Rural Cycling Infrastructure

Layla Moran Excerpts

Tuesday 10th December 2024 Westminster Hall

[Freddie van Mierlo (Henley and Thame) (LD)]

I beg to move,

That this House has considered cycling infrastructure in rural areas.

It is a pleasure to serve under your chairship, Ms Vaz. I thank the Minister for being here to listen to this important debate, and I draw attention to my entry in the Register of Members’ Financial Interests. I am a member of Oxfordshire county council.

During my time living in the Netherlands as a young student, not so many years ago, I experienced at first hand the ease of cycling. Villages and towns are interconnected by safe cycle routes, which make taking a bike the obvious choice. I fondly remember cycling from my university in Leiden to the beach in Katwijk. Never once did I feel concerned about the quality of roads or any danger; never once did I feel the need to take a car.

Later, living in Brussels, I saw the stark differences between the traditionally cycle-friendly Flemish region and the car-dominated capital city. However, conscious policy decisions are changing cities. Brussels, like many capital cities across Europe, including our own, is now reclaiming road space from private motor vehicles and giving it over to active travel.

I am proud to be part of the administration in Oxfordshire that pedestrianised the famous Broad Street, much to the criticism of local Conservatives, and is rolling out further measures across the city. These policy decisions in cities demonstrate that there is no natural order to transport infrastructure. Transport choices are made consciously and by design. Although much more needs to be done in cities and towns, rural areas risk being left behind, and the consequences are paid in lives lost and lives ruined.

[Layla Moran (Oxford West and Abingdon) (LD)]

I am grateful to my hon. Friend and constituency neighbour for giving way, and I congratulate him on securing this debate. He talked about connecting villages. In Oxford West and Abingdon we have Botley and Eynsham, which are both growing in population, but whenever designs are put forward, they are often missing the pots of money. Even though we tried to get a design linked to the expansion of the A40, we were told that we could not, because if we did, that bid would fail. That is entirely the opposite of what we would expect from a modal shift. Does my hon. Friend agree that the funding pots available and how they connect are at odds with what the Government say they want to do, particularly regarding a modal shift towards biking and other forms of active travel?

[Freddie van Mierlo]

My hon. Friend is absolutely right that funding is key to resolving these issues. In particular, slashing the active travel fund from £200 million to £50 million, as the Conservatives did in 2023, was shameful.

While much more needs to be done in towns and cities, more also needs to be done in rural areas. Mortality rates on rural roads are 2.7 times higher per mile cycled than on urban roads. If the Government continue to ignore rural areas in policy development, it could have devastating consequences.

--- Later in debate ---

[Layla Moran]

The Minister has moved on to the “how”, but I wonder whether it is worth reflecting for slightly longer on the “why”. With my Chair of the Health and Social Care Committee hat on, I wonder whether he noted that the chief medical officer’s annual report last year on an ageing society mentioned cycling 13 times, in the context of meeting the needs of an ageing population. He might also have noted that rural areas age faster than urban areas because of demographic shifts. And he might also have noted that in the 2022 annual report, cycling was mentioned 88 times in the context of air pollution.

I note that the Government’s life mission is for people to live “well for longer.” To what extent is the Minister’s Department planning to be part of the delivery of that mission, and how is he making that happen?

[Simon Lightwood]

I thank the hon. Member for that intervention. I can assure her that the Department for Transport is working closely with Departments across Government; we want to break down the silos of Departments and work on our collective missions. I have already had discussions with the Department of Health and Social Care and Sir Chris Whitty regarding our contribution, and I will continue to have such discussions. I absolutely recognise that active travel can be fundamental when it comes to tackling people’s health issues and to removing barriers to opportunity and economic growth.

Ensuring that infrastructure is safe must be our overriding concern. Over 60% of respondents to the Department for Transport’s national travel attitudes survey said that safer roads would encourage them to cycle more. As I have said, rural roads can be more dangerous for cyclists, because there is faster-moving traffic and no space for segregated cycle lanes. That is why supporting local authorities to design and deliver high-quality active travel infrastructure that is safe and compliant with the relevant design standards is a key part of Active Travel England’s remit. It is also why funding provided by the Department for Transport for walking and cycling schemes comes with the clear requirement to comply with relevant design standards.

As the hon. Member for Henley and Thame may be aware, Oxfordshire county council has been successful in securing funding for active travel schemes in a number of rural areas. That includes nearly £1.5 million for a scheme in Abingdon and nearly £2 million for a scheme in Witney. The scheme in Abingdon will create a safe walking, wheeling and cycling route, providing new crossings and other improvements to overcome a significant barrier to active travel between Oxford and Abingdon, and onwards to Didcot and beyond.

