Covid-19: Emergency Transport and Travel Measures in London Boroughs

Motion made, and Question proposed, That this House do now adjourn.—(David T. C. Davies.)

Travel and transport are what keep our capital going, and they produced its suburbs. When we add the covid emergency into the mix, however, questions are raised about the disproportionate numbers of black and ethnic minority people and transport workers who died earlier in the pandemic, at a time when they were not getting the protection they needed. Their families are still seeking death in service benefits. There is also the whole question of democracy in the age of the virus, and how we build back better, more sustainably and in a more resilient way on the other side of all this as part of the new normal.

Happily, some of the issues I thought I would be addressing tonight have been overtaken by events. Thanks to the Transport for London bail-out at the weekend, there will be no extension of the congestion charge—phew!—and there will be no charging for under-18s. I pay tribute to our Mayor of London, Sadiq Khan—so much better than the guy before, isn’t he?—for all that.

That leaves me with emergency traffic orders, which are those controversial things that have enabled pop-up cycle lanes, pavement widenings—some people call them “road smallings”—and controversial low-traffic neighbourhoods all over our capital. They have followed a sequence of implementation now, consult later.

I want to make a confession: I am a confirmed, long- standing cyclist, dating back to when I went to school in what is now my constituency every day in the ’80s. We now have more bikes than people in our household. My own offspring replicate that journey in the ’90s when I was at Cambridge University, where it was almost compulsory to get on your bike every single day. I completely understand the benefits of cycling: it is free, it takes us from door to door, and it is environmentally friendly. I am a confirmed cyclist.

These low-traffic neighbourhoods seek to get us all on two wheels or on foot, in a move towards active travel—a modal shift. We can still get everywhere we need to go in a car; they just mean we have to go the long way round. A good recent example is Bowes Road in Acton, which first became known to me because every BBC cabbie, when they took me up there, would go down it rather than the A40. Residents hated that because their road had turned into a thoroughfare and they could not get out of their houses. Now a low-traffic neighbourhood has been introduced there, and they love it. There are these oversized flower pot things called planters, and bollards, and the residents have been able to reclaim their street. In that instance, a pre-existing problem has been dealt with and rectified.

However, colleagues from every compass point of London, some of whom are here today, have told me about examples of LTNs that are not well designed and are not working, in neighbourhoods that are already naturally low-traffic neighbourhoods. These things popped up with no consultation and no notice, even, and it feels to people like they have been inflicted on them. We have seen large-scale opposition all over London, with tens of thousands of signatures in Wandsworth and in my own borough, and in Islington I think there have been marches.

Does the hon. Lady agree that a number of the changes that have been made have had a really negative impact on the taxi trade? The licensed taxi is one of the most accessible forms of transport. If we block it out of key routes such as Bishopsgate, we make it more difficult for people with mobility issues and disabilities to get to the places they need to get to.

The right hon. Lady makes a really good point. We have relied on cabbies—remember that taxi exam, the knowledge? That is completely invalidated by these changes. She makes a really powerful point. I think people feel discombobulated because these changes are so radical and dramatic, and they appear to have come out of nowhere.

I think that policies work best when policy makers take the public with them and act for them, rather than doing stuff to them, which I think many feel has happened. In our borough there are 37 different schemes, with over £1 million of funding. The most controversial is LTN 21—they all have these rather Stalinist names. Oh, sorry—I will be in trouble. Across three wards, nigh on every side street has been blocked; it has turned the area into a convoluted maze of planters at odd angles. The right hon. Lady referred to commercial vehicles. Delivery vans have become more and more prevalent in the pandemic; they are completely outfoxed by these measures.

When news of this debate broke on a local forum, hundreds of replies—they were going up by the minute—came in with things that I should raise, so I will try to give voice to some of those.

I do not know whether the hon. Lady is more concerned about having been insufficiently enthusiastic in her mention of Stalin or having been too enthusiastic in bringing him up. In the context of low-traffic neighbourhoods, does she think that a good deal of consultation and discussion with the emergency services is critical? That has been a consistent problem with the implementation of LTNs, certainly in the view of my constituents and many others.

The hon. Gentleman speaks so much sense. We are at one on Heathrow—actually, I think all three of us who have spoken so far are—and he is right. In theory, these people are not allowed to express an opinion, so the leadership say, “Yeah, fine,” but the people who have to implement these things—the ambulance personnel, police people and fire officers—all think that they have made a difficult job ever more difficult at a time when every second counts. The hon. Gentleman is absolutely right.

I am sure my hon. Friend is reflecting the views of some of her constituents, but does she share my concern that while we worry about sending car drivers around the long way, pedestrians have to walk a long way down the road to find a safe place to cross every single day and no one ever notices, because it is so normal for pedestrians’ needs to be put behind those of the motorist?

My hon. Friend is right. Pedestrians often feel they are at the bottom of the food chain. Actually, walkers have contacted me saying that they have got nothing out of this. Cyclists have new cycle lanes, but pedestrians seem to have been a bit forgotten in all this. I think the key thing is to take people with you and get consent, and that also means consultation.

