Road Safety

Alan Brown Excerpts

Monday 5th November 2018 Commons Chamber

[Matt Rodda (Reading East) (Lab)]

The Opposition welcome this general debate on road safety. It is a chance to discuss the Government’s record. It is also well timed, as last month the Department for Transport published the 2017 road safety statistics. In recent months, there has been a healthy level of debate in Westminster Hall regarding road safety. We have spoken on the fine work of the Bobby Colleran Trust and the effectiveness of “Bobby zones” around schools; about global road safety; and about the launch of influential reports recommending that the Government change tack with regard to road safety. We therefore welcome today’s debate in the Chamber.

This country has a proud record on road safety and some of the safest roads in the world. In fact, we have the fourth lowest number of road deaths per million inhabitants, behind only Norway, Sweden and Switzerland. We should rightly be proud of this record. Although it is proper to say that Britain has one of the strongest road safety records in the world, we must also recognise that in recent years our record has stagnated. Ministers have said that the picture is mixed and generally heading in the right direction. We cannot be clearer: it is not. It has stalled since 2010. The number of deaths on the road has remained at about the same level since 2011. One road death is an unacceptable tragedy, never mind almost 1,800 in 2017.

As I mentioned, the Government recently published their 2017 figures for reported road casualties in Great Britain. While there are some positives in this latest statistical release, there is also cause for concern—and Ministers are, I believe, well aware of this. In 2017, 1,793 people were killed on our roads, an average of five people every day—five people a day—and just under 25,000 people were seriously injured. As the road safety charity, Brake, points out, that equates to 73 people a day either being killed or seriously injured just going about their daily business. Last year’s annual total was the highest since 2011. I am sure we can all agree that that is completely unacceptable. There has been a sharp decline, over decades, in the number of people being killed or seriously injured on our roads. I reiterate, however, that the figures have not really changed since 2010.

The Government talk a good game about road safety being a top priority, but I am very sorry to say that their legacy so far is one of disappointment and, indeed, failure. The latest figures from the Department for Transport only reaffirm this. Since 2010, progress has well and truly stalled. Another year of statistics has been published, and we are no further forward.

The Government scrapped road targets that successfully reduced the number of people killed or seriously injured by a third under the last Labour Government. The Government tell the shadow Transport team that targets do not achieve anything. We disagree. The Opposition believe that targets focus awareness and attention and, ultimately, help hold the Government to account. All the evidence points to targets being a proven facilitator of achieving road safety improvements, and yet there are no targets to assess progress. The Government set themselves targets to meet in pretty much every other area of policy, but not for reducing road deaths and injuries. Why is that the case? Ministers will be well aware that the Parliamentary Advisory Council for Transport Safety concluded in a recent report that the Government should look into introducing key performance indicators for road safety in order to improve safety—in other words, it would like targets to be reintroduced.

I want to return to the 2017 figures and seek answers from the Minister on a number of points. Worryingly, an estimated 9,040 people were killed or injured in drink-drive incidents in 2016. That represents a rise of 7% from 2015 and is the highest number since 2012. The number of accidents where at least one driver or rider was over the alcohol limit rose by 6% in 2016. I would like to know what plans the Government have to address that.

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

Would the hon. Gentleman support measures to reduce the allowable drink-drive limit, such as those that the Scottish National party Government have introduced in Scotland?

[Matt Rodda]

The hon. Gentleman makes an interesting point. That should be looked at and reviewed across the UK as a whole.

I would like to move on to another aspect of this very important area. The 2017 release stated:

“The population of older people (aged 70 and older) has increased relatively rapidly over recent years. This carries implications for higher levels of casualties in this age group in the future.”

What do Ministers propose to do to address that issue? The Minister touched on it, but much more detail is needed. With an ageing population, older road users could become much more vulnerable.

At the other end of the age scale, it is encouraging to hear that the overall number of child casualties of all severities decreased by 2% to 15,721, which is one of the lowest years on record. However, I am sure we can all agree that this figure remains far too high and that the Government must strive to make our roads safer still, especially for vulnerable road users.

Between 2010 and 2016, the number of deaths from road accidents remained broadly consistent, as we have heard. However, the number of pedestrians killed on our roads increased.

