Cycling Safety

Dai Havard Excerpts

Wednesday 21st November 2012 Westminster Hall

[Several hon. Members]

rose—

[Mr Dai Havard (in the Chair)]

Order. Before Members start, I should point out that it is 3.13 pm, and four Members have indicated that they wish to speak. To help you manage your time, I should say that that is roughly five or six minutes each, if we are going to have interventions. If Members could bear that in mind and help one another, it would be appreciated.

--- Later in debate ---

[Mr Peter Bone (Wellingborough) (Con)]

It is a great pleasure to follow the right hon. Member for Exeter (Mr Bradshaw), although I am afraid I agreed with virtually nothing that he said. I welcome the new Minister, for whom we have great hopes. He is following on from an excellent Minister, who is now in the Northern Ireland Office, and whose work on cycle helmets we certainly appreciate.

I congratulate my hon. Friend the Member for Reading West (Alok Sharma) on being brave enough to introduce this really important debate. By the time he leaves this room, the Twittersphere will be filled with hate mail for him. It is extraordinary how members of the public and cycling groups can object to anyone who suggests that we recommend wearing a helmet; that is so wrong.

There is a simple statistic that always amazes me: 15% to 21% of young people wear a helmet and 35% to 40% of adults wear one. So parents are happy to go out and put a helmet on their heads to protect themselves, but will not do it for their children. I do not think anyone would regard me as a pinko lefty liberal. That is not the view of me in the House. Yet it is clear to me that the right thing to do is to bring in the mandatory wearing of cycle helmets for young people. I introduced a ten-minute rule Bill to that effect. The reason for that is simple. Children’s skulls are not developed, so the protection of a helmet is even more important for them than for an adult. Children cannot assess the dangers as an adult can. If adults freely decide to wear helmets it is absurd not to tell children that they must wear them.

My hon. Friend talked about horse riding. We now require children to wear helmets on the cricket field when they are batting and if they are keeping wicket. That has worked well, and now more adult players wear helmets, both when they keep and when they bat. If I had been wearing a helmet when I tried to hook this guy for four off a bouncer, I would not have lost most of the sight in my right eye. I was old enough to make that decision, but when it comes to cycling, surely we should protect children by law.

I know that that is not the Government’s view, and I entirely understand their point of view. The previous Minister made it clear; but he also made it clear that he would do anything outside legislation to promote the wearing of cycle helmets, and in the past few months I am afraid that things have gone backwards from that. I want to read from a letter to the Prime Minister, from the Bicycle Helmet Initiative Trust, which is a splendid organisation. I deal with many charities in my role as a Member of Parliament, and there are those that do something at grass roots, and care about something, and those that just talk about things and are worried about their next grant. The trust is a small charity that cares and does something about it. Angie Lee is a feisty lady who has been fighting on this question for a long time. She is a trauma nurse and sees the results of dreadful injuries. I think she needs to be supported. She has written a powerful letter to the Prime Minister, which is dated 16 October, and which unfortunately has not been replied to or even acknowledged by him, but she puts the case much better than I can. She says:

“When we last communicated back in March this year, you conveyed to me that the Government and the DfT encouraged the use of cycle helmets, especially for children. This offered me some assurance along with the confidence we had in the then Roads Safety minister, Mike Penning. I have not had the opportunity to meet his replacement, Stephen Hammond, as yet.

However, what you conveyed to me is in reality not the case. There is a fundamental conflict between sectors of the DfT, the road safety sector and the sustainable transport unit, with helmets being the ‘sell off’. Over the last two years we have seen a systematic move to undermine helmet use and its benefits and to exclude stakeholders, like ourselves, from being included on forums where cycling and helmets are discussed. It was only through the commitment of Mike that helmets remained high on the agenda.

Your coalition minister, Norman Baker, has publicly voiced his negative views on helmets and their use. Mr Baker’s personal choice and opinion have been widely used by cycling trainers and organisations to legitimise opposition to helmets. The attached document used by the UK’s largest provider of Bikeability training, Cycle Training UK, demonstrates this. This organisation also uses your picture to support its stance. We understand that Mr Baker has set up and leads a forum of selected cycle stakeholders. This is not open to all, but only a selected few who appear to us to be of a similar opinion. Mr Baker appears to be using his ministerial position to support his personal preference not to wear a helmet.

