Vehicle Speed Outside Schools

Andrew Jones Excerpts

Wednesday 9th September 2015 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

I congratulate my hon. Friend the Member for Mid Derbyshire (Pauline Latham) on securing this debate on the important subject of vehicle speeds and speed limits outside Morley primary school. I thought she made a strong case, as indeed did the words of her young constituent. I should like to assure the House that we take the safety of children—and, indeed, all road users—very seriously. Road safety is a top priority for this Government, and I have listened with great interest to my hon. Friend’s points.

We have some of the safest roads in the world, and we should be proud of that record. Over the past 10 years, there has been a 35% reduction in the number of child pedestrians killed or seriously injured. However, even one death on our roads is, of course, one too many, and it is important that everyone plays their part to continue to improve road safety.

As my hon. Friend noted, the Government want more people to choose walking, especially for shorter journeys, and that means encouraging more children to walk to and from school. Walking to school not only constitutes a healthy way to start the day, but helps to reduce congestion during the school run and improves air quality in our communities. Of course, while we want people to walk more, they will not do so unless they feel safe. It is important for roads outside schools to be safe, and part of that is ensuring that the speed for traffic is appropriate.

It may be helpful if I briefly outline the current position relating to local speed limits, and the role of the traffic authorities in setting them, before describing the broader work that is being done to improve safety on our roads.

There are three national speed limits: 30 mph on roads with street lighting—sometimes referred to as restricted roads—60 mph on single-carriageway roads, and 70 mph on dual carriageways and motorways. National speed limits can be applied to most roads, but in some circumstances they are not appropriate. Speed limits need to be suitable for local conditions, and councils are best placed to determine what those limits are, on the basis of local knowledge and the views of the community, and having regard to guidance issued by the Department.

Speed limits should be evidence-led, and should seek to reinforce people's assessment of what constitutes a safe speed at which to travel. They should also encourage self-compliance. Local factors, such as the presence of a school, shape the appropriate speed limit. In this instance, it was eminently sensible to reduce the limit to 30 mph. I know that the A608 is a very busy road, and is a major feeder into north Derby. Driver awareness of the additional risk factors that a school can present is vital, which is why good signage is such a useful tool. My hon. Friend made that point very strongly.

[Marcus Fysh (Yeovil) (Con)]

The neighbourhood of Brympton, in my constituency, contains an estate where a school off Stourton Way was not provided with road safety protection and signage to slow traffic on a major and fast estate road. The Liberal Democrat council failed to address that at the time of approving the planning, and has failed to deal with it since. Will my hon. Friend please look into the issue, and tell the House what steps can be taken at national level to ensure that existing and new developments are subject to appropriate measures, including signage, near schools?

[Andrew Jones]

I shall deal shortly with the Department’s powers to enforce speed limits. However, the details of that particular case sound very worrying, and my hon. Friend is right to draw it to our attention. If he writes to me, I will certainly see what can be done to improve the situation. Safety is most important, and should certainly be a key consideration in all planning matters.

The Department gives advice on the spacing of speed limit signs in chapter 3 of the “Traffic Signs Manual”, which is a weighty tome. It covers transitions from one speed limit to another, and gives good-practice guidance on how often speed limit repeater signs should be placed. It is for local authorities to ensure that the guidance is applied appropriately on their roads. The visibility of signs is important, ensuring that drivers can see them in good time to act on them. Signs need to be in the right position, and need to be properly maintained to ensure that their visibility is clear. Over-provision of signs can reduce their impact—essential messages can get lost in a profusion of communication—and the Department encourages local authorities to de-clutter wherever possible to ensure that only the necessary signs are used.

Traffic authorities also have powers to introduce 20 mph speed limits that apply only at certain times of day. Those variable limits may be particularly relevant when, for example, a school is located on a road where a full-time 20 mph zone or limit is not appropriate.

The constituency of my hon. Friend the Member for Mid Derbyshire is primarily rural, and it was disappointing and sad to note that last year about two thirds of fatal traffic accidents happened on rural roads. Much of the rural road network is subject to the national speed limit of 60 mph on single-carriageway roads and 70 mph on dual carriageways. On many of these roads the majority of drivers are, of course, travelling below, and sometimes very significantly below, the speed limit because of the characteristics of the roads. Our guidance suggests that a local limit of 50 mph may be right where there is a relatively high number of bends, junctions or accesses, and that 40 mph could be considered where there are many bends, junctions or accesses, substantial development, or a strong environmental or landscape reason, or where there are considerable numbers of vulnerable road users.

