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.

Oral Answers to Questions

Layla Moran Excerpts

Thursday 5th July 2018 Commons Chamber

[Joseph Johnson]

The Government are investing substantial sums in the north—£13 billion in the five years to 2020—and in the next control period for rail, we will invest £2.9 billion on the trans-Pennine upgrade alone. The hon. Gentleman, I am afraid, is factually wrong to say that Government investment per head in London and the south exceeds that of similar investment in the north. IPA analysis shows that for the three years to 2021, the north will receive £1,039 per head, which is £10 more than similar figures for the south of England.[Official Report, 9 July 2018, Vol. 644, c. 4MC.]

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

18. When he plans to make a decision on the preferred route for the Oxford to Cambridge expressway.

[The Secretary of State for Transport (Chris Grayling)]

We expect to make a decision on the preferred corridor for the Oxford to Cambridge expressway this summer. There then has to be further work on the detailed route within that corridor.

[Layla Moran]

I thank the Secretary of State for his answer. Given that any of these routes will have an enormous impact on both communities and the environment, does he not share my concern that the public have not been consulted at all?

[Chris Grayling]

No roads can be built without public consultation. We are working out in broad measure which route a corridor might follow, so that we can then do detailed consultation with the public.

Community Transport

Layla Moran Excerpts

Thursday 10th May 2018 Westminster Hall

[Robert Courts]

My hon. Friend says we will get six opinions—I am sorry all the barristers are agreeing with each other.

My hon. Friend the Member for Cheltenham is absolutely right that there is clearly space for interpreting the law here, and that is exactly what we have to do. The sections 19 and 22 system, which has existed for so long, is a classically British compromise. It has created a benign environment under which community transport can operate. It is essential that we continue to go through the regulation and the law with a fine-toothed comb. Simply put, we cannot allow a situation to arise in which community transport providers are not able to operate.

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

Will the hon. Gentleman join me in thanking all the groups across our county that do this, and especially Christopher Gowers from Wolvercote? Many of them cross our constituency boundaries, because our communities are interwoven.

[Robert Courts]

The hon. Lady is absolutely right. I mentioned Our Bus Bartons, which from my constituency runs a service to not only the Banbury constituency but Oxford Parkway railway station. It provides vital links, not just to stations but to doctors’ surgeries, for people to go shopping or for young people to go to work. The impact and essential value of the services simply cannot be overstated. She made that point very clear.

I, too, thank all the volunteers, without whom the services would not run. They put an incredible amount of effort into ensuring that when commercial services were withdrawn, communities could step in and fill the breach. We must make sure that that can continue to happen.

Rural isolation is a real challenge for any of us who represent a rural area, and I know that the Government are combating it and worried about it. That is another essential reason for community transport to continue.

I gave a full response to the consultation, in which I made some of the more technical points that I do not have time to make now. I urge the Minister to engage with the all-party parliamentary group and all of us, because we want to help. We must find a way through to ensure that community transport can continue to thrive, as it has done so far.

Oral Answers to Questions

Layla Moran Excerpts

Thursday 19th April 2018 Commons Chamber

[Joseph Johnson]

We share the hon. Gentleman’s ambition to support modal shift. The Government are always interested in hearing about ambitious schemes that would encourage that. As he will know, we recently launched a call for ideas for market-led proposals that will enhance the railway, and I encourage him to take part in that.

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

Residents in north Oxford are gravely concerned about the increase in rail freight and particularly the possibility of the line being used to construct HS2. Children are already shaken out of their beds in the middle of the night because of freight trains. Will the Minister consent to meet me to discuss the concerns and, critically, the solutions, which include monitoring and speed reductions for the trains?

[Joseph Johnson]

I obviously sympathise with the hon. Lady’s local residents. The Government are committed to getting freight off our roads and on to rail to realise the environmental and economic benefits of rail freight. However, the Department does not specify the level of freight services on the network, as that is a commercial matter for the freight operating companies and is a function of market demand. The Oxford area is essentially at capacity during the day, although the Oxford corridor capacity improvement scheme will deliver two additional freight train paths an hour in each direction. It is anticipated that rail will support the movement of construction materials for HS2, but it is not possible at this stage to determine where the freight services will operate. The maximum permissible speed that freight trains can travel at over sections of the network is a matter for Network Rail as the infrastructure manager.

Rail Announcement

Layla Moran Excerpts

Tuesday 27th March 2018 Commons Chamber

[Chris Grayling]

I have said clearly that I am not simply evaluating, but preparing for two options: one is an operator of last resort controlled by my Department, and the other is a not-for-profit direct award. I will make that decision shortly, and when I do I will come back to the House. It is not just about being ready to make a decision; it is also about knowing whether whichever option I choose is ready to happen. It is as much about preparation as it is about deciding. When we are ready to take that step, we will do so. The reason I am taking the time to get this right is that I do not want passengers—the hon. Lady’s constituents—to notice any change from one day to the next. They are the most important people in this.

