Westminster Hall is an alternative Chamber for MPs to hold debates, named after the adjoining Westminster Hall.
Each debate is chaired by an MP from the Panel of Chairs, rather than the Speaker or Deputy Speaker. A Government Minister will give the final speech, and no votes may be called on the debate topic.
This information is provided by Parallel Parliament and does not comprise part of the offical record
The Parliamentary Under-Secretary of State for Transport (Andrew Jones)
I will have to go at quite some pace to respond to all the points made. I congratulate the hon. Member for Huddersfield (Mr Sheerman), whose long and distinguished record of campaigning on this issue speaks for itself. It is impressive. This issue is a priority for all of us here; it is certainly a priority for me and the Government. We have a good record by international standards, but that does not mean that we should not work harder to go further. He mentioned the devastation that a knock on the door can bring to a family, as it was brought to 1,770 families last year. I never forget that behind each statistic is a shattered family. It spurs me on, as I am sure it spurs on all of us.
To make improvements, we need to draw on the best evidence and analysis available so that our efforts can be targeted where we can make the biggest impact in reducing road deaths and injuries. I welcome and strongly support the excellent work being done by Highways England, which is leading the way in adopting and championing a safe systems approach. It is absolutely essential that our strategic road network is as safe as possible, given that it carries such an astonishing amount of traffic. Equally important is improving safety standards for the rest of our road network. In the last few days we have published an assessment of local authorities’ most improved roads, and I congratulate all those who have made the biggest improvements.
Since I took responsibility for the road safety brief last May, one statistic has struck me vividly: 60% of road deaths take place on country roads. That proportion rises to 80% for young drivers, so it is crucial that we do more to improve the safety of our country roads. In October, we relaunched the THINK! country roads campaign, which is aimed at getting motorists, particularly younger males, to slow down, be more vigilant and brake before reaching bends rather than at them. Last year’s campaign was successful in changing behaviour and raising awareness of the unexpected hazards that can be found in rural areas.
I am pleased to be supporting the Road Safety Foundation and the Royal Automobile Club Foundation in their forthcoming work with local authorities to identify safety problems through the star rating approach, and to identify cost-effective solutions for the most high-risk roads. I hope that work can provide a model for wider adoption by local authorities.
I want to go further in investigating what more my Department can do to offer tangible support to those areas with the most dangerous roads. In the autumn statement on 23 November, more investment in roads was announced, including £1.3 billion to help to support infrastructure projects, with £1.1 billion for the local road network and £220 million for the strategic road network. Of that £1.1 billion for the local network, £175 million will be spent on upgrading the 50 highest-risk local roads. That targeted intervention will go on the engineering side. We know that there is human error, but if we can use the engineering of a road network to ensure that an accident or crash is less significant, that will be a great bit of progress.
We published our road safety statement in December last year, and I would like to update the House on the hard work we are doing to carry out its priorities. Drug-driving has been a growing problem. We have provided £1 million to police forces in England and Wales to support drug-driving enforcement. As a result, nearly 5,000 drug-drivers were convicted in the first eight months of this year, compared with just 879 in the whole of 2014. In March, we launched a THINK! campaign to educate people on the dangers of drug-driving and to send a clear message that it is unacceptable and that the consequences of doing it are very serious. Figures show that a fifth of convicted drug-drivers have previously been banned for drink-driving, so just last month I announced the launch of a new pilot impairment course, with drug-driving education being added to the existing drink-drive offenders courses in England and Wales. Around 1,000 drink-drive offenders will participate in the pilot courses and we will consult on the results next year.
Lots of colleagues mentioned mobile phones. We have consulted on increasing the penalties for those who drive while using a handheld mobile phone. In line with the view of the majority of the more than 4,000 people who responded to the consultation, we are going further than the original proposals. Only this morning an order was approved for higher penalties for people using their mobile phones while driving, whether they are texting, calling or using an app. In future, motorists will receive a fixed penalty notice of six penalty points plus a £200 fine. That is a significant change that will make a difference. Once Parliament has approved the order—it has to go to the upper House next—we expect the new regime to take effect on 1 March next year.
Handheld mobile phone use was a contributory factor in 22 fatal crashes in 2015, each one of which was a needless tragedy. We must bring that number down. One of the most challenging parts of my role is meeting some of the devastated families whose loved one has been killed by someone using a mobile phone while driving. Such families are obviously incredibly upset and angry—there is a sense of frustration, which leads to anger that they have lost a loved one because of something that could have been prevented so easily. Drivers of large goods vehicles and passenger service vehicles who commit the offence will continue to face the traffic commissioners, who regulate their conduct and have the power to review and suspend their vocational licence entitlement to drive such vehicles. Given the damage that can be done, that is proportionate; we are all aware of cases that have made the news.
When the law changes, we will be supporting it with a THINK! campaign to leave people in no doubt at all of the seriousness of the issue. It is appropriate to view this as going in the same social direction as we have managed to go in with drink-driving. We want it to be as socially unacceptable to use a mobile phone while driving as it is to drink and drive.
Several colleagues have mentioned some of the things we can do to ensure that new drivers can take the freedoms of the road equipped with the skills and knowledge to be safe. We are piloting a new driving test to reflect today’s driving conditions. It will include longer periods of independent driving, more realistic manoeuvres and a requirement for the driver to follow directions from a sat-nav. It is basically about improving the driver’s road awareness when they get the freedom ticket that a driving licence can provide.
My hon. Friend the Member for Portsmouth South (Mrs Drummond) asked whether cycling safety was still a priority. Yes, it is. The Bikeability scheme is secure, and we will be training 1 million children through it. My hon. Friend the Member for Rossendale and Darwen (Jake Berry) asked about horse awareness. We have supported the British Horse Society’s campaign and look forward to working with it more in future because I do recognise the problem. I held a meeting with my hon. Friend the Member for Castle Point (Rebecca Harris) and her constituent on the issue she raised, as a result of which the Driver and Vehicle Licensing Agency amended the licence renewal form to encourage older drivers to get their eyesight checked.
There are currently no plans to change the drink-drive limit. The key priority for us is to target those who are causing drink-driving problems, and they are not in the 50 mg to 80 mg per 100 ml category; they are in the 140 mg to 150 mg category, because that is the average blood alcohol content of people arrested for drink-driving. It is no good targeting a small group but missing the elephant in the room, which is what would happen if the legislation was changed. We have no reason to introduce targets; I do not need a target to tell me that this issue is a priority and to feel spurred on to take more action.
We want to make our roads as safe as we can. We are building on the good work of campaigners throughout the country over many years and on the work delivered by Governments of all colours. We have a good record and plans to improve on that further. It is through targeted interventions in the most difficult areas that we will make the progress we need.