Speed limits should be considered as only one part of rural safety management, but a very important part. The nature and layout of the road, including the mix of traffic, should also be considered. The guidance recommends a two-tier approach to rural roads which differentiates between strategic roads and those with a local access function. If high collision rates persist despite these measures, lower speed limits may, and should, be considered. Again, to achieve a change in motorists’ behaviour and compliance with the limit, supporting physical measures, driver information and publicity or other measures are likely to be required. Last year we ran a successful Think! campaign highlighting the hazards of country roads and we will be rerunning that campaign later this year.

Traffic authorities are asked to keep their speed limits under review with changing circumstances, and to consider the introduction of more 20 mph limits and zones, over time, in urban areas and built-up village streets that are primarily residential, to ensure greater safety for pedestrians and cyclists. The Department expects a 30 mph speed limit to be the norm in villages, but it may also be appropriate to consider 20 mph zones and limits in built-up village streets. Local authorities have been given a greater say in setting speed limits and have powers to introduce 20 mph speed limits and 20 mph zones on their roads if they believe it appropriate to do so. Traffic authorities also have powers to introduce 20 mph speed limits that apply only at certain times of day. These variable limits may be particularly relevant where, for example, a school is located on a road that is suitable for a 20 mph zone or limit for part of the day but not others.

My hon. Friend mentioned speed cameras. Speed safety cameras, in the right place, can help manage safety risks by encouraging drivers to conform to the speed limit. They can achieve substantial reductions in collisions and casualties. Local authorities have the discretion to decide where these cameras should be sited and how to use them, in discussion with the police and others. It is right that the local authority has agreed to consider the installation of a camera at the school crossing outside Morley primary school, and I hope the work on that can progress to a solution for the school.

My hon. Friend also talked about school route audits. In July 2014 the Department for Education published updated home-to-school travel and transport guidance for local authorities which recommends school route audits as good practice. A school route audit allows pupils, their families, teachers and local community staff to identify the barriers to walking to school that most concern them and then work together to find solutions. I wonder whether that process might be a useful tool in the situation raised tonight.

While it is surely right that local authorities are allowed to make decisions and develop solutions that are tailored to the specific needs and priorities of their own communities, there is still a crucial role for national Government in providing leadership on road safety; delivering better driving standards and testing; enforcement; education; and managing the strategic road infrastructure.

The Department for Transport plays an important and active role in promoting the safety of children. We have made available to all schools a comprehensive set of road safety teaching resources, so that schools have good-quality materials that they will want to teach. Think! Education—part of the Think! campaign that I mentioned earlier—is aimed at four to 16-year-olds and covers all aspects of road safety, from car seats for young children to pre-driver attitudes for secondary schools. It includes materials for teachers, pupils and parents and can also be used by out-of-school groups such as the Cubs or Brownies.

Many local authorities deliver road safety education to their schools. We provide educational resources for use by road safety professionals, including road safety officers and the emergency services. We provide a range of materials, free of charge, including posters, booklets and reflective tags.

As well as ensuring that children and young people understand how to stay safe near roads, it is important to ensure that we tackle unsafe drivers. In August 2013, the fixed penalties for a number of motoring offences were increased. For failing to wear a seatbelt, using a mobile phone while driving, failing to stop at a red light and speeding the fine was increased to £100. Careless driving was introduced as a fixed penalty offence, with a £100 fine and potential points on a licence, and the police continue to enforce against drink and drug driving.

Many initiatives have built on the success in tackling road safety issues nationally, but in no way should we ever be complacent. The Government are looking at the best ways to improve road safety during this Parliament and beyond, and local campaigns, such as the one that my hon. Friend has brought to the House this evening, play a vital role.

I am grateful to my hon. Friend for introducing this debate. I consider child safety to be of paramount importance. Indeed, the first piece of work that I commissioned as a Minister was on road safety. I believe that that indicates my personal commitment to the issue. I will write to Derbyshire police to highlight the speeding taking place outside the school and ask them to take enforcement action. The point that my hon. Friend makes on that is eminently sensible and needs to be taken forward, and I hope that some of the suggestions that have been discussed during this debate may also help to do so. I congratulate my hon. Friend on highlighting this issue, and I wish her every success with the campaign.

Question put and agreed to.