Smart Motorways

John Hayes Excerpts

Thursday 13th January 2022 Westminster Hall

[Huw Merriman]

I thank the right hon. Gentleman and take his point on board, although it is a bit difficult to go back to the start and do as he has suggested. However, it is a familiar topic about smart motorways that will come up later. He is absolutely right. If the design guide had followed the prototype—I intend to refer to the M42 and where things then moved—we might have found ourselves in a very different place.

The right hon. Gentleman touched on the reason for this scheme, which, again, is to create the extra capacity that is needed to get people off the more dangerous A and B roads and on to the motorway network. Unfortunately, because of what has happened, there is a danger that the opposite is true, and if he will allow it I will expand on that.

There are seven key points in the recommendations that were accepted. First, there will be a pause of the roll-out of all lane running motorways yet to commence construction until five years of data is available for the smart motorway network built before 2020.

Secondly, the Government will pause the conversion of dynamic hard shoulder motorways to all lane running motorways and revisit the case for controlled motorways. Is it all about all lane running smart motorways or are other smart motorways better?

Thirdly, emergency refuge areas will be retrofitted to existing all lane running motorways to make them no further than 1 mile apart, for which the Government have announced £390 million of funding.

[Sir John Hayes (South Holland and The Deepings) (Con)]

My hon. Friend will know that I was the roads Minister from the summer of 2016 through 2017, and had been at the Department for Transport prior to that under a different Government. As Minister, I raised the issue of the frequency of those refuges with my office and with Highways England. It seems to me that, for the reassurance of motorists and motoring organisations, it is vital that they come more frequently. The Committee’s report recommends that. I am pleased with the Government’s response, which seems to be positive. However, it is critical that on all lane running motorways—that is the difference he highlighted earlier—those refuges are regularly available so that people can get off the road if and when they need to, without delay.

[Huw Merriman]

I thank my right hon. Friend for the expertise he brings to this debate. He makes some fascinating points. I am interested in whether the advice was followed by Highways England, as it then was. This was a new concept. Our recommendations included giving Ministers and the Department a little more independent advice from the Office of Rail and Road—the roads regulator. Had that been the case, there might have been checks and balances in the system, so the advice that he received might have been better for him. He rightly makes the point that if the build-out had been followed as he approved, we might not be where we are.

The fourth point was the granting of powers to the Office of Rail and Road to evaluate the Government’s smart motorways project plan. Starting this year, the regulator will report on progress annually, and carry out an evaluation of stopped vehicle detection technology and other safety measures.

The fifth point, which comes with a consultation requirement, is to introduce an emergency corridor manoeuvre into the highway code to help emergency services and traffic patrol officers to access incidents.

Sixthly, the Government will investigate the granting of new road safety powers to the roads regulator before changes to design or operational standards are implemented on our motorways and key roads. Again, Ministers would then have that independent four-eyes approach when their advice comes through.

Finally—this is important—we need to revisit the entire business case and rationale for smart motorway conversion. It is interesting that the expectation was that for every £1 spent on smart motorways, £3 would be delivered back, because we would be creating more capacity. There have not actually been that many studies of whether that has been achieved, because a longer assessment period is needed, which is now consistent with the safety assessment. However, one project on the M25 was delivering almost £3 back, although it is fair to say that the experts’ view is that it dissipates after a year, as more people use the motorway network.

The headline is a pause on new smart motorways, but the aspect that I am really determined to ensure that the Committee follows is all the retrofitting work that is needed to make the existing smart motorway network safer. That means vital work has to start on reducing the width between emergency refuge sites. We have seen that if a car is travelling at 60 mph and the distance interval is 2.5 km, it takes 75 seconds for that car to get to the emergency refuge areas. Some 40% of all breakdowns occur in a live lane, and that has to be impacted by the fact that the emergency refuge area is too far for the cars to get to, so it is essential that this is delivered.

