfill schemes with the lifting of the lockdown. Is he looking at that evidence, particularly on the potential impact of unemployment, or is he only looking at potentially the introduction of a uniform contribution from 1 August?

Oral Answers to Questions

Anneliese Dodds Excerpts

Thursday 30th January 2020 Commons Chamber

[Paul Maynard]

I rather think that we will be having a lot of back and forth across this Chamber in the months to come with various mayoral contests. It is safe to say that on these Benches we are very keen to see Shaun Bailey as Mayor.

[Anneliese Dodds (Oxford East) (Lab/Co-op)]

10. What recent assessment he has made of the potential merits of proposals for an Oxford-Cambridge expressway.

[The Minister of State, Department for Transport (George Freeman)]

The Government are completely committed to the east-west innovation corridor, the arc, and the Varsity line—one of the most exciting pieces of corridor infrastructure in the country. We are committed to the rail link, and, as my right hon. Friend the Secretary of State has announced, we are looking closely at the business and sustainability case of the expressway.

[Anneliese Dodds]

I was pleased to hear the Minister reconfirm that a review will take place. Of course, that was finally agreed to in the heat of the election campaign, perhaps because of concerns that were heard about the expressway. It would be very helpful to understand the parameters of that review: when will it be taking place; who will be involved; and will local authorities and groups such as the No Expressway Group be invited? We really need to know about this if that promise of a review is to be a reality.

[George Freeman]

I am delighted to say that we are listening to all the representations that we have received. There will be an announcement coming very shortly. Let me reiterate that this is about our commitment to sustainable and integrated public transport with housing. That corridor is a vital housing and growth corridor and we want to make sure that it is sustainable transport that works for the benefit of the people who live there.

North Cotswold Line

Anneliese Dodds Excerpts

Wednesday 22nd January 2020 Westminster Hall

[Harriett Baldwin]

The honest answer is that I do not know the background and whether that LEP was approached, or whether my hon. Friend will now be able to tell it about this exciting proposal, which benefits the Wyre Forest and allows services to Kidderminster.

The history of this 86-mile line between Oxford and Hereford represents sharp decline and, now, slow recovery. The lovely, fully doubled line of the early part of the 20th century was reduced to mainly single track in the 1960s, ’70s and ’80s—perhaps not coincidentally, a time when the whole railway network was in public hands. By the 1980s, there were only two trains a day between Paddington and Hereford.

Thanks to the campaigning of my predecessor, the late Lord Spicer, as well as Sir Peter Luff—the former MP for Mid Worcestershire—and many others, two sections of the track were redoubled between 2008 and 2011. By 2015, a broad hourly service had been achieved. The partial redoubling has also brought some improvements to journey times. Since the December timetable changes, one train per day in each direction completes the London to Worcester journey in less than two hours.

Having looked at a range of options, the North Cotswold Line Taskforce has given unanimous backing for what it calls option 5, a redoubling of four miles of track from Wolvercote Junction, Oxford, to Hanborough station, and the redoubling of five miles of track from Evesham to Pershore. In addition, option 5 includes second platforms at Pershore and Hanborough.

The combination of those elements in option 5 would allow two trains an hour from Worcester to London, additional services beyond Worcester to Malvern, Hereford and Kidderminster, a regular Worcester to London service in less than two hours, and faster services from Malvern and Herefordshire to London, as well as improved performance and reliability.

[Anneliese Dodds (Oxford East) (Lab/Co-op)]

The hon. Lady is making an excellent speech. Does she agree that those improvements on the North Cotswold line would also unlock additional opportunities in the nearby area? For example, it would be possible to link the line through to the Cowley branch line, and having the additional capacity at Hanborough might make it possible for that station to operate almost as a parkway, which would relieve some of the pressure on Oxford station. It would be a win-win not only along the route, but in many nearby areas.

[Harriett Baldwin]

I thank the hon. Lady for her support and, through her, thank Oxfordshire County Council for the support it has given this taskforce. I believe that option 5 allows a significant improvement to services around the Oxford area. I will come on to some of the environmental benefits of the scheme. She may well want to call a similar debate at some point in the future on the proposals she is making.

I do not know the details of the proposals the hon. Lady is making, but I do know that the benefit to cost ratio of this scheme is well over 4:1. That is with a cost estimate of just under £200 million for the whole option 5 scheme, including an optimism bias in the cost estimates. The five counties supporting the taskforce, including Oxfordshire, are home to more than 2.5 million people, and their economic gross value added is greater than that of the West Midlands Combined Authority and the Greater Manchester Combined Authority. Moreover, they are only asking for half the budget from the Department for Transport.

