Road Safety

Debate between Gregory Campbell and Jack Brereton

Tuesday 16th October 2018 Westminster Hall

[Jack Brereton]

I think that is an issue. I encourage more people to wear a helmet, because the more they do so, the lower the risk. I recognise that on the continent there is more of a cycling culture, and that we do not see as much of that in this country, outside of London. It is challenging in many communities to encourage people to use cycling as an alternative. I always say to my constituents that wearing a helmet is a way of ensuring that they have the best possible protection and safety on our roads.

As I was saying, it would be interesting to know whether the Department for Transport intends to explore such potential key performance indicators for non-motorised road use and for road crossers, such as those on foot—that also relates to cyclists. I recognise the danger that too many indicators might dilute that focus. A further danger is that indicators can become targets that skew priorities. I think that the PACTS report is helpful for recognising the importance of having effective comparative data that can be trusted to assess road safety.

It is essential for indicators to go beyond the fatal and seriously injured figure—the KSI figure, as it is known. As the former co-chair of the Staffordshire Safer Roads Partnerships, prior to my election to this House, I am quite impressed by the thinking and working that has gone into this report. It is aligned with the progress that is being made at a local and national level, following the Government’s determination to reduce the number of fatalities on our roads.

Of course, actions to improve road safety must be data-led—we must take proportionate action that has a meaningful impact—but the data needs to be broader and take a more systemic view. If we consider the Stoke-on-Trent figures for 2016 as an example, the KSI figure showed an increase of 74%, but within the context of a 5% reduction of overall reported casualties over the same period. There are clearly issues with using the KSI figure alone on a local network level, as significant short-term percentage changes can be caused by a small number of particularly deadly collisions.

As the Government’s road safety statement notes, 98% of the road network in England is local roads, and local action needs to be encouraged and respected. I would be interested in hearing how the Department is getting on with initiatives to spread good practice from one authority to another, particularly on more controversial schemes, such as shared space roads, which the RNIB has raised concerns about.

Another area of controversy is the use of speed cameras. In an age of high levels of accountability, the public increasingly demand transparency. Sometimes speed cameras are seen, unfortunately, as nothing more than a cash cow, to help to meet tightened public finances. We need to ensure that there is public confidence in road safety measures, that we communicate with motorists effectively and that actions on speed—such as putting in cameras or vans—remain reasonable and build on justified, tangible improvements in road safety. Better indicators and data collection may well help to justify such actions.

[Mr Gregory Campbell (East Londonderry) (DUP)]

I congratulate the hon. Gentleman on securing the debate. On the issue of speed cameras and their locations, does he agree that it is essential that the wider public—pedestrians and motorists—see that they are positioned in such a way as to help to prevent accidents, rather than to apprehend motorists who might happen to be doing 31 mph in a 30 mph zone?

[Jack Brereton]

I certainly agree that that should be the case. That is why it is so important that the work is data-led, so that the public can have confidence that cameras are used only in locations where there is a justifiable need for them. I think that that is particularly important when it comes to things such as speed cameras, where motorists are being fined.

Moving on to working locally, it has become increasingly clear, as the PACTS report recognises, that road safety is not just about speed or chasing previous collision history, but about ensuring that actions are focused on reducing dangers more widely. Sometimes, making motorists feel safer has the perverse effect of making them drive more dangerously, but if they are made alert to possible risks, they drive with greater attention. It was, for example, a brave decision for Westminster City Council to remove the pedestrian railings at Oxford Circus when the crossing was redesigned to include diagonal lines. I think we would all agree that that has been a success. It works through behavioural measures—through a nudge, as they say.

It is not only Westminster that is innovating and taking bold steps forward to tackle broader dangers on our roads. Across the country, we are increasingly seeing proactive partnerships, like the one we have in Staffordshire, which represents a change in approach from local service providers. There is an increasing shift towards more holistic preventive actions through a whole range of methods, with the local community stepping up to take greater responsibility to improve safety on their roads. That means more work in schools and with community groups, to teach people about safety and encourage more responsible road usage. Many communities are also developing speed watches in their towns and villages, with local residents volunteering time to encourage safer road usage. After all, the people who drive most irresponsibly and dangerously are often part of those communities, and peer pressure from friends and neighbours can be a powerful tool—more powerful than directions from central Government. I am glad that Whitehall now recognises that.

In conclusion, I hope that the improved use of safety indicators is under serious consideration and progressing well. We need to bolster the trend towards broader preventive and community-led initiatives that best encourage behavioural change and more responsible road usage from everyone. Making data available will be key to that, as will spreading information and examples of best practice in road safety across local partnerships, which will deliver the improvements that we all want to see. I think PACTS and Ageas have made a great contribution.

Fly-tipping

Debate between Gregory Campbell and Jack Brereton

Tuesday 17th April 2018 Westminster Hall

[Jack Brereton (Stoke-on-Trent South) (Con)]

I am very pleased to be able to speak in this debate on fly-tipping. I thank my hon. Friend the Member for Tiverton and Honiton (Neil Parish) for securing it. Fly-tipping is a blight on many of our communities, both rural and urban. My hon. Friend is right to suggest that it is counterintuitive for local authorities. This is about local priorities, and I am afraid that it was not a priority for the previous Labour administration on my council.

My constituents in Stoke-on-Trent South have seen a number of incidents of this nature in the past, but I am pleased to say that the now ever-diligent city council is taking a stand and has a zero-tolerance approach to environmental crime. Although far too many alleyways and open spaces are blighted by this horrific behaviour, I am delighted to report that the recent results show vast improvements locally. The perpetrators face swift justice and are taken to court.

I do not plan to speak at length, but I want to bring hon. Members’ attention not only to the increasing problem of illegally dumped waste but to the deeply concerning industrial-scale black market industry that has developed as a consequence of it. My hon. Friend the Member for Cannock Chase (Amanda Milling) has done a considerable amount of work on this subject with the excellent Staffordshire fire and rescue service. She asked me to mention the Slitting Mill waste fire in her constituency, which took many months to extinguish. This issue affects many constituencies around the country, and I hope we can secure another debate on it soon.

The case of the Slitting Mill fire throws into sharp relief the huge problem that fly-tipping on a commercial scale can cause. There is a huge risk of fire and environmental damage, and it blights the aesthetics of our communities. Those risks are amplified when the dumping takes place close to critical infrastructure, where any fire is likely to compromise vital services—not to mention the devastating economic implications and disruption that can follow.

[Mr Gregory Campbell (East Londonderry) (DUP)]

The hon. Gentleman is talking about the aesthetics of areas, and very serious matters including the health and safety implications. Does he agree that it is imperative that local authorities and Departments realise the economic implications? The old adage that we never get a second chance to create a first impression applies when we are talking about visitors, tourists and potential inward investors. We need investment to ensure that local areas benefit.

[Jack Brereton]

I totally agree. This is about inward investment and tourism, too, and fly-tipping detracts from that. It is important that we have a zero-tolerance approach to this unacceptable behaviour.

Stoke-on-Trent has experienced the dire consequences of waste being stored illegally. Hanbury Plastics—a site that never held an environmental permit to store waste—went up in smoke initially in February 2017, with a subsequent fire in November. I should declare a personal interest; the site is only about 600 yards from my home. At its peak, the site contained about 10,000 tonnes of waste. The Environment Agency continually issued legal notices to reduce that to a safe level of about 1,500 tonnes. The situation has been ongoing since 2014, yet the various agencies involved are seemingly powerless to act. Clearly, it is too late to prevent what happened at those sites, but many other waste sites around the country continue to operate above the law.