Managed Motorway Scheme (South Yorkshire)

Paul Blomfield Excerpts

Wednesday 6th March 2013 Westminster Hall

[Meg Munn (Sheffield, Heeley) (Lab/Co-op)]

I am pleased to have secured today’s debate on the managed motorway scheme consultation for the M1, between junctions 32 and 35a. The consultation that could have such fundamental consequences for the safety of motorists on this section of the M1 was just eight weeks long over the Christmas period.

The Highways Agency’s proposals recommend the implementation of variable mandatory speed limits between junctions 32 to 35a, which is a section of motorway around the city of Sheffield. The section carries around 110,000 vehicles per day, and is congested during the weekday morning and evening peak hours and, like all roads, at other times.

The consultation document recommends that variable speed limits should be set in response to traffic conditions, automatically calculated from sensors buried in the road. Speed limits would be displayed on the motorway indicator signs above lanes, mounted on existing overhead gantries, and on additional verge-mounted signs. Where no speed limit is displayed, the national speed limit would be in force. However, the proposals, unlike other managed motorway schemes, include the use of the hard shoulder 24 hours a day, seven days a week. Emergency refuge areas would be created at intervals of a maximum of 2,500 metres, and would include emergency telephones. All other telephones would be removed from the hard shoulder, as it would in effect become a permanent fourth lane.

[Paul Blomfield (Sheffield Central) (Lab)]

I thank my hon. Friend for giving way, as I wanted to have the opportunity to intervene on the issue of refuge areas. I note that the Highways Agency website refers to the emergency refuge areas that will be in operation, saying that they will provide

“an area of relative safety”.

Is she satisfied with the concept of “relative safety”, and does she hope that the Minister, in his response to the debate, will define what that means?

[Meg Munn]

My hon. Friend makes an important point about “relative safety”. There are lots of concerns about “relative safety”. Having driven down the M1 on Sunday and having looked at refuge areas in other managed motorway areas, it concerns me that “relative safety” is not equivalent to the kind of safety that we expect for people on the edge of motorways.

The consultation document suggests that the benefits would lead to an increase in motorway capacity and reduced congestion; smoother traffic flows; more reliable journey times; an increase and improvement to the quality of information for the driver; and lower costs and less environmental impact than conventional widening programmes. In effect, the Highways Agency is suggesting that this proposal is the best solution to add capacity to the existing strategic road network. It claims that these benefits can only be achieved by the use of variable mandatory speed limits and the use of the hard shoulder as an additional lane 24 hours a day, seven days a week. I do not agree with all the recommendations, and I challenge some of the argumentation set out in the proposals. Worryingly, there is no objective to increase road safety on this section of the motorway, which I would have thought should have been a priority.

Managed motorway schemes have been introduced elsewhere, notably on the M6 and M42. As I said earlier, schemes on those motorways differ from the proposals for the section of the M1 that I am discussing. Other schemes have only been introduced at peak flow times—weekday morning and evening rush hours—and with the overhead gantries spaced at 500 metres. The hard shoulder then reverts to just that—a hard shoulder—when congestion is not an issue. Evidence suggests that the introduction of a managed motorway scheme on those motorways has indeed led to a reduction in congestion and an improvement in traffic flows, resulting in fewer accidents and more reliable journey times.

In response to a parliamentary question that I asked, the Minister said:

“The safety risk analysis of all lanes…of the M42… showed that the average number of personal injury accidents reduced from 5.08 per month…to 2.25 per month following the introduction of hard shoulder running.”—[Official Report, 14 February 2013; Vol. 558, c. 846W.]

That is a statistic for which the Highways Agency should be applauded, but my concern is about the very different proposals for the M1. The two schemes are not directly comparable and it is misleading to suggest, both in the consultation documents and in the reply to my parliamentary question, that they are. What is different, and what has not been taken fully into account, is the issue of hard shoulder running for 24 hours, seven days a week. I am particularly concerned that this part of the proposal, if it is adopted, would have a detrimental impact on safety and the ability of the emergency services to respond to major incidents.

It is in non-peak times that accidents are most likely to occur, a situation that could potentially be aggravated by poor visibility. The detection of a stranded vehicle would be very difficult unless CCTV cameras are constantly monitored, and as I understand it the electronic detection system will only activate when traffic slows and therefore it would do little to warn approaching drivers.

--- Later in debate ---

[Stephen Hammond]

There is no evidence that that experience is often seen on the M42. I will look at that point again and consult officials on the experience of others, and I will write to the hon. Lady.

Variable speed limits do not only allow faster traffic flows; they allow the smoothing of traffic flows, thereby making journeys more reliable. Variable speed limits also allow the eradication of the stop-start effect, and smoothing means that traffic sometimes moves more regularly without the speed that the hon. Lady describes.

When the M42 pilot scheme was designed, the target was to ensure that there was no worsening of safety as a result of implementing the active traffic management pilot. There was a three-year safety report and trial on the M42, although I accept that the hon. Lady will want to point out that there are differences. The pilot showed considerable improvement in safety—accidents involving personal injury were reduced by some 55%—and that was with hard shoulder running. Overall, there was a reduction in the severity of accidents, with no fatalities and fewer serious injuries, so to suggest that a move to managed motorways, or indeed to hard shoulder running, necessarily represents a decline in safety is not shown by the evidence.

[Paul Blomfield]

Will the Minister respond to the point I made in my intervention? The Highways Agency’s website states that refuge areas provide “relative safety.” Relative to what? Are we not seeking maximum safety on our motorways, rather than making the sort of compromise implied even by the agency’s website?

[Stephen Hammond]

I thank the hon. Gentleman for that point. There are two ways of answering it. There can never be total safety. As to whether or not we describe refuge areas as being as safe as possible, let us not play with semantics. Surely the hon. Gentleman is not suggesting that anywhere on a working motorway is totally safe; even motorway service areas can never be totally safe. I am not sure that it would be right for the agency to say, “This is a totally safe area.” We can play around with that. If the hon. Gentleman does not like the words, we can look at the description, but if I were to suggest that the proposed refuge areas are totally safe, I am sure he would attack me because I cannot possibly give that guarantee. I understand his point, but I hope he agrees that it is sensible to indicate that even in the refuge areas there is an element of risk.

[Paul Blomfield]

I framed my comments in the context of remarks by Chief Inspector Stuart Walne, head of roads policing in South Yorkshire. He talked about fundamental operational difficulties and, as my hon. Friend the Member for Sheffield, Heeley (Meg Munn) said, about lives being at risk. The problem is that the scheme, as proposed, will be relatively less safe than the current arrangements.

[Stephen Hammond]

I am happy to be corrected, but my understanding is that the Highways Agency met South Yorkshire police in several workshops, the most recent being on 5 February. My understanding is that the police at senior level and the Safer Roads Partnership are no longer opposed to the proposal in principle, and they are now working with the agency to find ways of operation.