Smart Motorways

Chris Loder Excerpts

Thursday 13th January 2022 Westminster Hall

[Grahame Morris]

That is a reasonable point. I certainly do not disagree with my right hon. Friend. I point out that our third inquiry was launched in response to concerns that the Committee had received about the increasing number of fatalities and to criticism by professionals, including coroners, about the risks that arise when we do not have hard shoulders, or when they are used as an additional lane.

As we heard in the Chair of the Committee’s opening remarks, the number of miles of motorway without a hard shoulder increased from 172 to 204 between 2017 and 2019. Over those two years, the number of deaths on motorways without a permanent hard shoulder increased from five to 15. At least 38 people have been killed on smart motorways in the past five years. On one section of the M25 outside London, the number of near misses has risen twentyfold since the hard shoulder was removed in April 2014.

Thanks to the dedication of bereaved families, the roll-out has been paused. As part of the Committee’s inquiry, we heard some of the most harrowing and moving evidence from the families of those who, tragically, have died on smart motorways. That testimony, I believe, was very valuable and I thank all those who gave evidence in person and in writing.

All lane running motorways were primarily a money-saving exercise. We skirted around that issue earlier. In the rationale, they were introduced to add capacity while delivering savings on capital, maintenance and operational costs compared with previous smart motorway designs. The aim was to achieve the savings required by the 2010 spending review while maintaining Highways Agency safety standards. Clearly, those motorways could reduce the costs of implementation by up to a quarter.

It is now evident, however, that cost-cutting has played a part in the utterly inadequate roll-out of smart motorway features. That has put lives at risk. Many of the problems with the safety of all lane running motorways remain, years after the original Transport Committee report.

[Chris Loder (West Dorset) (Con)]

National Highways has been given £27.4 billion this year. Does the hon. Gentleman not agree that it might be a case not of a shortage of cash at National Highways, but more a lack of focus on the need for safety?

[Grahame Morris]

Some important questions need to be asked, and agencies and individuals need to be held to account for the decisions made.

It is staggering that since the first smart motorways went live, those basic standard safety features referred to earlier and in the statement this morning have still not been fully implemented—that smart technology to detect broken-down vehicles in live lanes. Emergency refuge areas are too far apart. CCTV cameras on smart motorways are not routinely monitored, which is an incredible admission that the Committee uncovered. Compliance with and enforcement of red X signs remain problematic.

Cameras capable of enforcing compliance will not be fully rolled out until September this year. As the Chairman of the Committee alluded to, the Committee was originally promised that the deadline for that would be six years earlier and that those cameras and that technology would be implemented in 2019. Also, we have now been told that stopped-vehicle detection will not be rolled out across all lane running motorways until September this year, six years after the Transport Committee was told that the technology worked and would be part of the standard roll-out of these schemes.

Emergency services and traffic patrol officers still struggle to access incidents in a timely manner, especially during periods of heavy congestion. Of course, the introduction of all-electric vehicles brings a whole new dimension into potential chokepoints and road traffic accidents, if such vehicles were to run out of power on an all lane running motorway.

The Committee’s report makes it clear that engagement and clear communication with the public about smart motorways will be key to their safe and successful roll-out, so education is a key issue. However, almost half of the British public do not know what to do in the event of an emergency on a smart motorway. We do not have any smart motorways or all lane running motorways in the north-east, but my constituents travel down to London and use these roads, which do not have a hard shoulder, so education is absolutely vital. However, it was a profound mistake that the first public information awareness campaign about smart motorways was not launched until 2021, years after they came into operation.

We know that smart motorways, given their current form and inadequate safety standards, are not fit for purpose and put lives at risk. I believe that Ministers were wrong to press ahead with them when there was strong evidence that safety-critical features should be introduced as the sections of smart motorways were being developed.

I am pleased that the Government have acknowledged the Committee’s concerns and paused the roll-out of all lane running smart motorways until five years of safety and economic data is available, and improvements have been delivered and independently evaluated.

I will conclude with several questions for the Minister. First, is it not illogical that hundreds of miles of smart motorway will continue to be used? What about the remedial work? How is that being programmed? Does she agree that the delay of the roll-out programme, caused by the delays in installing the relevant technology to detect broken-down vehicles, has risked lives, and that the continuing use of hundreds of miles of smart motorways before remedial work has been carried out is a risk to public safety? And will she and the Department for Transport engage with the Transport Committee to agree what data will form part of the evidence-gathering assessment over the next five years to determine the relative safety of smart motorways?

