Low Traffic Neighbourhoods

Simon Lightwood Excerpts

Monday 20th May 2024 Westminster Hall

[Simon Lightwood (Wakefield) (Lab/Co-op)]

It is an honour to respond to this debate on behalf of the official Opposition with you in the Chair, Ms Harris. I thank my hon. Friend the Member for Battersea (Marsha De Cordova) for sponsoring the debate and all those who have added their names to these two important petitions: a petition calling for an independent review of low-traffic neighbourhoods and a petition calling for the exemption of blue badge drivers from low-traffic neighbourhoods.

I thank hon. Members for their contributions this evening—I have been getting better at learning the names of Members’ individual constituencies, but bear with me if I get any of them wrong, Ms Harris. My hon. Friend the Member for Lewisham East (Janet Daby) is quite right that we must continue to work hard to reduce the impact of air pollution on our constituents. My hon. Friend the Member for Oxford East (Anneliese Dodds) said that we need a joined-up approach—I quite agree with that—and that everyone should be able to travel from A to B in a green way.

I heard a lot from the right hon. Members for Chipping Barnet (Theresa Villiers) and for North East Somerset (Sir Jacob Rees-Mogg) about the so-called war on motorists and how there were alternatives to it. I have to say, I did not hear many mentioned, but I thank them for their advocacy on behalf of their constituents. I think this shows the importance of proper consultation and considerate planning.

My hon. Friend the Member for Battersea said that low-traffic neighbourhoods can work when they are supported by the residents they affect, but that that must include consultation and co-production with disabled people. I agree with the hon. Member for Bath (Wera Hobhouse) that effective consultation is important and that the views of all the different kinds of road users should be taken into account. Crucially, I agree that the debate must be based on evidence. Finally, my hon. Friend the Member for Brentford and Isleworth (Ruth Cadbury) was right to draw attention to the ongoing consultation about LTNs. Where there is a clear need for change, action should be taken. Her recognition of the positive impact on school zones was also important.

Low-traffic neighbourhoods have become a common part of many communities across the country in recent years. They play an important part in delivering safer streets and cleaner air and in helping encourage people to use active travel to get around. We know that benefits local economies, improves physical and mental health and brings down carbon emissions.

In many areas, LTNs have become a core part of life for the communities who live in them, with many enjoying the reductions in noise and air pollution thanks to the reduction in congestion as a result of roads being closed to through traffic. Obviously, there often need to be exemptions: emergency services, public transport, permit holders, and sometimes taxis. However, the overall reduction in most through traffic from LTNs is still significant.

Studies have shown that in areas where LTNs have been introduced, traffic has been reduced by 32% on average, with only a 4.5% increase in traffic on boundary roads. Nitrogen dioxide pollution has fallen by up to 9% in some areas with those schemes. Inside LTNs in Waltham Forest, road injuries have fallen by up to half compared to before the schemes were introduced. Data shows that 61% of people living in low-traffic neighbourhoods support the schemes. It is important to talk about the benefits of the schemes, because, despite what the Government try to say, the evidence shows that for the most part they are popular with local people and effective at achieving the desired reduction in levels of pollution and road injuries.

However, not everybody who lives in low-traffic neighbourhoods supports the schemes. Some have legitimate criticisms of how the schemes have been designed and implemented. In some individual cases there has arguably been a failure to consider the needs of particular groups, including—as is the subject of one of the petitions—those with limited mobility and blue badge holders. We can all agree that local authorities that introduce the schemes should ensure that accessibility needs are carefully considered and prioritised as proposals are designed and consulted on.

Many low-traffic neighbourhoods already exempt blue badge holders, but many do not. The Government’s own review on low-traffic neighbourhoods has found that of the LTNs surveyed, 38 exempted blue badge holders and 34 did not. It is clear that more can be done to ensure that LTNs consider the needs of those with limited mobility. I am interested to hear the Minister’s views on how the needs of disabled people, and those with limited mobility, can be considered from the start of the process when it comes to designing and implementing low-traffic neighbourhoods.