Another example of a new scheme, which opened in the last few weeks, is in Wycombe, just across the county border from the constituency of the hon. Member. Buckinghamshire council completed an Active Travel England-funded improved pathway to support walking, wheeling, cycling and horse riding in Keep Hill wood, near High Wycombe.

The money for all these schemes has come from various dedicated pots of funding for active travel that have been announced by Active Travel England in recent years. In total, almost £650 million of funding has been provided for local authority infrastructure since covid. In addition, Active Travel England has worked with National Parks England to provide £1 million funding to allow the 10 national park authorities in England to develop inclusive active travel plans, as well as supporting activities, such as scheme planning and design, and how best to make sure local stakeholders are engaged. All 10 projects are due to be completed by next summer. I gather, too, that there was a petition last year concerning a proposed off-road cycle route in the hon. Member’s constituency. If they have not already done so already, I encourage representatives from Oxfordshire county council to contact Active Travel England about that scheme if it is a viable possibility.

I will try to address some points made by hon. Members. As I said, Active Travel England provided £1 million grant funding to national parks, and is currently working on guidance for authorities on how to design and build safe infrastructure for walking, wheeling and cycling in rural areas, including villages and market towns. We expect publication in late 2025. Active Travel England is currently engaging with stakeholder groups to support that work, including both potential route users such as Disabled Ramblers, Cycling UK, the British Horse Society and so on, and guidance users including local authorities, Highways England and bodies such as the National Trust and national parks.

I will conclude by saying a big thank you again to all Members who contributed and to the hon. Member for Henley and Thame for raising this important issue. I look forward to continuing to work with him—I thank him for his offer to work on a cross-party basis towards achieving our active travel ambitions—and all other hon. Members to enable more people to choose to walk, wheel and cycle, irrespective of where they live.

Rail Performance

Layla Moran Excerpts

Monday 11th November 2024 Commons Chamber

[Louise Haigh]

Shadow Great British Railways brings together the Department, Network Rail, and those operators that are already in public ownership to look at integration and ensure that our investment in the network delivers improvements for passengers as quickly and efficiently as possible. That work will absolutely cover maintaining the network, and we will set out how we will do so in the next control period, as we look towards the second phase of the spending review.

[Layla Moran (Oxford West and Abingdon) (LD)]

I welcome the gusto with which the Secretary of State approaches her work, and in particular her motto, which is “Move fast and fix things.” Has she spoken to Network Rail recently? Its motto seems to be “Move slow and break things”, at least in Oxford, given the way it has mismanaged the Oxford train station upgrade. For the second Christmas in a row, businesses along the Botley Road will not be open. We have a meeting later this week with those businesses, and I have asked for a meeting with the Rail Minister, but he seems too busy. Would the Secretary of State give me just a moment of her time, so that I can work with her on how we can move forward? This is not acceptable, is it?

[Louise Haigh]

I completely empathise, and agree that the situation in Oxford is not good enough. The hon. Lady’s characterisation of Network Rail is partly why it is being abolished as we establish Great British Railways. I will of course meet her to discuss how we can improve the situation.

Oral Answers to Questions

Layla Moran Excerpts

Thursday 17th March 2022 Commons Chamber

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

My hon. Friend continues to be a real champion for his constituency, as I saw at first hand when he took me on a tour of problem sites across Aylesbury. I note what he says and I will be more than happy to relay his message to HS2 Ltd. I also remind him and other colleagues across the House that, following my six-monthly progress report on HS2 yesterday, there will be a meeting at 2 pm today with the CEO of HS2 Ltd, Mark Thurston, and myself, which he will be welcome to attend.

[Layla Moran (Oxford West and Abingdon) (LD)]

In the nearly five years I have been an MP, four cyclists have died on Oxfordshire’s roads: Ling this month; Ellen last month; Samantha in 2020; and John in 2019. Speaking after Ling’s death, her husband James said that one day he hoped to take his children to the roundabout where she died and to tell them:

“Look, no one else dies here because of Mummy.”

The county council has rightly made cycle safety a top priority but it desperately needs Government help, particularly financially. Will the Minister consider meeting me to discuss how we can keep Oxfordshire cyclists safe and how we can avoid any more senseless deaths?

[Trudy Harrison]

I am terribly sorry to hear of the sad passing of the hon. Lady’s constituents. We agree that infrastructure needs to be properly funded and of the highest quality. That is why the Government have promised an unprecedented £2 billion of investment in active travel over this Parliament. I would be very willing to meet her to talk about the work of Active Travel England and the ways in which our interim chief executive Chris Boardman is rolling out transport infrastructure.

