Road Safety (Schools)

Jesse Norman Excerpts

Thursday 13th September 2018 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Jesse Norman)]

It is a delight to serve under your chairmanship, Mr Evans. I, too, congratulate the hon. Member for Liverpool, West Derby (Stephen Twigg) on securing this debate on road safety around schools. I very much share his concern about the issue. It is a sobering fact that children are killed or seriously injured in road traffic accidents every year near schools. The hon. Gentleman will have heard many stories, and he referred to a couple in his speech in a moving and heart-rending way. He will have heard such stories in his previous role as shadow Secretary of State for Education and in other positions in and around government.

I also pay tribute to Mr and Mrs Colleran for the work they have done. It was lovely to meet them briefly earlier, and I look forward to a further conversation. I absolutely pay tribute to them, because obviously Bobby Colleran was a marvellous, marvellous boy. They have vindicated his memory by the great actions and energy they have shown in promoting Bobby zones and the other measures that the hon. Gentleman discussed. I have been through their website with some care, read the stories and seen the work, and I pay tribute to them. It is a remarkable achievement.

I and my officials are only too keenly aware of road traffic fatalities and injuries and the need to protect the most vulnerable road users. As Chair of the International Development Committee, the hon. Gentleman will know that by internationally measured standards the UK has an excellent road safety record and a long history of success in encouraging safe behaviour from all road users. This country should be proud of the fact that the number of people killed or seriously injured on our roads dropped by 61% from 1990 to 2016. There has also been a recent drop in the total number of children between nought and 17 years old who are killed or seriously or slightly injured on Britain’s roads, from 23,383 in 2014 to 21,661 in 2016. In the hon. Gentleman’s area of Liverpool, there has been a drop from 236 in 2014 to 232 in 2016. However, we are striving to make our roads even safer still and before turning to the specific questions that have been raised by Members, I will talk about the range of measures and initiatives we are taking to try to address these issues. I am extremely grateful for all their contributions.

I will start by talking about the THINK! campaign, which is very close to many Members’ hearts. We want to build road safety knowledge. The hon. Member for Poplar and Limehouse (Jim Fitzpatrick) spoke about education and its centrality, and he is absolutely right. We want to build deep road safety knowledge and skills at reading roads and pavements among younger generations, forming good habits that last a lifetime. The THINK! team has recently completed a two-and-a-half-year project to produce new educational resources for three to 16-year-olds. They are entirely free and are available to any school, any other educational institution or non-educational institution or any individual who would like to use them, whether in the home or in teaching.

The team engaged parents, teachers, youth leaders and road safety professionals in the development of those resources, which include films, songs and games—different modes of education and play—to encourage as many young people as possible to understand the importance of using the road safely. Those resources are, in a way, the modern equivalent of the green cross code that the hon. Member for Strangford (Jim Shannon) mentioned. We launched the resources at a London school in April, and the campaign has received very positive support online and from the national and regional press.

We are also taking other important measures. One that has been much in the headlines recently is our cycling and walking investment strategy and the safety review that has come out of that. We as a Government are committed to increasing cycling and walking and to making our roads safer for vulnerable users, including pedestrians and especially children. We will only achieve that ambition if children feel safe when they walk and cycle to and from school, for the very reasons picked out in the debate today, because that is a point of vulnerability.

In September 2017, I announced a cycling and walking safety review, launching a call for evidence that closed in June. It was astonishingly successful in eliciting a public response. We have had something like 13,000 responses, covering a wide range of issues, from infrastructure to road user education, and with hundreds of suggestions. I have already made various interim announcements this year that reflect the input and expertise shown through that consultation process. They include measures to improve standards for infrastructure; measures to incorporate better guidance on close passing of vulnerable road users—bicyclists or horse riders, for example—into The Highway Code; and £1 million to fund pathfinder projects to upgrade the national cycle network. We will be making further announcements in that area soon.

Much of the focus of the review, as one might imagine, is on protecting cyclists, walkers and other vulnerable road users. However, cyclists themselves must play their part in creating safer roads. In rare but tragic cases, the dangerous or careless actions of a cyclist have led to death or serious injury. I am afraid we had one involving an e-bike recently in London, as colleagues will have seen. We are consulting on plans to create new offences—legal expertise has identified a gap in the law in England in that area—in order to bring penalties potentially for causing death or injury by dangerous cycling into line with those for driving. We expect drivers to be held to account if they carelessly or dangerously cause death or injury, and the same will potentially be true for cyclists if the consultation plays out that way. The consultation is open until 5 November.

The question of education and its link to road safety receives particular attention in Government through Bikeability, the Government’s national cycle training programme designed to give children the skills and confidence to cycle safely and competently on today’s roads. Bikeability has substantial funding—£50 million to cover cycle training from 2016 to 2020. That includes a £5 million investment in Bikeability Plus, which introduces four-year-olds to balance training, teaches pupils how to fix and maintain their bikes, and encourages families and children who do not currently cycle to do so.

