Road closures, ‘school streets’ and new cycle lanes are creating severe congestion, long traffic delays and severe frustration across the country. Although well intentioned, the experiment has failed. Government guidance supporting such measures, and funds for them, should be withdrawn immediately.
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1. Safer journeys for cyclists and pedestrians thanks to Highways England scheme
26/09/2019 - Highways England
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Road improvement and investment
2. Highways England Annual Report and Accounts 2017 to 2018
16/07/2018 - Highways England
- View source
Found: collaborative relationships
60Section 6 Delivering the Road Investment Strategy
Found: an alternative to private transport and hence creating a more environmentally sustainable transport mix
Found: Ambition Cities;6) The adequacy of funding associated with CWIS and any concerns around a
Found: to how people make their entire journey, and so creating realistic alternatives (including cost/convenience)
1. Covid-19: Walking and Cycling
08/06/2020 - Lords Chamber
1: on 9 May the Government announced a £2 billion funding package for cycling and walking. This is the largest - Speech Link
2: Boardman are launching 200 kilometres of temporary cycle lanes—tomorrow or this week, I believe—which has - Speech Link
3: noble Lord for his warm words of welcome for this funding, which will make a huge difference to cycling. - Speech Link
4: infrastructure in relation to cycling and walking lanes. Will the Minister undertake to have discussions - Speech Link
5: can cycle should, but many people cannot ride bikes. Does my noble friend agree that cycle lanes are - Speech Link
6: increase congestion. Local authorities are required to follow technical guidance on cycling infrastructure design - Speech Link
2. Air Quality: London
03/07/2017 - Lords Chamber
1: London to Brighton road. Their car breaks down so they stop on the side of the road next to an open field - Speech Link
3. Active Travel
09/07/2019 - Westminster Hall
1: approach to not just transport and alleviating congestion, but town planning, public health, obesity, mental - Speech Link
2: is an important part of Government funding, and I would like cycle paths to be included. I am conscious - Speech Link
3: footpaths and ginnels. Would it not make sense to have funds for signposting, so that people know how to get - Speech Link
4: We are trying to encourage more children to cycle to school. It is not an easy problem to solve, but surely - Speech Link
5: is in place that allows them to get to and from school easily, quickly and safely. Again, I am conscious - Speech Link
4. Covid-19: Emergency Transport and Travel Measures in London Boroughs
04/11/2020 - Commons Chamber
1: the weekend, there will be no extension of the congestion charge—phew!—and there will be no charging for - Speech Link
2: 37 different schemes, with over £1 million of funding. The most controversial is LTN 21—they all have - Speech Link
5. Public Transport: North Staffordshire
23/01/2020 - Westminster Hall
1: Longton—all centres in their own right with high streets to support and attractions to be visited. However - Speech Link
2: decline in public transport and the growth of congestion has seen us breach World Health Organisation - Speech Link
6. Smart Motorways
13/02/2020 - Lords Chamber
1: users. While the existing road structure may have been deemed to lead to congestion, that a broken-down vehicle - Speech Link
7. Oral Answers to Questions
22/11/2018 - Commons Chamber
1: from Scarborough have had to endure a summer of delays. Indeed, because of drivers’ hours, many trains - Speech Link
2: the best performing large franchisee, but 50% of delays and cancellations are attributable to Network Rail - Speech Link
3: formula, which is the norm for the allocation of funds to Scotland. We have a railway that is bursting - Speech Link
4: fiasco? In fact, according to the Office of Rail and Road interim report, the DFT’s decision to phase in the - Speech Link
5: to talk to my hon. Friend about that. We are supporting a programme of substantial investment in new - Speech Link
6: now use technology to enable residents to report road-related problems. Will my hon. Friend encourage - Speech Link
7: better as far as possible for residents to report road-related problems. As he will be aware, they do so - Speech Link
8: designed to facilitate the relationship between road building and new housing, and of course, that is - Speech Link
8. M26 Closures
25/10/2018 - Commons Chamber
1: for another day.The M26 is a key strategic road in the south-east of England that helps to connect - Speech Link
2: south-east England—that there may well be particular congestion pressures on the south-east, as the problems - Speech Link
3: happened here. No information was given on why the closures were happening, other than for “central reservation - Speech Link
10/02/2016 - Lords Chamber
1: Lords, I welcome this opportunity to promote the cause of cycling and am grateful to noble Lords for postponing - Speech Link
10. Oral Answers to Questions
02/07/2020 - Commons Chamber
1: walking, of which £250 million was made available immediately in England. Through the Barnett consequentials - Speech Link
2: him, but there are so many different elements of funding going into the northern powerhouse right now that - Speech Link
3: drop in the ocean when compared with the historic funding gap of £66 billion. It will be a drop in the ocean - Speech Link
4: furlough scheme and many other measures—£330 billion-worth of measures—have been there to support the - Speech Link
5: providing significant funding for the bus industry at this time. Our covid-19 funding package for England’s - Speech Link
6: My hon. Friend is right. We obviously keep all measures under review at all times, but our priority is - Speech Link
7: is why we are providing a five-year, £5 billion funding package for buses and cycling. That will include - Speech Link
You may be interested in these active petitions
Many councils have introduced schemes touted as encouraging walking and cycling, but their real impact is gridlock. They've been built without proper consultation, illegitimately justified by the Covid crisis and backed by central government direction and finance.