There is a balance to be struck between ensuring that the needs of all constituents are properly considered, and supporting the right of local communities to make the right decisions for their areas. That point—that this is a decision for local communities—is extremely important. Measures to improve road safety around schools and in residential streets are vital for the safety of children, are often demanded by local communities themselves, are essential to meeting legally binding objectives set by central Government on, for instance, air pollution, and are ultimately decisions to be made by those who know their local areas best.

Labour’s position on low-traffic neighbourhoods is clear: they are decisions that should continue to be made by local authorities, not be decided by diktat from Whitehall or Westminster. Of course, these decisions must be made with proper consultation, and the concerns of each community must be taken on board. Central Government have a role to play in ensuring that is the case, but if we go too far we risk undermining the independence and autonomy of the elected local decision makers who know their areas best.

Although I appreciate the strength of views in the petition that calls for a review of LTNs, as colleagues have noted the Government recently commissioned a review and published it just weeks ago. It came after the Prime Minister claimed that he wanted to stop “hare-brained” safety schemes and the so-called “war on motorists”, so let us look at some of its findings. Some 58% were unaware that they lived in low-traffic neighbourhoods altogether. Of those who were aware, more people were positive than negative. A clear majority of people were concerned about the number of vehicles travelling through their areas, and they were equally concerned about the pollution that they caused. That is not exactly the outcome it appears the Prime Minister was looking for when he commissioned the review. Perhaps that is why it was reported that the Government tried to permanently shelve it.

It would be remiss of me not to point out the pure hypocrisy behind the Government’s apparent about-turn on low-traffic neighbourhoods. Despite decrying these schemes, which their own review have found to be largely unobtrusive and popular, as part of the so-called “war on motorists” senior Conservatives themselves championed the schemes from the start. In July 2021, a prominent politician described low-traffic neighbourhoods as “transformational”, and warned:

“if you are going to oppose these schemes, you must tell us what your alternative is”.

Who was that? It was the disgraced former Prime Minister Boris Johnson.

In November 2022, another distinguished colleague of ours in this House said that decisions on low-traffic neighbourhoods are

“entirely a matter for local authorities…to make.”—[Official Report, 14 November 2022; Vol. 722, c.493.]

Who was that? Why, it was the right hon. Member for North West Durham (Mr Holden), the Chair of the Conservative party. Would the Minister like to tell us what the current Prime Minister thinks the alternative to these schemes is? Does he agree with the right hon. Member for North West Durham that they are best left to local authorities themselves to decide on?

It is increasingly clear that the Prime Minister’s desperate attempts to deflect on to this so-called “war on motorists” are just hollow soundbites with no substance behind them. Just a quick look at his record confirms that. The cost of driving is soaring: car insurance costs are up 80% in just two years. The charge point roll-out for electric vehicles remains off track. The Government are set to miss their own 2030 target of 300,000 public charge points by several years. The state of our local roads today is just shocking: there are more potholes on British roads than craters on the moon.

Despite the Prime Minister’s and the Transport Secretary’s desperate attempts to politicise local transport issues such as road safety, school streets and reducing local air pollution, the evidence tells us that these schemes remain largely popular, and that they are effective and inobtrusive for most people. Although the Prime Minister may be keen to airbrush history, not too long ago these very schemes were championed by the most senior figures in his own party.

Many LTN schemes are far from perfect, and there are perfectly legitimate questions about how to design them with sensitivity to the needs of constituents—especially disabled people and those with limited mobility. I look forward to hearing the Minister’s views on how we can best support local authorities to do just that, but we should not forget the basic principle that decisions about local roads and local neighbourhoods are best made by those who live in those neighbourhoods and those who have been directly elected to represent them. These powers and responsibilities have been devolved to local government for many years. We should not let a desperate quest for political relevance from those at the top of Government to lead us to put our lives at risk, fail to tackle harmful air pollution and backslide on the basic principles of local democracy.

--- Later in debate ---

[Simon Lightwood]

Will the Minister give way?

[Guy Opperman]

I am sorry but I will not. I have taken multiple interventions and am going to try to make some progress. I am only on page 6 of my speech, which was meant to take only 10 minutes.