I will touch on the stopped vehicle detection technology, which the Government are committed to ensuring is rolled out on the existing network by 2022. The Government are right to say that it was originally planned for 2023, so it will happen a year earlier. The Committee’s frustration is that we were given assurances by Highways England, the predecessor to National Highways, in 2016 that “going forward” the stopped vehicle detection technology would be put in place in the delivery of all new smart motorways. That has not occurred. When we heard from National Highways, as it now is, in our current inquiry, we were told that “going forward” actually meant “after two years”, whereas, to me, going forward means “immediately”.

Of course, the challenge now—it will be a funding challenge as well as an operational challenge—is that once those motorways are open and running, it is a lot harder and more expensive to retrofit the technology in place, which we have been told will be one of the blockers. In my view, that is precisely the reason they should have been put in to start with. I know the Government are now committed to ensuring that whenever they finish the existing smart motorways—which, rightly, cannot be stopped because they are almost there—they cannot open until the technology is in place.

--- Later in debate ---

[Sir John Hayes (South Holland and The Deepings) (Con)]

It is a pleasure to serve under your chairmanship, Mr Hollobone, and to contribute to this important debate on smart motorways. The American poet Robert Frost spoke of two roads. We heard from the Select Committee Chairman that, in the case of smart motorways, there are at least three types of road. In a sense, that is the first point I want to make because that has led to confusion. As the Select Committee rightly concluded, there is a lack of understanding among many drivers of what smart motorways are, and particularly what all lane running is and what to do if, as the Committee put it, they break down in a live lane. As the Select Committee Chairman pointed out, 40% of breakdowns happen in such a lane.

People break down for two reasons. It is either a vehicular failure or some incident in the car, perhaps illness or accident. They need to get off the motorway quickly. The Select Committee also pointed out, however, that, contrary to what one might expect, hard shoulders are not actually the solution. They can cause more difficulties than they solve and can be dangerous places. Refuges are the answer, and I will return to that in a moment.

The key point I want to make at the outset is that the management and accountability of these matters needs to be urgently reviewed. When I was a Minister in the Department for Transport—I do not know if I am unique in the House, but I am certainly very unusual in having been appointed to that Department as a Minister three times—I was involved in setting up what was then Highways England. We looked at it very closely because we understood that the governance of that organisation needed to be such that Ministers could take power to direct it. Indeed, when I was speaking to my officials at the time, I said, “I want it to look as little like Network Rail as possible”, precisely because Ministers seem to have little authority over Network Rail.

There is the power of direction in respect of Highways England—what has now become National Highways—and it is necessary sometimes for Ministers to use that power, whatever their officials tell them. I do think, informed by the report and the excellent Government response to it, that from now on in Ministers need to take a very proactive approach when dealing with smart motorways.

The second point I want to make is about regulation. It has been made already, but it needs to be made again because it warrants amplification. The Office of Rail and Road is long established and, as a result, has a distinguished pedigree in regulating the railway system, but it has taken on roads only relatively recently, and it seems to me that the regulatory function needs to be enhanced, as the Select Committee has argued—that is a further way in which the decisions in respect of roads generally and smart motorways in particular can be made accountable. Both accountability to the regulator and being answerable to Ministers are vital as we move forward, and will provide the public with greater assurance about the safety of these new types of road. After all, they are a “radical change”, as the Select Committee says, to our road network, and confusing to drivers because of the various types of road that they may now encounter, particularly if they are not used to travelling a particular route. For instance, they may be going to a part of the country that they do not know and are therefore not familiar with the sort of road on which they are driving.

Finally, refuges are important not only because they provide an opportunity to get off the road in that 75-second period that my hon. Friend the Member for Bexhill and Battle (Huw Merriman) mentioned, but because of what they broadcast about safety to drivers. They provide important reassurance to drivers that the road is indeed safe and that, in the case of emergency, there is a means of escaping the circumstances in which they might find themselves. That is why I made that point emphatically as Minister. I am delighted that the Select Committee has made it too, and that the Government have acknowledged and recognised it, although I notice the caveat in the small print that it is sometimes not possible to provide refuges at quite the regular intervals that the Select Committee recommends. None the less, I think the Government heard the message that I have emphasised once again.