Covid-19: International Travel

Layla Moran Excerpts

Monday 24th January 2022 Commons Chamber

[Grant Shapps]

On the NHS pass, my hon. Friend is right that 12 to 15-year-olds have not been able to access it up to now. They will be able to access that in time for half term. So they will be able to show their status or, indeed print it out in advance. Up to now, they have had to call 119 and order it. That system will change, which I know he will be pleased about.

The situation of people who have had a jab and then caught coronavirus and are then potentially in a position of natural immunity will continue in the short term to be looked at on a case-by-case basis, but we recognise that is an issue. I have spoken to the chief medical officer and the chief exec of the UK Health Security Agency as recently as today on that issue, and the ideal will be in a February review to move more towards a system of being able to accept natural immunisation. There is more work to be done on a technical level before that can happen.

[Layla Moran (Oxford West and Abingdon) (LD)]

The Secretary of State is totally right that covid can spring surprises—in new variants, more often than not. There is one way we can ensure fewer new variants, and that is to vaccinate the world, but we are a long way away from that. In low-income countries, just 10% of people have had two doses. What discussions has he had with Cabinet colleagues to ensure we live up to the 100 million doses that we have pledged to COVAX? Only 30 million have actually been deployed, and we have only six months left.

Oral Answers to Questions

Layla Moran Excerpts

Thursday 24th June 2021 Commons Chamber

[Rachel Maclean]

The hon. Lady has put her finger on the entire purpose of the Bus Back Better strategy, which is about ensuring better, cleaner, safer and more reliable buses with simpler fares and ticketing. It is absolutely what communities such as hers and others all over the country want. The Government are supporting local authorities through funding and we have set aside £25 million to help to build the capacity and capabilities of local authorities. Every local transport authority has received £100,000 in capacity support to enable them to submit bids for the funding and get those bus services back.

[Layla Moran (Oxford West and Abingdon) (LD)]

If he will make a statement on his departmental responsibilities.

[The Secretary of State for Transport (Grant Shapps)]

Following up on the conversations earlier, I am delighted to inform the House that in the next few weeks we expect a milestone in the number of rapid chargers being available, with 3,000 different locations and 25,000 public charging points. That means more charging point locations than petrol stations in this country. As mentioned, that is on top of £2.8 billion of Government support for the transition to zero emissions, with companies such as Gridserve, BP Pulse and Shell committing to significant investment in charging infrastructure and working together to back up the fact that in this country we now have more rapid chargers per 100 miles of major road network than any other location in Europe.

[Layla Moran [V]]

Last week, Oxfordshire County Council, the Vale of White Horse District Council and I applied to the levelling-up fund for the snappily titled B4044 strategic cycle link between Botley and Eynsham. This project would significantly boost sustainable travel between Oxford city centre and the new housing planned around Eynsham, linking through more deprived communities. Does the Minister agree that this is exactly the kind of active travel initiative that we need more of in areas of high housing and economic growth, especially given our desire to achieve a zero-carbon Oxfordshire by 2050?

Oral Answers to Questions

Layla Moran Excerpts

Thursday 28th January 2021 Commons Chamber

[Chris Heaton-Harris]

I am fully aware, as is every single person in the industry, that we will need to entice and encourage passengers back when they are allowed to travel on our trains. And yes, the hon. Lady is absolutely right: our stations need to be more friendly, more welcoming, more accessible and spotless—and they will be. To accelerate the programme of tactile paving, we have included it as part of our core scope for accessible routes installed under the Access for All programme, so I hope that she will see some changes when she returns to public transport.

[Layla Moran (Oxford West and Abingdon) (LD)]

What plans his Department has for the paused Oxford-Cambridge expressway project.

[The Parliamentary Under-Secretary of State for Transport (Rachel Maclean)]

The project is paused and no work is being done on it. We are considering how other transport interventions can best support growth and jobs in the Oxford to Cambridge arc.

[Layla Moran [V]]

Residents in Oxfordshire, who are strongly opposed to the Oxford to Cambridge expressway, are worried that while the expressway is officially paused, it seems that parts of the road project are going ahead, but in smaller chunks. One expressed it as “expressway by stealth”. Can the Minister tell us how many subsections of the expressway project are in their planning stages, and does “pause” mean that “go” is still an option?

[Rachel Maclean]

I can assure the hon. Lady that the Government have announced plans to develop with local partners a long-term spatial framework, and that it is along the lines of the 25-year environment plan to build beautiful and sustainable places in her community and in the whole region. Consultation with local residents and herself is central to achieving this vision.