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

We of course welcome any investment in rail, but HS2 must not be allowed to soak it all up. The Government have an incoherent approach to electrification, which has been indefinitely delayed in Oxford and abandoned on the lakes line and the midland main line. Meanwhile, the Government have been pulled up again on air pollution. Why do they not follow their own lead on cars and move away faster from polluting diesel engines?

[Chris Grayling]

A central part of our strategy on the roads is hybrid cars, and a central part of our strategy on the railways is hybrid trains. The biggest difference we can make in getting people off the roads and on to rail is to ensure that we expand capacity, and that is what we are doing, with longer trains, new and reopened routes and new stations across the country, creating a better environment for people who want to travel by rail. It is the biggest programme of investment in our railways since the steam age.

Oral Answers to Questions

Layla Moran Excerpts

Thursday 1st March 2018 Commons Chamber

[Jesse Norman]

Yes, I can give my hon. Friend that assurance. Of course, DEFRA is the lead agency within Government on emissions. Only on Monday we put the renewable transport fuel obligation on the statute book. The obligation specifically balances the two sides of that equation.

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

Oxford is proud to call itself a cycling city, yet last week it was identified in the High Court ruling on air pollution as one of the 45 cities that the Government need to do more to help. Will any more money be coming to Oxford to help us make that modal shift?

[Jesse Norman]

The hon. Lady will be aware that substantial amounts of money have already been put aside to help local authorities that have been affected by air quality problems, and it is up to Oxford to see if it can apply for that money when it becomes available.

Oral Answers to Questions

Layla Moran Excerpts

Thursday 18th January 2018 Commons Chamber

[Jesse Norman]

As my hon. Friend will be aware, the lower Thames crossing is a transformational strategic road project with enormous benefits to Medway and to the region as a whole. We announced the preferred route last year, and we are now developing it further. On the local transport side, it is worth noting that the South East local enterprise partnership has secured nearly £600 million of funding from local growth funds, supporting around 30 transport schemes in Kent and Medway, in order to support the area’s continued economic growth.

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

18. As the Minister will be aware, one of the big investments announced for the south-east is the Oxford to Cambridge expressway, which will potentially go through Botley in my constituency. The people in my constituency are very worried. May I invite the Minister to come to Botley to meet residents and to allay their concerns about the possible bulldozing of hundreds of houses?

[Jesse Norman]

I would be delighted to come with the hon. Lady to meet the residents of Botley and to discuss these concerns.

Road Infrastructure

Layla Moran Excerpts

Wednesday 5th July 2017 Westminster Hall

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

Thank you, Mrs Gillan. This is my first debate in Westminster Hall, and I am delighted to be here. I would be remiss not to mention the A34. Many hon. Members will know about the issues of Lodge Hill junction, and I will be speaking to the most wonderful Minister about that junction. It has been the subject of cross-party campaigning for 25 years and it is reaching the point where, if we do not secure it now, it will impede the unlocking of Abingdon’s future forever.

My point is actually about taking people off roads. Oxford is one of the UK’s great cycling cities, and we should be doing much better. There are many reasons why we should consider taking people off roads completely. We have many active groups in the area who are campaigning for, in particular, a path from Eynsham to Botley. I am delighted to see my fellow Oxfordshire MP, the hon. Member for Witney (Robert Courts) in his place and I hope we will work together on that issue. That community path, which will go along the B4044, has been well documented—there have been lots of warm words—but what we need now is investment to get it going. We also have many groups in Didcot who have lobbied for a cycle path from Oxford to Didcot—that is quite a long way, so it is not something I would do, but those groups are insistent that they would and I would love to be able to deliver it for them.

A parent in Abingdon contacted me within days of the election because her son had been mown down by a car. Luckily, he survived, although sadly in 2009 a child died on a cycle route approved by the school—a route that goes through 14 major junctions. We need to do much more to protect our children.

Finally, I want to talk about air quality. It is a danger to children’s health to be knocked down by a car, but also to breathe in the noxious fumes released by cars. It is estimated that a third of nitrous oxide emissions in the UK come from road use, and 14% of children’s asthma is estimated to be caused by air pollution. That, incidentally, is the same as passive smoking. While it is no longer acceptable to light up in front of children for fear that they will breathe in the fumes, we have yet to make the case for taking children out of dangerous air pollution areas, such as those around North Hinksey and Botley schools, for the sake of their health.

I ask the Minister to apply a lot of creativity to the way we look at local infrastructure. It is not just about roads. Let us also look at different ways we can take people off the roads, because in the end it is better for the environment and better for their safety—but, above all, for their wellbeing, too.

[Several hon. Members rose—]