This is not the only conflict to be of concern to us. Last month the DfT launched a new Think! Campaign. The poster design is dreadful. It depicts a ‘green man’ cyclist without helmet, bike lights or reflector band. The ‘green man’ car driver has no seat belt on. These fundamental safety actions were all identified by a group of ten year olds whom I showed the poster to. I also understand that the DfT had discussed using Olympic cyclist, Bradley Wiggins, to launch this campaign but the CTC objected and Mr Wiggins was excluded because of his positive views on cycle helmets. If this is the case, then there is a serious strength of bias that is undermining the independence and impartiality within the department.

These conflicts, bias and segregation are damaging the work of organisations like ourselves, who have little or no access to DfT funding. We had drawn up a business case following a meeting we had with Mike Penning but since his departure, this, not surprisingly, has not progressed as we were expecting. We have invested vast amounts of energy, conviction and hard earned funds in the attempt to protect child and youth cyclists and support the road safety agenda. We have the skills and knowledge to take child cycle safety forward. However, we are not able to overcome constructed obstacles, bias and use of poor science.

Both adult and child cycling casualties are increasing. This is down to poor guidance, personal obstruction and a failure to be open and objective to all views in the interest of a holistic approach to this issue.

I have had the support of the DfT for 20 years, working with changing Governments and numerous ministers over this period. It is, however, the first time that I truly believe that children and young people are being ‘sold off’ in the interest of sustainable transport. Who are the winners? Who is gaining the most and what checks and balances are in place to evaluate this?

You know how hard our charity works. We have been held up as the true ‘big society’. Child cycle safety needs people who are in tune with child and youth needs, who are not financially driven and who are determined to lead on this issue despite external negative extremists.”

[Mr Dai Havard (in the Chair)]

Order. This is a very long quotation. Quotations are meant to be quotations rather than essays.

[Mr Bone]

I am conscious that I may be running over time, so I will not complete it, but I think the Minister has got the flavour of what Angie says. The issue is important; if possible would he nudge the Prime Minister to reply on that vital issue? I know that the Minister’s sympathies are with people wearing helmets, but I think that there has been a movement away from that in his Department in the past few weeks.

--- Later in debate ---

[Lilian Greenwood (Nottingham South) (Lab)]

I congratulate the hon. Member for Reading West (Alok Sharma) on securing the debate, which comes at a time when cycle safety is so high on the public agenda, and on the compelling case that he made for improving cycling safety.

The work of campaigning organisations, coupled with high-profile accidents, has raised awareness and led to demands for better protection for cyclists. It is heartening to see Members on both sides of the House here today, and I hope that anyone watching the debate will be left in no doubt that MPs are taking cycling safety seriously. Politicians have a duty to promote cycling and to help create environments in which cycling can flourish. The health benefits of cycling are well known, and we now have a better understanding of how high levels of cycling can lead to cleaner and stronger communities. However, safety concerns are a serious barrier, especially for those people considering making the switch to cycling. It is imperative that those barriers be lifted. I pay tribute to the cyclists’ organisations that have lobbied for higher standards for many years, as well as to the Cities Fit for Cycling campaign by The Times.

Although cycling is generally a safe activity, there are still issues to be tackled. There are many areas where cyclists’ safety can be improved, but it is equally important that we do not undo the progress that has been made. Cycling casualties rose by 12% last year, with serious injuries rising by 16%, as we have heard. The Times reports today that fatalities are now set to outstrip last year’s toll, making this year the worst for cycling deaths since 2007. Although that tragic rise may not have a single cause, the abolition of national safety targets was condemned by many in the cycling community, and my hon. Friend the Member for Huddersfield (Mr Sheerman) was right to raise that issue today.

National targets had been in place in one form or another since 1987 and had enjoyed cross-party support. Although there is scope for reform of national targets, I wanted to highlight their importance early in this debate, because I hope that this is an area where a new cross-party consensus can be achieved. Indeed, the need for national safety standards is a theme that should be emphasised. Better training for both cyclists and drivers would cut accidents and fatalities, but local programmes are too often dependent on bids for central Government funding. Labour has called for long-term dedicated funding for cycling proficiency training under the Bikeability programme to be restored, along with the restoration of school travel plans to raise awareness of walking and cycling among children. Cycle safety should also become an integral part of the driving test.

