Cycling Safety

Lilian Greenwood Excerpts

Wednesday 21st November 2012 Westminster Hall

[Lilian Greenwood (Nottingham South) (Lab)]

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

[Mr Dai Havard (in the Chair)]

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