Oral Answers to Questions

Layla Moran Excerpts

Thursday 30th January 2020 Commons Chamber

[Chris Heaton-Harris]

I thank my hon. Friend for her question. She is obviously going to be a doughty campaigner for Stourbridge. This Government have worked to make sure that progress continues. We have devolved £321.5 million to the excellent Mayor, Andy Street, in the West Midlands Combined Authority, as part of the £2.5 billion transforming cities fund, of which £207 million has been allocated to fund this extension.

[Layla Moran (Oxford West and Abingdon) (LD)]

I of course welcome any review of the Oxford to Cambridge expressway, but my constituents are worried that it is going to lead to more delays to improvements on the A34, in particular safety improvements and work on the Lodge Hill junction, which I understand is further delayed. Can the Minister reassure my constituents that there is no way any dither and delay on the Oxford to Cambridge expressway will affect improvements to the A34?

[George Freeman]

Yes.

Seaborne Freight

Layla Moran Excerpts

Monday 11th February 2019 Commons Chamber

[Chris Grayling]

My Department and I are working on detailed plans to ensure that the pressures on both the tunnel and the port of Dover are as small as possible. I am very confident, as I have said on more than one occasion, that things will move pretty smoothly through there. The purpose of this additional capacity is to ease some of those pressures and to prepare for contingencies if they are required.

[Layla Moran (Oxford West and Abingdon) (LD)]

The Secretary of State has mentioned several times now his reliance on his Department, but in the end the buck stops with him. When evaluating these bids, it is worth noting that Deloitte did not make a formal assessment of Seaborne’s financial stability because it was not incorporated until April 2017. Mott MacDonald provided a technical assessment of that and the review flagged up significant execution risks relating to the Seaborne bid. We may not all be experts in everything we talk about, but surely the public expect a level of common sense when it comes to things as big as this. Where was the common sense of the Secretary of State when it came to this contract?

[Chris Grayling]

The common sense came in two forms: first, when Arklow Shipping confirmed to my Department in writing in December that it was supporting this; and, secondly, because we had a contract where no payment was made until the service was delivered.

Oxford to Cambridge Expressway

Layla Moran Excerpts

Friday 11th January 2019 Commons Chamber

[Layla Moran (Oxford West and Abingdon) (LD)]

I am grateful to the House for allowing me to raise the important issue of the Oxford to Cambridge expressway, which is of grave concern to my constituents. I would like to start by giving my sincere thanks to the Minister for his commitment to engage both with me and my constituents. He very graciously accepted my invitation to visit Botley to see for himself how our community would be affected. I am very grateful, and so are they. I hope he sees today as an extension of that visit by putting what was said in our private meeting on the record and into the public domain.

In September, the Government announced their preferred corridor for the Oxford to Cambridge expressway. That corridor covers many different potential routes, every one of which would have a significant impact on my constituents. The level and tone of the responses I have received highlights the importance of meaningful consultation at every stage. Failure to do so, I am sorry to say, has already raised people’s suspicions and elicited some strong opposition to the proposals. For example, Lucy, who lives in Botley, sums up the feelings of many when she says:

“I am concerned that there has so far been no”

official

“public consultation. I feel residents only have part of the story so far, and this is very worrying.”

Residents have had no say on this proposal overall, as to whether they agree with the stated objectives of the scheme, whether they believe it is an effective way to achieve those objectives, or whether there are more effective ways to spend taxpayers’ money. Many have told me that the case for this scheme is simply not strong enough, and that there are other objectives that should be met. Indeed, many have pointed out that there are different objectives within different parts of Government that are contradictory. The scheme, which is proposed by Highways England, is based on the need for a more rapid route for freight lorries to travel between southern and western ports and eastern and northern destinations. At the same time, the National Infrastructure Commission argues that the road is there to help build a million more homes. Yet several residents point out that surely the massive level of commuter traffic that would also be coming on to the road would get in the way of the freight lorry movements, and vice versa. How these aspects are being joined up is, as yet, unclear. Roland and Jackie express the common feeling that the last thing Oxfordshire needs is more traffic when they say:

“This expressway is not needed. Oxford is full. It cannot take any more traffic. Long traffic jams are a regular way of life for us all. The prospect of beautiful South Oxfordshire being massacred by this vanity project is heart breaking.”

It is very unclear what the knock-on effect of the traffic generated by the expressway will be. Every single one of these routes will, in turn, affect different parts of the community. I would now like to focus on that.