--- Later in debate ---

[Chris Loder (West Dorset) (Con)]

It is a pleasure to speak in this important debate, Mr Hollobone, and to serve on the Transport Committee under its Chairman, my hon. Friend the Member for Bexhill and Battle (Huw Merriman).

This report is the most substantial and impactful that the Transport Committee has produced for many years. It has looked to address some particularly difficult issues. All of us—both Members of Parliament and the Government—should ask ourselves why has it taken six years and three inquiries to get to this point? None the less, I am pleased that we have reached a point where a Transport Committee report has been accepted pretty much in its entirety by the Government.

My contribution will focus specifically on safety. Today, National Highways is focused on delivery, providing capacity and basically getting tarmac on the ground but, as I asked a senior director of National Highways at a recent meeting, how many people have to die on our national road network for National Highways to take safety seriously? How can it be that a fundamental part of the system—stopped-vehicle detection technology—was not working, despite the assurances that had been given to the Committee and others that it would be delivered? That is an absolute disgrace.

I hope the Minister will address that issue in her response. I look forward to hearing what she, her Department and the Secretary of State will do to address the issue. It is fair to say that very few people believe—I certainly do not—that National Highways take safety seriously enough or ensure it features in its decision making.

That leads me to the role of the Office of Rail and Road. As most Members here will know, before I came to this place my career was with the railways. I worked in the transport industry for 20 years, and I had many dealings with the ORR, in different ways. As my hon. Friend the Chair of the Committee said earlier, only 19 of the 350 employees of the ORR are focused on highways, because highway safety is not really part of the ORR’s portfolio.

In the same way that the ORR has safety responsibility for the railways, we should deal with the safety issue of our highways by having a proper safety regulator, in order to hold National Highways, and other organisations, to account. As we have seen in this report, and heard in other contributions, we have an organisation that has been able to wriggle out of delivering key safety measures. That is a national disgrace, and a matter of huge, enormous, personal pain for the families of those who have lost their lives on the smart motorway network.

In conclusion, I thank my hon. Friend the Chair of the Committee and the Transport Committee team for what they have done. This is undoubtedly the most impactful report we have seen for a long time. I am especially pleased that the Government have supported pretty much everything we said, but we now need to see the Government taking these actions forward. Going forward in my role on the Committee, I will focus on ensuring that the safety issues I have outlined, specifically around National Highways’ responsibility to deliver safety matters and the ORR’s responsibility to address safety, are dealt with in the future.

--- Later in debate ---

[Trudy Harrison]

I absolutely can confirm that, and I will move on to that when I address Members’ comments. The Government are bringing forward work to ensure that it is complete by September, which is six months ahead of the previous target.

We are taking forward all the recommendations made by the Transport Committee, including the recommendation to pause the roll-out of future all-lane-running schemes in order to gather further safety and economic data. We want to make sure that we have five years of that data across a wider network of open all-lane-running motorways. We want to complete and evaluate the roll-out of measures within the stocktake, which the Secretary of State commissioned, and the action plan with its 18 actions. It will enable evidence to be gathered to inform a robust assessment of options for future enhancements of capacity on the strategic road network as we prepare for the next road investment strategy. We will also take forward the recommendations to pause the conversion of dynamic hard-shoulder smart motorways to all-lane-running motorways until the next road investment strategy.

We will retrofit more emergency areas across existing all-lane-running schemes. We will conduct an independent evaluation of the effectiveness of stopped-vehicle detection technology. We will explore the introduction of the emergency corridor manoeuvre into the highway code, and we will investigate the benefits of health and safety assessments being undertaken by the Office of Rail and Road.

[Chris Loder]

I thank the Minister for the points she is making. Can I press her on the point about health and safety assessments by the Office of Rail and Road? It is very clear from a lot of the work that we as a Committee have seen that there is a fundamental and systemic problem with the prioritising of safety within National Highways. Does she agree that the need to have an assessment might not be quite as substantial as it should be? Will her Department look to consider a substantial regulatory role for road safety within the ORR going forward?