Smart Motorways

Grahame Morris Excerpts

Thursday 13th January 2022 Westminster Hall

[Grahame Morris (Easington) (Lab)]

I appreciate your calling me in this debate, Mr Hollobone. It is always a pleasure to serve under your chairmanship.

I begin by commending the work of the Chair of the Select Committee, the hon. Member for Bexhill and Battle (Huw Merriman), and the way in which he has not only gone about the gathering of evidence for the inquiry, but actively promoted the response from the Government and the conclusions of the Committee. He is to be commended for that. I would also like to record, on my behalf, and, I am sure, that of all members of the Transport Committee, our thanks to the members of staff, the subject specialists and all the support staff who have been involved in preparing this third report of the current Session.

As I believe the Chair of the Committee has already pointed out, this is not the first Transport Committee report scrutinising all lane running motorways. Although I welcome the Government’s acceptance of the Transport Committee’s recommendations, safety risks on all lane running motorways, such as those raised by our predecessor Committee in 2016, should have been addressed before those motorways were rolled out.

My own party and I personally have long felt that the Government needed to halt the roll-out of smart motorways. The Committee identified considerable evidence that there are serious flaws. It is a tragedy that so many lives were lost before action was taken.

[John Spellar]

There is a slight danger of conflating smart motorways and all lane running motorways. There are smart motorways that work, as with the M42, which is a key part of the motorway box around Birmingham and vital to the economy of this country. We therefore need to differentiate, and to look at what has worked and at why that was not followed through on. It is enormously important not just for those travelling to work, but—given that this country and its economy runs on its trucking industry and its drivers, as we found out recently—to keep things flowing. We have to look at extending that, rather than wrapping all those together in one framework.

[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?

[Several hon. Members rose—]

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[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

It is a pleasure to serve under your chairmanship once again, Mr Hollobone. I want to convey my gratitude to the Chair of the Transport Committee, the hon. Member for Bexhill and Battle (Huw Merriman), and the other hard-working members of his Committee and their predecessors for all of their excellent work in this area. We have witnessed excellent speeches from right hon. and hon. Members who have extensive experience in transport.

The Labour party welcomes the Transport Secretary’s announcement that he is pausing the roll-out of work not yet begun. The botched roll-out of smart motorways has cost lives. That is an undeniable fact. The Labour party has long warned about serious flaws in the whole process, and it is a tragedy that lives were lost before action was taken. It is thanks to the dedication of bereaved families and individuals such as members of the Transport Committee, a much-respected cross-party grouping, that the roll-out has been paused at all. We know that smart motorways in their current form, coupled with inadequate safety systems, are not fit for purpose and are putting lives at risk. Ministers were wrong to press ahead, as strong evidence warned against it.

We all want increased capacity and reduced congestion. We all want an increase in economic activity, but it must be done safely. In 2016, as the Chair of the Transport Committee has said, his predecessor Committee expressed deep scepticism about the design and implementation of all lane running motorways. The promised safety improvements were simply not delivered. Frankly, it is simply staggering that years after the first smart motorways went live, standard safety measures to detect broken down vehicles in live lanes have still not been fully rolled out. As the report has found, the CCTV is not routinely monitored. It is unacceptable that the distance between emergency refuge areas on motorways in operation today is far above what should be considered safe.

Coroners ruled that the lack of a hard shoulder contributed to four recent deaths. At least 38 people have been killed on smart motorways in the last 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. Let us be clear: lives could have been saved if the safety-critical features identified by parliamentarians in report after report had been implemented.

Of course, we welcome the Minister’s announcement, but the devil is in the detail, as right hon. and hon. Members have highlighted. It is that on which I would like to press the Minister, and on two key points in particular. The first is the implications for the existing 200 miles of live lanes currently in use, and the second is the precise plan for the retrofitting of those lanes. I have to say that we are deeply concerned that yesterday’s announcement was an implicit acceptance that there are serious safety concerns on all lane running motorways, but they will continue to be in operation while the issues are addressed and the data evaluated.

At the very least, the announcement yesterday was an admission that the data do not currently support the continued roll-out of smart motorways. Otherwise, why has it paused for five years while we await further data? The clear implication is that motorists driving on the 200 miles of live lanes will be guinea pigs in order to justify the 67 miles left to be deployed. That is utterly illogical. It is quite simple: if Ministers cannot justify the safety of smart motorways on roads still to be built, they cannot justify the safety of those currently in use. The priority must be passenger safety.