[John Howell (Henley) (Con)]

I hear what the hon. Lady is saying on this matter. I would like to pay some tribute to the Liberal Democrats, because this project started life in 2015 in a Department for Transport paper that was signed off by Baroness Kramer and Norman Baker, as well as Conservative Ministers. But does she accept the point of view of the Labour council in Oxford that this is a way of reducing the traffic that goes round Oxford?

[Layla Moran]

I am grateful for the hon. Gentleman’s intervention. I will deal with that point later, but no, I do not.

If the expressway is routed round the north of Oxford, there is likely to be a negative effect on the already heavily congested road network around Kidlington, Yarnton and Begbroke. Some investment is already planned to try to improve congestion on the A40, as was mentioned earlier this week, but probably not enough to cope with the existing problem, let alone the additional housing developments already planned. As far as I am aware, the potential impact of the expressway has not yet been looked at in relation to that.

The route will also run close to several important ecological sites. My constituent Judy, who lives in Kidlington and is an ecological consultant and wildlife expert, says:

“I have studied and loved the wildlife areas in the path of the Expressway, especially Cothill Fen, Wytham Woods and Oxford Meadows for many years. All these wildlife areas of national and international importance are potentially at risk of damage from the Expressway. Either by direct damage”—

which is obvious—

“or by damaging effects of air pollution from increased traffic or things like hydrology change, noise or light pollution. These areas are our irreplaceable natural heritage and need to be preserved intact for future generations.”

It is worth noting that Wytham Woods is one of the most studied woodland areas in the world.

If the expressway utilises the A34 west of Oxford, that is likely to lead to homes being demolished, a worsening of the already poor air quality around Botley, and impact on the Commonwealth war graves that are close to local schools—the Minister knows that well, because we had a walkabout and he saw it for himself. The expressway will also—indeed, it already does—impact on house prices. While shopping at the butchers recently, I met a gentleman who was concerned that the spectre of the expressway was having a negative effect on his ability to sell his house, and he desperately wanted to move. In our meeting, the Minister and Highways England seemed sympathetic to those arguments, not least because demolishing so many houses in an area that needs more houses, not fewer, seems nonsensical, and would be extremely expensive.

[Robert Courts (Witney) (Con)]

The hon. Lady mentions environmental factors, which I agree are important. Does she agree that the impact on the environment could be minimised and mitigated if we use existing roads, and upgrade and utilise existing sections, rather than routes that involve virgin grassland?

[Layla Moran]

I do not rule out the use of existing roads, but where the proposed route would impact on a community as directly as it would in Botley, it should be ruled out. Again I ask the Minister to do that today, because that particular section is horrific, and if we do not rule it out, the wider impacts felt not only there but in other nearby communities could be massive. Sophie from Abingdon contacted me on that point. She strongly opposes the plan because of air pollution in the Wootton area. Jane from Botley repeats concerns about what will happen to schools and says:

“I regularly walk on Westminster Way which runs parallel to the A34 and frequently find the fumes so strong that I have to cover my face and change my route.”

As an asthmatic she sometimes finds that she cannot even walk near the A34 as it is now.

Villages, including South Hinksey and Wytham, currently have direct access to the A34, and residents in those communities are worried about what will happen to that access. South Hinksey is already dealing with the start of the Oxford flood alleviation scheme, which will cause chaos to access to the village. The expressway could be an even bigger scheme, and I wonder whether that has been taken into account.

On the final option, if the expressway is routed to the south of Oxford it will have to go through the green belt, bringing a large amount of additional traffic to an already congested Oxford ring road and the A34 south of Oxford. That stretch of the A34 is already at capacity and has regular gridlocks. Any incident on the A34, however minor, leads to a rapid build-up of traffic, and long tailbacks result in commuters using local towns and villages as rat runs just to get out. We should not make that problem worse in the long run by including an expressway.

I would love the Department to focus on delivering the long-awaited A34 safety review, and I would be extraordinarily grateful for an update on that project, which has been promised for months. I also believe that long-promised and overdue investment in upgrading the Lodge Hill junction must be finished before we can assess how to handle extra traffic on the A34. Will the Minister keep pushing the county council to press on with that project, because there have been yet more delays?

It is not clear whether dealing with the many potential impacts of the expressway has been fully costed, or whether those impacts will be left as problems for local communities to sort out after it has been completed. Many of my constituents argue that the value-for-money and environmental impact of the expressway scheme as a whole should be tested actively against other options. Sophie, again, said:

“I would like to see a plan to reduce congestion in the area, as I feel it is at an all-time high. I would like to see this plan focus on public transport improvements, particularly rail transport and cycle infrastructure.”