As I mentioned, there are clear environmental benefits. As train travel increases, it will take cars off the road. Currently, my West Worcestershire constituents travel miles along the congested motorway network just to get to Warwick Parkway and Birmingham International stations so that they can use the Chiltern line and the west coast main line. The strategic outline business case goes into detail on the benefits to the road system, and estimates that 5 million miles of highway driving would be avoided. Indeed, the delivery of the Worcestershire Parkway station—it is due to open any day, and I invite my hon. Friend the Minister to come and officiate at its opening—will strengthen the case for more travellers across south Worcestershire to use the North Cotswold line.

There will be huge tourism benefits, as the line goes through some of the loveliest countryside in the world. It passes the cathedral city of Oxford and goes on to the cathedral cities of Worcester and Hereford. It goes through the heart of the beautiful Cotswolds, near Blenheim Palace and, of course, through the glorious Malvern hills. There will also be huge housing benefits. The scheme will increase the affordability of housing for those working in Oxford, by giving them the opportunity to commute by rail from less expensive areas. In short, it will unleash the potential of the midlands engine and link it to the Oxford-Cambridge arc corridor, connecting it all more reliably, more frequently and more quickly to London, the Crossrail network and Heathrow.

My only ask of the Minister today is that he agree to pay half of the develop stage costs and allow the proposed scheme into the industry’s rail network enhancements pipeline. With that funding, an outline business case and a structural survey can be prepared for 2022. A commitment from his Department of only £1.5 million of the £3 million cost—taskforce members will pay the other half—will enable that progress.

I am sure my hon. Friend the Minister sees how compelling option 5 is in terms of value for money, the environmental benefit and the country’s productivity. The proposals are sensible, modest but impactful, and achievable in the tangible future. When he makes his case to the Chancellor, he will be making it to a friendly Worcestershire colleague, and he will know just how many other colleagues will be pleased by approving further progress on this wonderful train line.

--- Later in debate ---

[Chris Heaton-Harris]

I would absolutely love to have that honour. I hope my hon. Friend has the capacity to invite me and that I am not going to turn up and be shoved off a platform because someone else is meant to be opening the station. If I am available, I would love to come. The issue has been a point of interest for me in the Department in the past few months as we have got to this point, but I am pleased that work is now well advanced.

The Government are committed to finding new and innovative ways to attract different forms of investment into the railways. Worcestershire Parkway will be a good example of how such investment can add value to our railway network.

[Anneliese Dodds]

I am grateful to the Minister for giving way and for his positive words. I underline the connection between this line and another major project, which is the change to Oxford station. He will know that is a challenging project and that some of the discussion has been around where the buses will go in Oxford and whether it is necessary to have a multi-storey car park. I do not think that is necessary; I think we should privilege the buses. Having that link to Hanborough could help, if we used that as an additional parkway on top of the new Oxford Parkway station, which has been very successful. Will he bear that in mind when he talks about these issues?

[Chris Heaton-Harris]

The hon. Lady makes a good point for her constituents. What she has just described is a point of controversy in the city. Hanborough serves as a vital link not only to Oxford, but to Witney and other towns and villages across the piece. Her point is well made.

Worcestershire Parkway will enable thousands of new journeys on the two key rail corridors that it serves: Birmingham to Cardiff, and the line we are talking about today. I very much look forward to coming down and seeing it open, in operation and serving passengers who are seeing the benefits it delivers.

It is fair to say that the North Cotswold line has already been transformed from what it was a little over a decade ago. Members of Parliament and other supporters along the route can take great pride in their actions and what they have achieved, but time does not stand still and the world moves on, especially in the Cotswolds. We must look forward and effectively plan for the next investment and the next generation and for how they can grab the great opportunities that the Government will be providing and enabling. I therefore welcome and commend the work of the North Cotswold Line Taskforce in taking the lead on how to bring about further enhancements. Where others may have sat back and reflected on their success, the taskforce has galvanised stakeholders to push for more—in this case, £1.5 million more as a starter. I recognise that it wishes to see faster and more frequent services. I very much hope we can work together to move things forwards.

I assure my hon. Friend the Member for West Worcestershire and all Members here today that the Department will analyse in great detail the proposals set out in the taskforce’s strategic outline business case. We only received it 10 days ago, and it would be remiss of me to promise money without going through due process within my Department, but I guarantee we will go through that process as quickly as we can. The request for funding to develop the case further will be properly analysed and considered. There is a lot of information to digest in what we have been given, but I pledge that Department officials will set the way forward with the taskforce by the end of next month, so that we can move forward at a pace that allows us to do the work properly.