Local authorities have bid into the Department for the training places that they wish their schools to deliver across levels 1 to 3 and Bikeability Plus. As of May 2017, more than 2.1 million places have been delivered across the country since Bikeability started in 2007, and we have secured an additional £1 million to support it during 2018-19. Bikeability is about learning not only how to ride a bike, but how to keep oneself safe on the road, and how to read roads. It therefore makes an important contribution to understanding of general road safety.

Another scheme to mention is the Walk to School project. The emphasis rightly placed by colleagues on walking buses is very welcome. During the coming year, the Government will invest a further £620,000 in the Walk to School project, which has been highly successful. It is delivered by a charity called Living Streets and aims to increase the number of children walking to school. It will support the delivery of the Government’s target to increase the percentage of children aged five to 10 who usually walk to school to 55% by 2025. It builds on previous funding that targeted all kinds of schools that were not covered by the access fund “Walk To” consortium, to ensure maximum geographic reach. I have asked my officials to input all aspects of today’s debate—such as walking to school, and understanding walking buses as a way of safely co-ordinating road use—to our cycling and walking safety review. We want to take all the learning today, including Bobby zones, to which I will refer in a moment, and walking buses, and add it to the process of reflection and consultation.

Another important area in which we are taking measures is pavement parking. Parking on the pavement can, of course, cause serious problems for child pedestrians, and not just those in wheelchairs or with visual impairments. A child’s-eye view of the world is a much lower one. It is harder to see where one is, and if the pavement is being blocked it is harder to negotiate for a young person who may have very limited experience. It is also bad for parents with prams or pushchairs.

Within London, as Members will know, there is a statutory ban on pavement parking. Outside London, local authorities have powers to prohibit pavement parking by making traffic regulation orders—TROs—under the Road Traffic Regulation Act 1984. They may also use bollards to protect pavements physically. We have heard a lot of concern from interested groups, the general public, those with disabilities and the elderly about the incidence of pavement parking outside London. We are currently gathering evidence to try to understand the effectiveness of current legislation. That includes considering alternative methods for tackling inappropriate pavement parking. The review is in progress, and I expect it to draw some conclusions by the end of the year. It is an internal review, and if it concludes that there is a case for change, the next stage will be to proceed to consultation sometime next year.

[Stephen Twigg]

Pavement parking is a big issue nationally, as the Minister says, and certainly in my constituency. I encourage him to seriously consider extending the London ban to other parts of the country, including Liverpool.

[Jesse Norman]

It is interesting the hon. Gentleman should say that. As a former London MP, he will be extremely familiar with this matter. Of course, the London experience is part of the data that officials are being asked to consider as they frame future proposals.

On parking around schools, under section 122 of the Road Traffic Regulation Act 1984 local authorities have a statutory responsibility to provide appropriate traffic management schemes for local roads. They are free to make decisions about the streets under their care, provided they take account of the relevant legislation. Local authorities can put in place “school keep clear” markings that are legally enforceable when used in conjunction with an upright road sign and a traffic regulation order. Local authorities with civil parking enforcement powers can enforce those restrictions by issuing penalty charge notices to any vehicles found parked in contravention of them. Although there are certain restrictions on the use of CCTV by local authorities for parking enforcement, the Department has ensured that CCTV can continue to be used to enforce parking outside schools to protect children.

The hon. Member for Liverpool, West Derby raised the question of whether every school should have a Bobby zone. Bobby zones are something I was unfamiliar with until now, so it is hard for me to comment directly on that. What I can say is that all schools can have them under existing law. Local authorities have all the legal powers required to create Bobby zones, and Liverpool is a great example of that. It has those powers, and has applied them to create a cluster of local regulation, which has created that protective effect. That possibility is in play already.

[Huw Merriman]

I thank the Minister for mentioning kerbside parking—I should have done so, as it is hugely important. He talks about local authorities having the powers. In my constituency I have two of the 15 local authorities that do not have the powers because they have not brought in civil parking enforcement. Is there something that the Government could do to try to incentivise the handing over of the power from the police, who of course do not have the resources, to local authorities, so I will have the same rights in my constituency that other authorities do around the country?

[Jesse Norman]

This is, of course, a matter for local authorities, and my hon. Friend is right to raise it. Some authorities have those powers, and some do not. Colleagues across the House have expressed concerns about that, and we are looking at it. To the extent that traffic regulation orders in relation to pavement parking may require some kind of reform, there may be scope to extend such reform to cover the kinds of aspects he describes.

One of the key issues that many colleagues across the House have discussed is 20 mph speed limits. It is important for the House to be aware that over the last few years we have introduced several new measures that can help local authorities to improve safety near schools. Local authorities have the power to introduce all-day 20 mph speed limits, and to introduce speed limits that apply only at certain times of day. Schools that are located on through roads, for example, where there may be conflicting desires on the part of local government, can have 20 mph zones imposed for periods of time, precisely to protect children at the beginning and end of the school day. Those limits can be indicated with variable message signs. Alternatively, authorities can now introduce an advisory part-time 20 mph limit using traffic signs with flashing school warning lights. They were prescribed in 2016 and can be a more cost-effective solution, as well as reducing sign clutter.