We know that that is happening to an extent, but it could be so much more if we reinvested that money.

As we know, the expressway follows a route similar to east-west rail. However, as plans for the expressway have been worked up, the plans for east-west rail have been downgraded. In particular, plans for electrification have been dropped. A growing list of other rail schemes in and linking to Oxfordshire have been delayed or not delivered—the electrification of the line between Didcot and Oxford has been delayed; Oxford commuters look with envy at the quieter, more comfortable trains serving Didcot and Reading; and plans for the expansion of the very overcrowded Oxford station have taken years to make progress.

With the right approach, not only could the capacity and quality of rail travel be improved, but much better facilities could be provided for cyclists, as has already happened in Cambridge. Other rail projects, which would cost much less than the expressway, include reopening the station at Grove, on which there is cross-party endeavour; introducing passenger trains through to Cowley; and upgrading facilities at Radley and Culham. All those projects could tie in better with the local cycling network. I am grateful to the Minister for debating with me in the House on a previous occasion the recent report by Andrew Gilligan, which sets out a clear and coherent strategy for investment that could transform Oxford and surrounding communities by making them cycle-friendly. All those things together would cost a tiny fraction of the expressway.

Crucially, there is a huge amount of peer-reviewed evidence showing that when Governments choose to invest money in additional road capacity, although in the short term there may well be an alleviation effect, the long-term impact is more traffic, more pollution and higher carbon dioxide emissions, at a time when we should be bearing down on all those things. However, when Governments choose to invest in public transport, the result is the opposite. At the very least, the Government should have given equal consideration to all the other approaches first before making this decision. If they are looking to achieve the best long-term value for taxpayers’ money and are committed to switching from the car to other forms of transport, this is their chance.

In conclusion, I share my residents’ deep concern that this Conservative Government are forcing an expressway on our area without fully consulting people about their premise. I am sorry to say that, to add insult to injury, Conservative MPs in Oxfordshire have lobbied the Minister to use the existing road, and I am concerned that that includes Botley. I would love clarification that that was not part of the lobbying effort and that Members did not ask for Botley to be bulldozed. If that were the case, I would let the Minister know, and, as I am sure he is aware, I will not let that or any other part of the scheme drop.

--- Later in debate ---

[Layla Moran]

If this a preferred route, does that mean the ruling out of Otmoor is not absolute, or is it?

[Jesse Norman]

As I have said, we have not made prejudgments. Our strong preference is not to cross Otmoor. We have therefore selected options that do not do that; we have given that very clear signal. But it is important to say that we are still at a relatively early stage of the process, and our preferred routes are just that, and are subject to further discussion, consultation and review. The Government and Highways England need to do serious further analytical work to develop, design and route options that are workable for communities and the environment, that facilitate freight movements, and that ease people’s travel for work and leisure.

As has been mentioned, there are considerable constraints of many different kinds in relation to Oxford, and those are part of the wider process of evaluation. I recognise that this will be particularly important for the hon. Lady’s constituents in Botley, as it is for those of other colleagues in the region who are affected both directly and indirectly. Their concerns expressed to her about the possibility of widening the A34 and the potential impacts on safety and emissions were made very clear to me when I visited the area—and walked around it, as the hon. Lady said—as they have been again today by her.

Local feedback is an important part of this process and has already influenced it. As has been said, the preferred corridor avoids Otmoor precisely because it has been widely recognised as an area of particular environmental significance. The Government wish to develop the scheme overall in a way that is sensitive to the natural, built and historic environment, and all those factors will be in play. Those considerations have played a central role in selecting the preferred corridor so far, and a full environmental assessment will be undertaken as part of the route development. More widely, the Department will continue to listen to interested parties of every stamp and from every quarter of the compass as it develops route options for public consultation later this year.

There will be a full consultation on route options to help shape the design so that it meets the needs of local people and businesses and the country as a whole. Indeed, the Department has commissioned England’s Economic Heartland, the sub-national transport body that comprises local council leaders across the region, to undertake a connectivity study in parallel with the work we are doing. That study will look at how the expressway can deliver wide-ranging benefits to parts of the country outside the immediate vicinity of the corridor and will go some way towards addressing the question raised by my hon. Friend the Member for Wycombe (Mr Baker).

All this design and analytical work will lead to a public consultation on possible routes later this year, when people will be able to have their say on route options, as well as the overarching case for the scheme. A further public consultation will be held on the design of the preferred route.

