The government claims that :
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%.
The obvious flaw in this plan might be that while those who
walk and cycle take more trips to the high street over the course of a
month than people who drive ...
...those who drive may not all start to walk or cycle as a result of driving becoming more difficult and just order stuff online...
So not so much the carrot and stick approach. More the stick and stick approach...
Still evidence also shows that investment in cycling and walking is
supported by the majority of NIMBYs so I suppose it will continue to be so...
Mr G Shapps MP (Minister for Transport) opens a low traffic neighbourhood
You’re receiving this email because you signed this
petition: “Remove guidance and funding for temporary traffic measures
that cause congestion”.
To unsubscribe from getting emails about this petition: https://petition.parliament.uk/signatures/93307081/unsubscribe?token=qBcH9OIfA19lgNR0-LlP
Dear Anthony Miller,
The Government has responded to the petition you signed – “Remove guidance and funding for temporary traffic measures that cause congestion”.
Government responded:
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
Click this link to view the response online:
https://petition.parliament.uk/petitions/552306?reveal_response=yes
The Petitions Committee will take a look at this petition and its
response. They can press the government for action and gather evidence.
If this petition reaches 100,000 signatures, the Committee will consider
it for a debate.
The Committee is made up of 11 MPs, from political parties in
government and in opposition. It is entirely independent of the
Government. Find out more about the Committee: https://petition.parliament.uk/help#petitions-committee
Thanks,
The Petitions team
UK Government and Parliament