Cyclists would also benefit from dedicated funding for improvements to existing infrastructure. That is why Labour has called for a portion of the roads budget to be ring-fenced—so that communities can build up networks of cycleways. Too many junctions are dangerous for cyclists and need to be redesigned. That approach has been highly successful in northern Europe, and we should seek to replicate that success. Those improvements can be delivered, but planners need to know that funding will be available.

We also back the call by The Times for cycling commissioners in every city, to encourage local initiatives. They would benefit from a cycle audit, which would help to map out danger spots, as well as a new planning toolkit that drew on the lessons of the successful cycling city and towns programme, which was axed by the current Government. A new test—a cycling safety assessment—should be met before new road and major transport schemes are granted planning approval. Our existing roads were not designed with the needs of cyclists in mind, but we can at least correct that historical imbalance in the future. The “Manual for Streets” guidelines, which placed pedestrians and cyclists at the top of the user hierarchy, represented a good start. We should look to build on that principle.

Everyone agrees that reducing speed will improve road safety and save lives. Real progress has been made on lowering speed limits in residential areas, with a city-wide 20-mph limit being introduced in Portsmouth and many additional schemes in other towns and cities. We are looking at ways to support more local authorities to make the switch to 20 mph, but the removal of funding for speed cameras and the possible raising of the motorway speed limit mean that we have had mixed signals on road safety from this Government.

We also need to see action on one of the major safety hazards for cyclists—heavy goods vehicles. They account for a disproportionate number of deaths and serious injuries on the roads—a risk that was brought home to us last year when Mary Bowers, the young Times reporter, almost lost her life after being crushed by a lorry. A collaboration by Queen Mary, university of London and Barts and The London NHS Trust looked at the effect of heavy goods vehicles on cyclists’ safety. The conclusions that they reached are startling. Of patients brought to the Royal London hospital, cyclists hit by a car suffered a mortality rate of 6%. For those hit by HGVs, the rate was 21%. Of the most seriously injured cyclists, 82% had been hit by some form of motorised vehicle, but the overwhelming majority—73%—had been hit by a heavy goods vehicle. According to Transport for London, goods vehicles now account for half of all cyclist fatalities in the capital.

There is a clear need for action, and we have set out our support for reform. We would work with the industry to equip lorries with safety equipment, including blind-spot mirrors and side protection to help to stop cyclists falling under their wheels. Those upgrades could be funded through the proposed HGV road-charging scheme. We would invest in on-street infrastructure, including Trixi mirrors at junctions. More rigorous and comprehensive training is needed for lorry drivers, and we would work with the industry to achieve that as a priority.

According to the Department for Transport’s own figures, rail freight use would have gone up by 732% by 2025 if the decision had not been made to allow longer HGVs. Rail freight is now projected to go up by 262% instead. I hope that, in the interests of tackling congestion and improving road safety, the Government will look again at the issue, with a view to reversing that change.

All the measures that I have described would have safety benefits in their own right, but the overall impact is of vital importance as well. The wider effect would be to normalise cycling. I have seen for myself how cycling is a way of life for a striking number of people in Copenhagen and Malmö, where the long-standing determination of national and local politicians to deliver investment has reaped dividends. We need the same quality of leadership on cycling in the UK. We should not accept the Government’s retreat from promoting national standards.

That leads me to the issue of helmets and the case that some people have made for them to be compulsory. I have no doubt that helmets can effectively protect cyclists, particularly in low-impact collisions, and I would encourage their use, particularly by children, but I do not believe that compulsion is the answer. As my right hon. Friend the Member for Exeter (Mr Bradshaw) explained, where compulsory helmet laws have been introduced, they have been associated with a decline in bicycle use, including by children. After helmets became mandatory in Australia in 1991, cycle use in Perth dropped by up to 40%. In New Zealand, cycling levels halved between 1994 and 2006. Compulsory helmet laws in both Israel and New Mexico were deemed to be unsuccessful, with cycling levels dropping to the point at which the viability of bicycle-sharing facilities was put at risk.

Any substantial drop in cycle usage can in itself have a serious impact on safety. The safety-in-numbers effect means that when cycling levels increase, so does driver awareness and demand for infrastructure investment; conversely, when levels fall, individual cyclists may be at greater risk. An example of the safety-in-numbers effect can be found in the Netherlands, where cycling levels are high and relatively few people wear helmets. British cyclists are three times more likely to be killed on the roads than their Dutch counterparts.