The expressway is due for delivery in 2030. By that time much work will have been undertaken on Oxfordshire’s transport infrastructure. The hon. Lady touched on some of that. East-west rail will be one of the country’s most strategically important rail projects, reinstating a rail link between Oxford and Cambridge. The Government reconfirmed our commitment to that project at the autumn Budget, and it is on schedule for delivery by the mid-2020s. Highways England is developing a series of safety enhancement projects for the A34; the hon. Lady asked about that. The work is currently at feasibility stage and interactions with the different expressway route options are being assessed. On the A34 Lodge Hill interchange improvements, Oxfordshire County Council is leading discussions with Highways England and the Government to develop a suitable scheme that meets local needs.

We of course recognise the importance of walking and cycling. I do so at least as much as any Member of Parliament, as I cycle to and from this building every day of the working week. We note the recommendations of the Gilligan review, which the hon. Lady and I have discussed. Local authorities can channel investment for cycling and walking from local funds and from the relevant national funding streams, of which there have been a plethora of late, including the local growth fund, the future high streets fund announced in the last Budget and the housing infrastructure fund that will come in later this year. There are also the Highways England designated funds in this road investment strategy and in the next period, and the clean air fund.

I conclude by assuring Members of this House that there will be ample opportunity for them and their constituents to express their views and to shape decisions about the expressway in a way that preserves and safeguards value for future generations.

Question put and agreed to.

Cycling: Gilligan Report

Layla Moran Excerpts

Tuesday 4th September 2018 Commons Chamber

[Layla Moran (Oxford West and Abingdon) (LD)]

I am extremely grateful to have the chance to speak this evening about the importance of cycling and, more specifically, the Gilligan report. Oxford is famous for being a cycling city. In fact, one of the first early-day motions I tabled following my election was to congratulate the city on its newfound cycling city status and ambitions. That said, it is fair to say that I am a fair-weather cyclist. I use an electric bike with a very pretty basket, and I usually cycle in a skirt and rarely in the rain. One could therefore rightly ask why I decided to become a vice-chair of the all-party parliamentary group on cycling. Well, I did that not because I am not a Lycra-clad, cycling fanatic, but because I am exactly the type of person whom we need to encourage out of the car and into the saddle. While cycling may not be great for my hair, it is brilliant for my health and the environment, and anything that I can do to encourage others to join me is a good use of my time.

Of course, the catalyst for this debate has been the publication this summer of the “Running Out of Road: Investing in Cycling in Cambridge, Milton Keynes and Oxford” report by former London cycling tsar Andrew Gilligan, as part of the National Infrastructure Commission. The report is incredibly welcome. At its heart is a recommendation for £150 million of investment in cycling in Oxford to realise the ambition for a “C change”—a cycling change—with an increase in cycling journeys and a reduction in congestion.

Securing substantially increased funding for cycling in Oxfordshire is key to truly integrating cycling into all local transport and planning projects, to ensuring that cycling provision is ambitious and designed to a high standard, and to ensuring that cycling is integral to other transport networks—my goodness that is not the case at the moment—rather than being isolated or an afterthought.

[Sandy Martin (Ipswich) (Lab)]

Does the hon. Lady agree that, by demonstrating what is possible, Oxford and Cambridge could show what will work in other towns and cities of the same size across the country? We should not have just one or two beacon towns and cities; cycling should become part of the total transport fabric of this country.

[Layla Moran]

I completely agree with the hon. Gentleman.

The report further advocates an Oxfordshire cycling commissioner with powers similar to those Andrew Gilligan held in London. The commissioner’s job would be to hold all aspects of county, district and city councils to account, and the report suggests that local cycling campaign groups should be funded to allow them to examine and challenge planning applications that are not ambitious enough. I have spoken to Cyclox, BikeSafe and Abingdon Freewheeling, which I am sure would all welcome that proposal with enthusiasm.

The report concludes:

“Provision for cycling in Oxford is poor”.

I absolutely agree.

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Lady on securing this debate, as it is important that cycling reaches its potential in her constituency. We have done something similar in Strangford with the Comber greenway, which encourages cycling between Comber and Dundonald, and by doing so we have enabled people to see the area’s greenness and be environmentally friendly and to experience the health benefits of cycling.

I commend the hon. Lady for what she is doing. Many constituencies across the United Kingdom of Great Britain and Northern Ireland have done similar things. We have done it in Strangford, and so far it has been successful and we are looking towards other schemes.