To conclude, I thank all Members for their contributions to an important debate. This is a fantastic success story, and I hope it continues to be so in the future.

Thomas Cook

Anneliese Dodds Excerpts

Wednesday 25th September 2019 Commons Chamber

[Grant Shapps]

A large number of people have bought holidays that are yet to start. If they were package holidays, they are ATOL-protected and people will simply get their money back. Those who have bought flights-only will not automatically get that money back, and will want to refer to their credit cards, debit cards, holiday insurance and, sometimes, an alternate travel agents from whom they have booked.

[Anneliese Dodds (Oxford East) (Lab/Co-op)]

Yes, there are legal differences between the UK and Germany, but there is a big, big difference in political will as well. The Secretary of State keeps mentioning Air Berlin, so I have one little general knowledge question for him. The German Government loan that was provided to Air Berlin enabled its operations to be transferred in a planned manner into other companies. Has it, or has it not, been paid back?

[Grant Shapps]

The big difference with the airlines that are surviving or even sub-surviving within this group is their profitability. I think we have gone round this quite a few times. I am in agreement with the hon. Lady that we do need to have an airline administration system that enables airlines to continue flying, but those two differences—profitability and/or the ability to be in administration—are fundamental differences from the situation that existed here. This idea, which I think is the third option that she is trying to inject into this, that somehow for some crazed reason the Government would not want to do everything possible to try to save a 178-year-old British icon is completely ridiculous. Of course, we want to save it.

Active Travel

Anneliese Dodds Excerpts

Tuesday 9th July 2019 Westminster Hall

[Anneliese Dodds (Oxford East) (Lab/Co-op)]

The hon. Gentleman is making an excellent case. On planning, he will be aware that the bidding process for the housing infrastructure fund is quite unclear on whether cycling infrastructure will be funded or is just viewed as a cost. Does he agree that, ultimately, that infrastructure should be viewed as something that adds to the attractiveness of schemes, and should be favoured within them?

[Robert Courts]

I could not agree more—the hon. Lady makes an excellent point. The housing infrastructure fund is an important part of Government funding, and I would like cycle paths to be included. I am conscious that a great many Members wish to speak, but if time allows I will mention the B4044 community path from Eynsham in my constituency to Botley, which, although not in her constituency, is in the county she represents.

I have supported the path from Eynsham for many years; in fact, one of the first events I attended as a Member of Parliament was when I cycled along it on a cold winter’s morning, accompanied by many others in yellow jackets. As it stands, it is quite a dangerous little lane to cycle on, but the potential is enormous for Eynsham, and even for going as far as Witney—there is a cycle path along the A40, which I used only this weekend when I went out to stretch my legs. Increased housing growth will be unlocked, facilitated and made sustainable by the use of cycling paths, so I could not agree more with the hon. Lady.

Draft Road Vehicle Emission Performance Standards (Cars and Vans) (Amendment) (EU Exit) Regulations 2019 Draft Road Vehicles and Non-Road Mobile Machinery (Type-Approval) (Amendment) (EU Exit) Regulations 2019

Anneliese Dodds Excerpts

Wednesday 27th February 2019 General Committees

[Anneliese Dodds (Oxford East) (Lab/Co-op)]

It is a pleasure to serve on the Committee with you in the Chair, Mr Howarth. I rise to speak briefly on the type approval regulations, because I have a strong constituency interest in the matter. As the Minister indicated, type approval, which is known in the trade as homologation, is essential to the automotive industry. Without type approval, it is impossible for cars to be marketed in different jurisdictions.

That is a particular problem for highly customised models. Every single Mini on the production line at BMW’s Cowley factory in my constituency is produced for a specific customer, and thus individualised, from the beginning. Without type approval, it would not be possible for any of those cars to leave the factory and go to their new owners. Given that the production process starts weeks before the cars leave the factory, and that the Government continue recklessly to entertain the possibility of no deal, we need arrangements to secure the continuity of type approval in the event of no deal, as was mentioned by my hon. Friend the Member for Kingston upon Hull East.

It is important to ensure that British-approved cars can still be marketed in the EU27 and that EU27-approved cars can still be marketed in the UK. There has been considerable concern in the industry about the lack of legal certainty in the area. In fact, getting the arrangements sorted out has been an urgent requirement for some time. I hope that the arrangements can be speedily enacted in the worrying eventuality that they might be needed.