--- Later in debate ---

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

It is a pleasure to follow the hon. Member for Chatham and Aylesford (Tracey Crouch). I commend her for her principled stand last week on fixed odds betting terminals. I wish her all the best for the future.

This debate, while quite clearly on a serious subject, is a big indicator of the moribund nature of the Government at present. We are having a general debate in the main Chamber, when it could truthfully have been held in Westminster Hall. Indeed, there was a Westminster Hall debate on this very topic just two weeks ago and there is a forthcoming Backbench Business debate.

The key issues raised two weeks ago are going to resurface tonight, so it would be good if the Minister summing up could actually address these matters properly and say what the Government are doing about them. For example, we still take an eye test by reading a number plate from 20 metres. That test was introduced in 1937. Surely we can modernise that? Drivers should have their eyesight tested more regularly. My eyesight has changed as I have got older. I now have to wear reading glasses, unfortunately. It is clear that that happens to many people, so why are drivers not required to get their eyesight tested more regularly? The Scottish Government still provide free eye tests, so that would not be an enormous burden on people. Perhaps the United Kingdom Government could look at doing that in terms of general health and wellbeing.

If the Tory Government are really serious about road safety, surely they will follow the lead of the Scottish National party Government and reduce the drink-driving limit. In Scotland, it has been reduced from allowable limits of 80 mg per 100 ml of blood to just 50 mg per 100 ml. That measure was initially met with scepticism by Opposition politicians. At the time, Tory MSPs were telling us that it would result in the police hounding wee old women and grannies who were just having a couple of gin and tonics, while real hardcore criminals would be getting off scot-free. But that is not what has happened. Since it was introduced, there has actually been a reduction in the number of drink-driving convictions. It is helping to bring about a change in culture, with people not wanting to risk drink-driving. It is time for the UK Government to have a rethink and to move away from having the joint highest drink-driving limits in Europe.

As the shadow Minister said, if the UK Government were serious about road safety they would have a target for reducing roadside fatalities. The Scottish Government have a target of a 40% reduction in road deaths between 2010 and 2020. The UK Government need to sign up to the UN target to halve the number of road deaths. The UN target came about partly because, according to the World Health Organisation, road accidents are the tenth leading cause of death globally. The number of people killed in road accidents across the world is just under that for deaths from tuberculosis, which is in ninth place, but it is predicted that road deaths will become the seventh highest killer of people across the world. Given that politicians sign up to causes for the eradication of various diseases, it follows that they need to work better and be stronger about this global issue.

In 2017, there were 170,993 accident casualties recorded on Britain’s roads, of which 1,793 were fatal. The long-term trend, especially in the past few decades, is a reduction in the numbers killed and injured from road accidents. The reality, however, is that each fatality is a tragedy for the families involved. Each fatality will also involve the emergency services, who have to deal with road traffic collisions. I pay tribute to their work, which is often overlooked. It can be very emotional and traumatic for them. The long-term decline in fatalities coincided with the introduction of drink-driving laws in 1966. There has been a general downward trend, except for a recent plateau. The obvious impact of the 1966 measure underlines the need to reconsider the current levels, especially as we now have better evidence of the impact of alcohol in the blood system.

Another way to tackle road safety is road upgrades to tackle accident blackspots and/or ways to reduce congestion and keep traffic moving more freely. I remind the House that another Union dividend that we in Scotland suffered for years was the lack of investment in Scotland’s road systems. It has taken the Scottish National party coming to power to really push this agenda. We now have the new M74 link from Glasgow, the M80 motorway, the £500 million M8, M74 and M73 upgrades, and, of course, the new Queensferry Crossing. Imagine—until recently, there was not even a continuous motorway connecting Glasgow and Edinburgh.

[Patrick Grady (Glasgow North) (SNP)]

Is it not the case that before these Scottish Government investments, the last time that significant investment happened in the road infrastructure in Scotland, particularly in the highlands where I grew up, was as a result of European Union funding? Perhaps that is one reason why people have seen the benefits of the European Union in Scotland and why we voted so heavily to remain.