[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 ---

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

I welcome the fact that my fellow officer in the all-party group on cycling has brought about this debate. Does the hon. Lady agree that rather than having insufficient funds available from government for local authorities that actively want to use them, there should be some stronger incentive that forces local authorities to draw down funding and spend it on safe and segregated cycle provision to new and existing developments and transport networks?

[Layla Moran]

I thank the hon. Lady very much for her intervention, because she touches on the crux of the issue. Everyone says that they want to make this happen, but when it comes to implementation, they need a stronger arm to make sure it does. In Abingdon, there is no masterplan for integrating cycle routes between different developments, despite the fact that new housing could and should provide a new route between Abingdon and Radley, where the railway station would make a fantastic cycling parkway station. We need to make sure that when plans for the redevelopment of Oxford station come forward, proper cycling facilities are front and centre of them. Julia Bird points out that the lack of investment and facilities means that she often does not take her bike with her into the city centre because it would get stolen, so she keeps

“a basic one for fear it'll get pinched.”

Connectivity is the key. As the report points out,

“Provision at dispersed employment sites is worse”

than in Oxford city.

It also states:

“Provision for out-city commuters is key but barely exists.”

It is crucial that the communities and towns surrounding Oxford are not forgotten.

Another potential wasted opportunity is the upcoming Oxford flood alleviation scheme, which I am not told will not include a cycle path that would connect Oxford to Abingdon, despite repeated assurances at the beginning of the scheme that that would be put in place. May I beg the Minister to have a word with his colleagues in the Department for Environment, Food and Rural Affairs? It would be so much cheaper to do this now than to do it retrospectively. As my fantastic colleague Councillor Emily Smith points out, it is vital that there is more joined-up working, not just between Government and the councils, but between the district, county and city councils, and that existing funding for cycle routes that are under threat is not lost. I would be grateful for any support the Minister can give to impress on all the councils to actively work together.

Moving from the local to the national, I would like to see the Gilligan report be a catalyst for action across the country. The importance of mainstreaming cycle-planning, integrated networks, consistent design standards and the wider aim of traffic reduction cannot be overstated. When the Department has reviewed its guidance on cycling infrastructure design, it needs to be applied consistently. It is clear that in Oxfordshire we have the political will, but support from the Government is crucial to reallocating road space from motor traffic to cycling.

So, how do we achieve all that? As Andrew Gilligan himself says, the plans will need money, alongside a change in the national view of cycling as unimportant and unworthy of serious spending. The £150 million suggested in the report sounds like a lot, but it is necessary, and it does not begin to compare to the amounts being invested in new road facilities—for example, as part of the controversial Oxford to Cambridge expressway. Critically, the money must not be a series of taps turned on and off; instead, we need a long-term strategic commitment to improving cycling infrastructure, not just in Oxford but across the country. Investing in road and rail without cycle infrastructure would be the wrong approach.

Given that officials are already starting to prepare for the Treasury’s next cross-departmental spending review, I am keen to do anything that I can to support the Minister in his bid to secure a better national funding settlement for cycling and walking. For example, I would like to see realised the 2013 “Get Britain Cycling” report’s ambition of there being spending of £10 per person annually, rising to £20 per person later. I of course welcome the Government’s cycling and walking investment strategy, but it could and should be much more ambitious. Rather than small investments that double the number of cyclists nationwide from 2% to 4%, we need to get the proportion to a fifth at the very least.

Of the £340 million that has so far been allocated specifically for walking and cycling, does the Minister know how much has been spent, where and how? I am told that he does not. If he does not, how do we know that any of the various schemes are going to work? The report was clear that it is better not to spend money at all than to spend it badly. Will the Minister also say how much of that money is left, so that all the rest of it can be spent in Oxford?

The report concludes that congestion in Oxford is close to unmanageable and brings pollution and health problems. In the longer term the investment will pay for itself; will the Minister confirm that his Treasury colleagues will take that into account in the spending review? Cycling not only benefits people’s physical health but reduces air pollution. Investment in cycling benefits policy aims in not only the Department for Transport but in the Department of Health and Social Care, the Ministry of Housing, Communities and Local Government and the Department for Environment, Food and Rural Affairs—win, win, win, win.

In conclusion, we have a huge opportunity in Oxfordshire. With a cross-departmental, long-term approach from the Government, better working between councils and local organisations, and the funding boost recommended by the Gilligan report, we can be ambitious for the future of cycling in Oxford. I hope that the Minister and his Department will help Oxfordshire to realise its ambitions to be a world leader and the country’s greatest cycling city.

[Mr Speaker]

I gather that the hon. Member for Cambridge has secured the agreement of the hon. Lady and of the Minister to make a short speech. I call Mr Daniel Zeichner.