Cycling: Gilligan Report

Anneliese Dodds Excerpts

Tuesday 4th September 2018 Commons Chamber

[Layla Moran]

There are many good examples across the country, but we need many more.

Unsurprisingly perhaps, cycling is one of the top issues in my postbag, and top of the list of cycling issues is the need for segregated cycle lanes. Why? Because they are safer. Fiona lives off the Botley Road, and she gives examples of regular accidents on that road. She says that

“the road needs to be fit to drive and cycle and to do so with full concentration.”

[Anneliese Dodds (Oxford East) (Lab/Co-op)]

I am grateful to the hon. Lady for securing this essential debate. As local MPs we are both keen cyclists, which is wonderful. I am not sure whose hair is slicker—I think it is probably hers.

I am pleased that the hon. Lady has raised the issue of segregated lanes, because research conducted by Oxford Brookes University shows that segregated lanes are important for getting more people with disabilities and older people on to their bikes, as well as younger users, too. Does she agree that that needs funding?

[Layla Moran]

I absolutely agree. On my patch, it is Banbury Road and Woodstock Road, as well as Botley Road and the other arterial roads. More than that, it is about schemes such as the B4044 community path, which would provide a safe cycle route between Botley and Eynsham. The path should have happened a decade ago, and the cost is tiny compared with what we are spending on roads. We need to make sure that the commuter routes into the city are well serviced for bicycles, not just for cars.

At a recent student surgery, the biggest issue that came up was potholes—peak Lib Dem. Although the same complaints come from residents in the likes of Kennington, Radley and Kidlington, I find it interesting that students are also interested in potholes. Claire spoke for many:

“cycling along Banbury Road makes my commute hellish—if it’s not riddled with potholes, it’s constantly flooded in wet weather.”

From potholes to planning: the report also says:

“Provision in new developments is…disastrous.”

That comment is echoed by Ian in Abingdon, who says that there is an

“urgent need to make cycling much more safe and common with new building developments”.

I appreciate that putting segregated cycle lanes into Oxford’s historic centre and into Abingdon town centre is difficult, but there is no excuse when it comes to new developments. A good example of this is the forthcoming “Oxford North” development, which seems to have no proper cycling facilities designed into it—yet. I am sorry to say that councils do not always have a great track record in this area, despite warm words. The snazzy new Westgate shopping centre, where I am going to be celebrating my birthday soon, is one good example of this; I will not be cycling there because there is no—

--- Later in debate ---

[Jesse Norman]

That is absolutely right. I would not have expected a man geographically located as my hon. Friend is to fail to pick up the linkages. The fascinating point here is that, although some things are being funded at the moment through energies at a civic level, there are opportunities nevertheless—and we have seen this through other pots of funding—for smaller authorities to take the opportunities that this whole sequence of events requires, but they have to step forward. One thing that we are trying to do with our local cycling and walking infrastructure plans is to reward and encourage local authorities that are prepared to think creatively and constructively about these opportunities in the way that they take these things forward.

It is important to say that I personally am very strongly committed to increasing cycling and walking and making our roads safer for vulnerable uses, and of course that includes cyclists, pedestrians, horse riders and the rest. When the cycling and walking investment strategy was launched in April 2017, it was an attempt to gather together and create a coherence out of a wide range of existing pots, the purpose being to proclaim an ambition to make cycling and walking a natural choice for short journeys or, indeed, as part of a longer one. Interestingly, the Gilligan report says that there are many advantages to cycling, as the hon. Members for Oxford West and Abingdon and for Cambridge have mentioned. Cycling always brings cheaper travel, better health, better air quality, increased productivity, increased footfall in shops, better community and lower congestion, and it creates vibrant and attractive places and communities. These are all things that Andrew Gilligan recognises in his report.

It is striking that Andrew Gilligan’s report rams home the point that cycling is a serious mode in all these cities, particularly in Oxford and Cambridge—less so in Milton Keynes, although the figures are rising—but he says that it is not taken seriously enough. It has been suggested that the Government do not take cycling seriously enough, which I certainly do not think is true; we take cycling very seriously. The report also points to the importance of local leadership. Now, Oxford has a growth deal and Cambridge has a city deal, so there is plenty of scope for those local authorities to continue to show leadership in responding to the kind of challenges that have been articulated by Andrew Gilligan in his report.

[Anneliese Dodds]

I am grateful to the Minister for giving way in the limited time he has left. I just wanted to make the point that Oxford City Council has a cycling champion and it is doing the very largest amount it can within the existing funding packet. To do more, it really does need funding, so will he please give us an intimation of where that additional funding will come from?