It is important to see this in context. The most dangerous roads are not motorways, and they are not smart motorways. There is a good argument for thinking creatively and imaginatively about how we can make our roads more effective, as the Select Committee Chairman has said, and so build additional capacity to deal with congestion and so on. However, in order to do so, we must take the public with us. This pause is a huge opportunity for a programme of education, so that people know what kind of road they will encounter, what to expect and to feel safe accordingly.

The Select Committee has, as it should, done the House and the Government a great service. The Committee exists not only to scrutinise Government but to think about things that the Government would not otherwise consider. This is a good example of that. The Minister is an extremely diligent member of the Government. I hope she will indeed take seriously these recommendations, which are clearly made on the basis of both good faith and good information, and that we can move ahead to roads that are effective and make travel easier and, fundamentally, much safer.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)]

It is a pleasure to serve under your chairmanship, Mr Hollobone. I must begin by thanking the Chair of the Transport Committee, my hon. Friend the Member for Bexhill and Battle (Huw Merriman), and all the other members, for their hard work. I was once a member of a Select Committee, so I know the number of hours in preparation and effort that are put in by both the members and the team of staff that support the Committee to ensure that the information and witnesses that inform an inquiry are using evidence-based information and are fair and balanced. On behalf of the Secretary of State and all of us in the Department for Transport, I put on record our gratitude to the Transport Committee for its report and the way it has collaborated and worked with the Government. That is why we are in the position to take forward not one, two, three, four, five or six, but all nine recommendations in the report.

I know that the Committee took evidence from many experts with differing views. I believe, as do the Secretary of State and the Roads Minister, Baroness Vere of Norbiton, that the resulting report is a thorough examination of issues. It is a rounded report, with sensible and pragmatic recommendations, which the Government will take forward. Members will have seen the Government’s response, published yesterday, 12 January. I hope they will agree that it demonstrates our commitment to help ensure that these motorways continue to be as safe as they possibly can be.

Our motorways are among the safest in the world. Compared with the rest of Europe and the United States, we stack up particularly well. Are they as safe as they can be? There will always be room for improvement.

I pay tribute to everybody who has been involved in the campaign that has informed the recommendations. The actions we are taking are certainly, in part, a result of their effective campaigning.

I will make a number of general points, then will address some of the questions raised by right hon. and hon. Members today. First, we must remember why smart motorways were developed. A smart motorway can carry 1,600 additional vehicles an hour in each direction. They decrease journey times and provide more reliability on our busiest stretches of motorway. They have a lower impact on the environment, with five times lower carbon emissions from construction, a decrease in loss of biodiversity and a lower land take through construction. They are also provided at a lower cost—estimated at 50 to 60% less costly than widening—and are delivered more quickly.

Secondly, we should also acknowledge that the evidence to date supports the safety case for smart motorways. In terms of fatality rates, all-lane-running motorways are the safest in the country based on the available data. Smart motorways without a permanent hard shoulder account for 1% of fatalities, motorways with a hard shoulder account for 5%, and all other fatalities—94%—occur on other roads.

[Sir John Hayes]

While we are on the subject of other roads, it would be remiss of me not to make a case for Lincolnshire. We do not find motorways in Lincolnshire, smart or otherwise, but we do find a number of key arterial routes that carry an immense amount of traffic and need improvement. While I am here and the Minister is here, too, I ask her to look again at support and funding for those roads that feed our arterial routes—those connecting roads. When I was responsible for the road investment strategy, I made it clear that those connecting routes are critical, both in terms of capacity and in terms of safety. Let us have more money for Lincolnshire roads.

[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.