[Grahame Morris]

My hon. Friend is making some solid points, and I just want to seek some clarification. It is also in relation to a point made by the hon. Member for Harrogate and Knaresborough (Andrew Jones) in respect of recommendation 4 and the stopped vehicle detection technology. My concern is that the Roads Minister previously told the Transport Committee that although stopped vehicle detection technology improves safety, it is not necessary to make all lane running motorways safe, because

“all-lane running motorways were designed to—and do—operate safely without it.”

Does my hon. Friend share my concern that we may not be using this five-year period to retrofit the safety-critical systems, if that is still the view of Ministers?

[Mr Dhesi]

My hon. Friend is correct. I made this very point in the main Chamber earlier today, and I will come to the point about technology.

We reiterate our call for Ministers to reinstate the hard shoulder while the safety-critical work is carried out, the botched public information campaign is properly rolled out, and a further review of the evidence takes place.

Let me turn to the Government’s pledges on remedial work. Back in June 2016, the Transport Committee said that the roll-out of smart motorways should not continue unless there are emergency refuge points every 500 metres. Typically, they are now 1.2 miles apart. The difference for drivers may not sound like a lot, but in reality it is enormous. Forty-five seconds could be the difference between breaking down in a live lane or not. On average, 38% of breakdowns in all lane motorways are in live lanes. It can take approximately 20 minutes for authorities to be alerted to the breakdown, the lane to be closed and support to arrive. That is simply unacceptable and it will be the reality on hundreds of miles of motorway while this remedial work is under way and while safety-critical features are still not in force. How can the Minister justify that?

On the remedial work itself, the Government committed to an additional £390 million to install additional areas—but they were silent on the detail. We know the stocktake had an ambition for refuge areas 1 mile apart, so further clarification on this point is essential. Will the Minister provide a clear answer to the following questions? First, will 150 additional lanes be installed exclusively on live lanes currently in use, or does this include the 100 miles under construction? Secondly, when the remedial work is completed, what will the average distance between refuge areas be on ALRs? Thirdly, what will the distance be, once work is completed on the M25 in particular, where emergency refuges are furthest apart? Will the Minister deposit in the Commons Library an analysis of average distance between refuge areas on each motorway, making use of smart motorway technology and the estimated distance after this remedial work has taken place?

Ministers were warned that a gap of that distance was dangerous. They were wrong to press ahead in any event. They now must be open and transparent about the full implications of their announcement. On the roll-out of stopped vehicle detection technology, which my hon. Friend the Member for Easington (Grahame Morris) mentioned, it is frankly scandalous that this technology has not been put in place in parallel with the upgrade of motorways. The Committee noted starkly that had this been in place—as was promised way back in 2016—lives would have been saved. Will the Minister outline whether it is still the plan for the roll-out to be completed this year? Will she also explain why, if there are question marks over the effectiveness of this technology, CCTV is still not being routinely monitored? That is a recurring problem, as has been pointed out by various media reports.

Finally, on communication, it is distressing to discover that nearly half of motorists do not know what to do if they break down on a smart motorway. It is extraordinary that the first information campaign was not launched until 2021. What plans do the Department have to launch an effective mass information campaign to dramatically boost those numbers. Taken in total, it is clear that in the absence of a safe distance between refuge areas, a proper independent evaluation of data, the Department’s action plan, the roll-out of safety measures and low public awareness, existing all lane motorways simply cannot be considered safe. Ministers should have listened; they did not, and now the public are paying the price. Lessons must be learned.

--- Later in debate ---

[Trudy Harrison]

My right hon. Friend makes an excellent case for road improvements in his South Holland and the Deepings constituency. I have some sympathy with that challenge. I, too, have no motorway in my Copeland constituency. It is about an hour and 20 minutes for me to get to junction 36 on the M6, so I know how important good connectivity is. I am sure the Roads Minister, Baroness Vere, and our officials, will have heard his calls.

Thirdly, we should recognise that the focus and attention of many stakeholders and the media has resulted in a significant investment in the existing smart motorway network, and we are now going even further to invest £390 million in additional emergency areas, which we have heard an awful lot about today. That will bring us an extra 150 emergency places to stop—safe refuges, as they have been referred to today—which I know are important in creating safe perceptions for drivers.

The Government accept that there is more work to be done to move to a position where all drivers feel confident on smart motorways. That is where we need to get to.

[Grahame Morris]

The Minister has quoted some statistics, but I would refer to the statistics that were quoted earlier in the debate regarding the number of accidents on smart motorways that have been caused by vehicles that have broken down. I cannot remember the precise figure, but I think it was 48. Could the Minister clarify her view on the retrofitting of stopped-vehicle technology? Is she committed to ensuring that this five-year period is going to be one in which the retrofitting of specialist technology cameras to detect broken-down vehicles will be accelerated?

[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.