Other issues that have popped up include kids being distressed at the much elongated minibus journey to the Log Cabin disabled children’s adventure playground. Elderly and infirm people and their carers are also affected. When we say, “Oh, the sat-nav will update”, they are a bit befuddled because they use the old-fashioned “A to Z”, as do I actually. I have a case of a lady who had regular out-patient appointments at a central London hospital, but has now been discharged because the taxi gave up on too many occasions, so that is a bit serious. This affects all sorts of businesses, including workmen with all their tools. Shops say that they used to benefit from passing trade on the way back from longer journeys, and that has all gone now.

If hon. Members have a little google, they can see on YouTube how, all over London, traffic that was supposed to be evaporating—it was meant to disappear because, after a while, people have new habits and give up driving—has actually been displaced to main roads. Those are residential roads, and people live there too. They already had unacceptably high levels of pollution, and it has just worsened. If the whole aim was combating emissions, that is undermined when there is a very long way round—five times, 10 times longer, or whatever. In some boroughs, compliance checks that no one is driving through are done with those sinister little motor vehicles that are idling, with NO₂ emissions. Again, that seems a little bit serious.

Does the hon. Member agree with me that consultation is important, but what is also important is signage? One of my constituents approached me to say that the family drive every day from Kensington through the borough of Hammersmith and Fulham, and on the first day that one of these schemes was operating, the family got eight tickets because they were not aware of it and the signage was so poor.

Goodness me, the hon. Lady tells a chilling story. In Ealing, at least initially, there are no fines—maybe I should not be saying that—so that people get used to it. There is a softly-softly approach. Ultimately, I guess that people do get used to it, but it seems wrong to have that many tickets on day one.

In a global pandemic, life is hard enough as it is, and to make life even harder feels punitive. This policy is well tried in places such as Copenhagen, but this is just copying and pasting that into outer London, a place that people liked because of suburban convenience and because of the grid system.

I thank my hon. Friend for securing this important debate. I want to draw her attention to a recent report by the Institute of Race Relations called “The London Clearances”. This report found that regeneration projects are being used to actively dispossess working-class communities and low-income families of their homes. This process, which is commonly known as social cleansing, has mostly been understood as a class issue. However, given the over-representation of black, Asian and ethnic minority communities in social housing and the racialised language used to describe London’s post-war housing estates—for example, in the aftermath of the 2011 riots —I believe this is also very much a race issue. Certainly, constituents of mine have been in touch about the impact this is having on them and the fact that some of the measures have been targeted not towards housing estates in very congested or overcrowded areas but areas that have terraced homes—

Order. I am sorry, but interventions by their very nature should be short, and that was very long.

I thank my hon. Friend for a point that deserved to be made at length. She makes the point about the main roads, and those are people too. They feel two-tiered now: their house prices are probably lower, and they feel they have a raw deal because of the constant gridlock forcing everyone there.

At best, this has been a mixed experience. Where these measures work, where there is a need and where there is consultation, they are really good, but if it is felt that they have been illogically plumped own where they are not desired, that is a completely different matter. Somebody said to me the other day that a bollard had been put on a very short road that has got only one house on it. He said he did not ask for it and added, “We feel penned in like animals.”

Is not part of the problem the lack of consultation? Has not that been caused by the Government’s insistence that the schemes be implemented straight away within an eight-week period, not allowing any consultation with communities or very limited consultation at best?

My hon. Friend speaks so much sense. It is true that it feels that this catastrophising, saying, “Emergency, emergency, we have to do it by the end of September”, with no time for consultation apart from six months later, is just the wrong way round, putting the cart before the horse.

We have had this vote today, and some of us have wrestled with our consciences about the lockdown. On balance, I thought it was the right thing to do, but coronavirus has greenlighted many incursions—some people call them draconian—on our civil liberties, on citizens’ freedom of movement. As I said, I strongly believe think that to gain consent, we should consult. Pictures have gone viral in Ealing of planters that have been vandalised and bollards that have been ripped out. Yes, that cedes the moral high ground: it is wrong to do that. Vandalism is bad, so it is a moral boost for the diehard proponents of the schemes, but it also shows this is not a consensual policy, and that something has gone wrong if that is happening.

Does my hon. Friend agree that the low-traffic neighbourhoods are really important in constituencies such as mine, which has the A23 running through it and has so much pollution? Does she also agree that the lack of consultation could have a negative impact on future measures as the public will almost learn to react negatively because they feel that they have not been consulted in the past? We really do need those measures to protect our environment and change the nature of traffic in our areas.

I completely agree that we have a climate emergency, we have our net zero obligations and we have an obesity crisis, but doing this without a consultation has just got people’s backs up. It sometimes feels that these things have been formulated, not by anyone who cycles or understands local traffic flows, but just in order to satisfy the criteria for a budget when there is money available and time is running out.