The review that has taken place has flagged particular concerns over the impact on disabled residents, the high number of penalty charge notices, the cost of the LTN schemes, and even concerns from individual emergency services that delays to crews caught up in LTNs could potentially risk lives. Those are not concerns that should be under-managed in any way.

Many disabled residents, as well as groups representing the views of disabled transport users, felt that inadequate consideration had been given to their needs and the impacts of LTN schemes on disabled people. In addition, several LTN schemes reported by local authorities to the DFT had not carried out equality impact assessments. We believe we have tackled these issues through the draft guidance, which sets out clear expectations for comprehensive and in-depth local engagement and full consideration of the needs of all road users in such a scheme.

We are clear that we will not support LTNs in future unless they are designed and delivered having had regard to the new statutory guidance, which will apply to new and existing schemes. Although it is guidance, we reserve the right to take further action if local authorities do not follow it. Local authorities are expected to consider the guidance. As with the new guidance on 20 mph limits, those that do not follow it could find implications for the future award of funding. As I have set out, I will pass that message on.

On the key accessibility point, the Government are committed to improving transport accessibility and supporting disabled people to have the same access to transport as everyone else. The LTN review found that too many schemes had not fully considered the impact of the changes on disabled people. I make the point that local authorities are bound by the public sector equality duty, and it is for them to ensure that they fully consider the impact of any proposed scheme in such a way. Any infrastructure they install should be delivered in a way that enables them to comply with equalities legislation.

The second petition we are debating requested that a flag be added to DVLA records to identify vehicles that belong to blue badge holders, so that they can be automatically exempted from any restriction and not attract enforcement activity. Although I understand the concern, I am afraid that currently that is not a viable solution. I will try to address in detail why that is the case. Clearly, blue badges are linked to the individual and not the vehicle. A badge holder may travel as a driver or a passenger in any vehicle, including a taxi or minicab, allowing them to access more easily the goods and services that they need to use. Therefore it is not possible to flag with the DVLA every vehicle in which a blue badge holder may travel. Likewise, although local authorities have access to a record of blue badge holders in their area, badges are registered to the individual and not the vehicle in which they travel.

Notwithstanding that, our draft LTN guidance makes it clear that local authorities should always consider exemption from restrictions for blue badge holders, as well as for deliveries and other essential services. It also addresses things such as emergency services. Again, I do not want to read out the entirety of it, but I encourage anyone who is passionately interested or who is contemplating this matter to look at the sections on exemptions and exceptions and how the individual situation for disabled people can be improved. The guidance sets that out in quite a lot of detail.

To answer the point made by my right hon. Friend the Member for Chipping Barnet (Theresa Villiers) when she identified particular problems, I make the strong point that there should be considered, ongoing, good-practice principles of monitoring and evaluation, in line with the active travel fund monitoring guidance, but, where local authorities detect hotspots, where a disproportionate number of PCNs are issued or where representations or appeals are being made, that should alert them to a possible need to review the cause. The monitoring of PCNs and challenge levels should be carried out from the outset. That clearly includes monitoring the impact on local communities, the impact on the disabled, the impact on individual businesses, and the way in which the fines are being taken.

I cannot address much more, given the nature of the guidance being an unfinished document that the Government have to respond to.

[Simon Lightwood]

Will the Minister give way on that point?

[Guy Opperman]

Very well.

[Simon Lightwood]

I will be brief. In my reading of the Department for Transport website and the “Low Traffic Neighbourhoods” research report, at no point is it mentioned that it is an interim or draft report. Will the hon. Member elaborate on that and explain, if it is an interim report, when the final report is expected?

[Guy Opperman]

I am afraid the hon. Gentleman has misinterpreted that. The final report will be this summer.

The situation in terms of the way ahead is that we need to find a way in which our local communities can use a process that has been around for a considerable time and managed in local communities in, by and large, a satisfactory way, but has clearly been expanded substantially over the last few years. We need to find a way in which the Government can provide the guidance and then local authorities can implement the schemes in an appropriate way. If they are not implemented in an appropriate way, clearly there have to be consequences.

I assure the petitioners, who are the most important people here, that we are working to ensure that local authorities give proper consideration to the needs of all users and gain buy-in across the local community, in all shapes and forms, when discussing and then implementing any local authority LTN schemes.