[Alan Brown]

I completely agree, and I am going to touch on that. Funding for the recent upgrades has been provided from the European Investment Bank, so we want to know what will replace that source because we have heard nothing from the Government about that. My hon. Friend mentioned the highlands, where many roads are still single-track with passing places, and these are sometimes lifeline roads. The trunk road from Fort William to Mallaig, the road to the isles, was only upgraded to a continuous two-lane carriageway in 2009; it was the last remaining single-track trunk road in the UK. Again, that was thanks in part to £3 million of European regional development fund money and European transitional fund assistance, so he is right. It is proof that if Scotland had not been able to access that money from the EU and had been reliant just on the Westminster purse strings, we would not have been getting the money for these vital road upgrades.

Going forward, at the Budget we heard about Barnett consequentials—well, living off Barnett scraps is not the way it should be. It is not how we can do long-term planning. It is a reactive measure to decisions that are made in England, for England, and we should not have to rely on these scraps from the table.

Other measures that can be introduced for road safety include such things as average speed cameras in a bid to change driver behaviour. The introduction of those on the A9 in Scotland was not popular and was cynically hijacked by Opposition politicians, yet since the cameras were introduced, the number of fatalities has been reduced by 40%. They have also been successfully introduced on the A77 and the A90, but the success of those on the A9 demonstrates not only how important these measures can be, but that politicians should act responsibly and not oppose for opposition’s sake.

When analysing accident statistics, it is clear which three groups of road users are most vulnerable: pedestrians, cyclists and motorcyclists. Too many short journeys are made by car. Statistically, these should be safer for the occupants of the car, so if we want to get more people walking and cycling, we need to make sure that people feel reassured that that can be done safely. The Scottish Government have announced a community links fund that will make £36 million available over the current financial year to develop walking and cycling paths, and this is certainly a welcome step forward. When we look at motorcyclists, we see that that group has around 6,000 casualties per 1 billion miles travelled and a fatality rate of just under 117 per 1 billion miles travelled. Pedal cyclists have similar statistics, yet car occupants have a casualty rate of 238 per 1 billion miles travelled and a fatality rate of 1.9 per 1 billion miles travelled. There is a huge disparity, which needs to be addressed.

Turning to targets, the Scottish Government have committed through “Scotland’s Road Safety Framework to 2020” to achieving safer road travel. This maps out intermediate targets, and I am pleased to say that we are well on our way to achieving these. In 2016, the Scottish Government’s road safety framework was awarded a prestigious Prince Michael international road safety award for outstanding achievements and strong collaboration with partners. I suggest that the UK considers the work that has been done.

Clearly, it is illegal to drive while impaired by drugs. Scottish Government plans to introduce new drug-driving limits will allow prosecutions when different drug types are detected above specified limits. This is simply intended to make it easier to hold drug-drivers to account, as there will be no requirement to prove that someone was driving in an impaired manner. The introduction of roadside testing means that this can be done without needing to look at whether somebody was driving in an impaired manner.

As other hon. Members have mentioned in interventions, another vulnerable cohort is horse riders. I live in a rural constituency with lots of minor country roads that are great for walkers, cyclists and horse riders, providing, of course, that vehicle drivers pay attention. I know myself to give respect and plenty of room to horse riders, but unfortunately not all car users do. Several of my constituents, including the chair of north Ayrshire riding club, have contacted me to express their concern that horse riders and carriages have not been included in the Department for Transport’s review of the Highway Code. I share their concern and that of the British Horse Society, which has highlighted the fact that, over a seven-year period, 40 horse riders and 237 horses have been killed as a consequence of road injuries. Why not include them in the review?

I also echo the call for the Minister to consider strengthening section 215 of the Highway Code to include the British Horse Society’s “dead slow” advice to drivers.

[Alison Thewliss (Glasgow Central) (SNP)]

My hon. Friend is making some good points on horses. Mine is an urban constituency, but we often get police horses going about the city, so it is important that different road users—

[Mr Speaker]

Order. I am extremely grateful, but I think the hon. Gentleman is approaching his peroration.

[Alan Brown]

Thank you, Mr Speaker. I thank my hon. Friend for her intervention, as I am sure the whole House does—I am sure hon. Members listened carefully.

I finish with one reminder to the Minister about community transport and the proposed changes to section 19 and 22 permits. I have written to him on this subject. I have a local transport group still concerned that measures the Government are introducing will cost a lot of money. It provides a vital service transporting people and keeping them safe, and I urge him to consider that as well.