Some offences—this point has been acknowledged in the debate—are better tackled by training than punishment. Colleagues will be aware that earlier this year we commissioned some evaluation of the effectiveness of speed awareness training as an alternative to fines and penalty points for low-level speeding offences. That evaluation was broadly positive, and the national speed awareness course is now offered, as colleagues will know, by most police forces in England and Wales. We are also improving training for new drivers outside local roads by allowing learners to go on motorways with an approved driving instructor. Those are all part of trying to get safer drivers. We have new materials in progress to develop and improve learners’ awareness of hazards in different weather and lighting conditions.

On crossings, the new parallel crossing has been developed to enable pedestrians and cyclists to cross where a signal-controlled crossing is not justified. The now-ubiquitous pedestrian countdown units can be used to give extra information, allowing children to understand how much time they have left to cross the road. That is being supplemented by the Department with updated guidance. Chapter 6 of the “Traffic Signs Manual” will bring together and update existing advice on designing traffic signals and provide new guidance, which should be helpful.

[Stephen Twigg]

The hon. Member for Bexhill and Battle (Huw Merriman) raised the issue of the costs that local authorities often attach to the kind of measures that the Minister is outlining. That was precisely our experience in Liverpool after Bobby died. It was quite a battle to persuade the authority to spend the money, and the amounts seemed surprisingly high. Is there anything the Department can do to take a lead in terms of procurement and guidance to local authorities to reduce the costs of the measures?

[Jesse Norman]

It is a very important issue. As the hon. Gentleman will know, in a previous incarnation, I led a vigorous and successful cross-party group to try to reduce costs in private finance initiatives. Believe me, I understand how expensive public procurement can be. As he will have seen, the Department has taken some steps to try to provide lower cost alternatives. If there is a reform of traffic regulation orders, that may well enable the reduction of costs. Local authorities have existing powers to band together to share procurement powers if they wish, but it is right to say that there are some parts of the country, particularly under framework contracts, where one could be seriously worried about some of the costs that local authorities find themselves operating under. One would like to see the democratic process operating in order to encourage them to take the low-cost but effective solutions wherever possible.

Before I come on to the questions that have been raised, I would just mention one more thing—mobile phones. We have taken a tougher stance on drivers who use a handheld mobile phone at the wheel. The penalty doubled to six points and a £200 fine last year, which means that drivers face having their licence revoked if they are caught using a mobile phone while driving.

My hon. Friend the Member for Bexhill and Battle (Huw Merriman) raised the issue of procurement costs. He is absolutely right; I have responded to that, and to the point he raised about walking buses.

My great friend, the hon. Member for Poplar and Limehouse, has been a superlative campaigner for international road safety and the genius of the fire service internationally, as many colleagues will know. He focused on national targets. As he says, the country is bound to international targets. We have taken the view that national targets do not necessarily play a role in improving safety. It is a contested matter. There are countries that have national targets with very good safety records, but it is very hard to point to a process of causation. We have taken the approach of trying to balance a wide range of interventions. Although the general trend remains broadly downwards, it is true that it has levelled out, and that is certainly something we are taking seriously. The Department is doing a lot of work on the areas of causation for that. Part of the current work on the two-year road safety strategy is looking specifically at older and more vulnerable users, young people, rural users and motorcyclists—they are four of the most at-risk categories. Work in the cycling and walking safety review very much targets a portion of those groups.

The hon. Member for Strangford was absolutely right to emphasise the impact of speed and the speed differential. The case for 20 mph speed limits rests heavily not just on the evidence of the more civilised approach that they bring to urban traffic—or that they are likely to bring if combined with the appropriate traffic calming measures and the like—but also on that of the initial impact of 30 mph versus 20 mph causing greater injury or greater risk of death. The hon. Gentleman was right to raise that point.

I have discussed the point raised by the hon. Member for Kingston upon Hull East (Karl Turner) about national road safety targets. I understand why he raises the point. It is important to say that our road safety record remains the second best of any country in the EU and the fourth best in Europe. The concern about its levelling off is not restricted to the UK. There are similar concerns in many other countries with good safety records around Europe, and that is why it raises some difficult questions.

I have a couple of other points to touch on in response to the hon. Member for Liverpool, West Derby. I have talked a little bit about the question of whether schools should have Bobby zones. I pay tribute to the work of Highways England and the police in educating young people in schools, and other charitable organisations such as Brake and RoadPeace have been mentioned. They have all had very important impacts.

The hon. Gentleman also raised the question of smombies. Our two-year road safety action plan is looking into that issue as part of the young persons’ component. Whether that is responsible for some of the increased injuries that we have seen in city environments is an interesting and open question. I should mention that Bikeability has entered a very interesting pioneering arrangement with Halfords, so they can leverage off each other in terms of spreading the word about road safety to potential users.

As I mentioned, I have asked officials to take the details from this debate, including the very interesting conversation we have had about Bobby zones, as input to the cycling and walking safety review. If there is evidence from Liverpool on the beneficial effect that Bobby zones have—it may be anecdotal at this stage rather than fully evidential—we will be very interested to see it.

The Government are taking an active and wide-ranging approach to tackling road safety in general and around schools. We will continue to support and work closely with all parties in making our roads safer for everyone who uses them.