Congestion and pollution have increased, people are inconvenienced, local businesses have lost trade and lives jeopardised with emergency vehicles stuck in traffic. Cycle tracks are often empty, while the roads alongside are jammed.
The Government is committed to delivering a step change in levels of active travel. We know the majority of people support giving more road space to cycling and walking in their local area.
Local authorities have a duty to manage their roads for the benefit of all traffic, including cyclists and pedestrians. The more people that cycle and walk, the more road space is freed up for those who really need to drive. Encouraging more cycling and walking is a key part of the Government’s efforts to reduce harmful emissions from transport, as well as to help make people healthier.
The Emergency Active Travel Fund (EATF) was announced on 9 May and included £225 million of funding for local authorities in England. The first tranche focused on temporary changes such as pop-up cycle lanes and widened pavements, to enable social distancing and encourage active travel while public transport capacity is constrained.
Alongside the funding, the Government published additional Network Management Duty guidance. This clearly set out what the Government expects of local authorities in making changes to their road layouts to encourage cycling and walking to support a green recovery. Low-traffic neighbourhoods, school streets, and cycle facilities are some of the measures listed. It is available at: www.gov.uk/government/publications/reallocating-road-space-in-response-to-covid-19-statutory-guidance-for-local-authorities.
Low-traffic neighbourhoods are a collection of measures, including road closures to motor traffic, designed to remove rat-running traffic. They deliver a wide range of benefits – a safer and more pleasant environment for residents, more walking and cycling and better air quality.
School streets are part-time access restrictions that operate during school pick-up and drop-off times, during term time only. Access is maintained for residents, businesses and others such as Blue Badge holders. They can reduce the number of people driving their children to school by up to a third.
There are often concerns that reallocating road space will have a negative impact on business. However, evidence shows that people who walk and cycle take more trips to the high street over the course of a month than people who drive. Making access to high streets easier by walking and cycling has a proven economic benefit. Well planned improvements in the walking environment can deliver up to a 40% increase in shopping footfall and high street walking, cycling and public realm improvements can increase retail sales by up to 30%.
Evidence also shows that investment in cycling and walking is supported by the majority of people in local communities. Although some schemes have attracted negative attention, this is still only a small minority of the people living in those areas.
Local authorities are responsible for delivering cycling and walking schemes in their areas. Although central Government cannot intervene in local democratic decisions, our position remains that if councils fail to demonstrate that their plans are genuine improvements then we will not hesitate to withhold funding. Many measures in tranche 1 of the EATF had to be installed quickly, and local authorities should be willing to consider making changes to these in the light of experience, as some already have.
Effective engagement with the local community, particularly at an early stage, is essential to ensuring the political and public acceptance of any scheme. We are clear that in implementing any of these measures, local authorities will need to ensure access for Blue Badge holders, deliveries and other essential services as appropriate. They will also need to be mindful of the requirements of equalities legislation, ensuring, for example, that in redesigning and reallocating road space they take careful account of the impact this may have on disabled people.
Many schemes have been installed as trials. This approach can help achieve change and ensure a permanent scheme is right first time, but schemes will take time to bed in and for the benefits to become apparent. Trials still require consultation, which is carried out alongside the implementation so that changes can be made in response to feedback.
Some measures, such as road closures, require Traffic Regulation Orders to give effect to them. The temporary amendments made in May to the process for making these orders did not change any of the notice periods. More information on this is available at https://www.gov.uk/government/publications/making-traffic-regulation-orders-during-coronavirus-covid-19.
Local authorities must consult with the emergency services to ensure access is maintained. They have been generally supportive of low-traffic neighbourhoods, and in some cases, their access has improved because narrow, unsuitable roads are no longer full of traffic.
Different types of intervention will be appropriate in different places. For example, what works in urban areas may not be suitable in rural areas or smaller towns, where people are more reliant on private vehicles. Schemes must balance the needs of cyclists and pedestrians with the needs of other road users, including motorists and local businesses.
Department for Transport