There is simply no quick fix for these issues. If we want more people to take up cycling, we need sustained investment and a more supportive attitude to cycling in general. British Cycling has said:

“Helmets can help save lives in many incidents and we recommend they are worn…What would contribute much, much more to making cycling safer is better road infrastructure.”

My hon. Friend the Member for West Lancashire (Rosie Cooper) noted that there have been some unhelpful comments in the media about the causes of accidents, and I would like to deal with that point. Everyone on the roads has a duty to act responsibly. For cyclists, that of course includes using lights at night and cycling in a safe and law-abiding way. However, the truth is that cyclists are at fault only in a minority of collisions. That is why alongside training for cyclists, we urgently need better training for motorists and lorry drivers in particular. As I said, we need dedicated funding for infrastructure improvements. We need the Times Cities Fit for Cycling manifesto to be implemented in full and we need national standards to be upheld.

As a regular cyclist myself, I appreciate the importance of cycle safety standards. If we are serious about modal shift and tackling inactivity levels, we must make our roads safer and more attractive for cyclists and pedestrians. This debate has provided another vital opportunity to highlight the work that has been done and the work that we still need to do. Labour will continue to advance proposals to make our roads safer, and we will keep the pressure on the Government to strengthen their position on cycling safety.

[Mr Dai Havard (in the Chair)]

Mr Hammond, would you like to give all those answers to Mr Bone’s 10-year-olds and on behalf of the Prime Minister?

High Speed 2 (Scotland)

Dai Havard Excerpts

Wednesday 18th April 2012 Westminster Hall

[Mrs Villiers]

I am not sure that I agree with the hon. Gentleman on that. Given the experience with high-speed rail in the rest of Europe, I think that a journey time of three and a half hours will make rail a very attractive alternative to flying, particularly when one factors in the increased time at either end of an air journey. There is quite an intense debate on the issue of an air-to-rail switch, but experience in the rest of Europe shows that a high-speed rail journey of three and a half hours is generally an attractive alternative to the plane.

The claim by opponents of HS2 that better, faster transport between north and south will see economic activity pulled into London and away from the UK’s other great cities is misguided. I have every confidence that bringing Edinburgh and Glasgow closer to London with the Y network—a journey time of three and a half hours—will be a real boost for those cities, as well as for the cities of the midlands and the north of England. That confidence is based on the evidence from our European neighbours, who began their high-speed rail journey a generation before we had even started arguing about the first 67-mile stretch of track from the channel tunnel. The hon. Gentleman expressed concern about how slow Governments have been to take up that challenge.

Faster journeys will see more extensive modal shift between air and rail as the train becomes the mode of choice for more travellers, countering the allegation made by opponents that HS2 is not green. High-speed rail is already greener than flying, but the difference between the two modes will widen as we clean up our sources of electricity generation.

A crucial point to underline is that we are not pursuing HS2 just because of the positive benefits that we believe it will generate. The case for HS2 also rests on the pressing need to head off big problems that are heading towards us and will affect the whole of Britain. The simple fact is that the demand for inter-city transport capacity is growing strongly and has been for many years. If we fail to deal with the capacity pressure that we will face in future years, we will do lasting damage to our economy and competitiveness.

I emphasise that HS2 does not mean that we will stop investing in and improving our current transport networks. We fully recognise the importance of continuing to enhance our existing rail network, and that includes improving links between England and Scotland, not least because of how determined we are that the benefits of the Y network must be felt well beyond the cities that it serves directly. We have therefore embarked on a major programme of rail improvements, including the inter-city express project, which will create new jobs in the north-east and deliver a new fleet of trains for the east coast line. Those trains will start operating in 2018, offering faster, greener, higher-capacity and better-quality services, boosting fast-line capacity from Scotland into King’s Cross and cutting journey times.

On the west coast route, the long-awaited new Pendolino carriages have started service on the Birmingham-to-Scotland corridor. The Manchester-Scotland route is also due to get new trains, with delivery complete by May 2014. The new east coast timetable introduced last May increased the number of through-services between—

[Mr Dai Havard (in the Chair)]

Order. The time for this debate has been exhausted. Thank you very much.