Road Traffic Accident Prevention

Rebecca Harris Excerpts

Tuesday 6th December 2016 Westminster Hall

[Mr Sheerman]

That is a brilliant intervention, because it is in the later part of my speech! It is true that the very sophisticated dashboard that some models of car now have, showing drivers not only how to park—self-parking—but all the hazards and all the different information that they can log into, is becoming an area of great concern, but the reason I have kept to a good, true and relatively sane path in transport safety is that I was converted by some of the best scientists in our universities and in the Transport Research Laboratory and other places to always remember: do not go for hearts and flowers; go for good science, good evidence, and what works in countries such as ours. I have always stuck to that, and it has guided me and my colleagues very well.

Understandably, there is an uprising of feeling when something dreadful happens, and recently we have seen some dreadful things—families being killed, mothers with children being killed, by distracted drivers. We know about that, but we have to bear it in mind that, overall, good science, good evidence, should be the watchword. I look at my friend the hon. Member for Rossendale and Darwen (Jake Berry)—he is a friend on these matters particularly—and I say, “Let’s do the science. Let’s do the evaluation of the level of distraction caused by every innovation, including the new design of car interiors.” I think that that should be ongoing. I have not seen the results of research on that, but I know that it is a worrying area.

In Europe, 26,300 people died last year, and there was a slightly rising curve in our own country. I want now to mention the Twitter involvement in this debate. May I commend it, Mr Hollobone? What a wonderful innovation it is that now, when there is to be a Westminster Hall debate, we can involve the broader public by asking what they think about the debate we are to have on the following day. We had one for an hour yesterday. There was a lot of involvement and there were excellent ideas.

One of the top concerns for people was driver education. There is no doubt that young people are very vulnerable in the early years after they first learn to drive, when there are many accidents. There is evidence of young people not driving in the proper way and of that leading to pretty horrific casualties—the deaths and serious injuries of young people in their teens and early twenties.

My wife knows me extremely well—we have been married a very long time and have four children and 10 grandchildren; I do not know if that is a record among those in the Chamber, but I would not mind putting a bet on it—and always thought I had something of the Italian in my driving style, but I once amazed her by passing the test for the advanced driving certificate. I took the advanced drivers’ course possibly because I thought I was not a very good driver. A lot of evidence shows that good driving behaviour comes from good learning and good education early in a young person’s career. I talked to a chief constable in one of the coastal towns in which we used to have party conferences three or four years ago, and he said, “I am not so worried these days about young people having accidents; I am worried about elderly people who share with younger children a diminishing ability to judge distance and speed, and who drive very badly as they get older. There is no one in the family with the guts to say, ‘Mum, Dad—it’s time you stopped driving.” We therefore need good training at the early age and at the later age, and to ensure that the Government do all that they can so that young people and older people are well educated on this life-and-death issue.

More than 200 tweets yesterday wanted distractions to be given a top priority. One of the largest distractions that people are talking about these days is mobile phones, and I absolutely agree that there should be that level of public interest. Yesterday there was the interest in the issue of drink and drugs, and we have had steady improvement. The Minister knows that I am concerned that there is still not an effective roadside test for alcohol, so that people do not have to take up so much police time by going to the police station for testing, and so on. We have roadside testing for drugs but not for alcohol at the moment. However, there is no doubt that the real priority for the public is the distraction caused by mobile phones.

We see high-profile cases in which people who are distracted by their mobile phones cause dreadful accidents. I do not want to go into all the recent tragic cases, but many in this Chamber will know of the family killed by the lorry driver who was scrolling through songs on his phone. That was a terrible thing to have happened, and I can see why anyone who loses their lovely family, or members of their family, wants the strongest possible sentence available for that sort of behaviour. I have a lot of respect for that view, although it does sometimes lead people to look for a silver-bullet solution for the problems that we face. There is no silver bullet, but there is the evaluation of all accidents backed up by good evidence. Although I have sympathy with the idea of having stiff penalties for people who use their mobile phones or who drink or take drugs and drive, it will not save all those lives. It is more complicated than that.

There is also less public knowledge about the risk of drivers with poor eyesight. Road crashes due to poor driver vision are estimated to cause 2,900 casualties in the UK every year. I am not advertising Vision Express—my glasses are not from Vision Express, by the way—but its interesting survey found that 94% of people are unaware that vision can deteriorate by up to 40% before the driver starts to notice. Leaving drivers to self-report poor eyesight seems to Vision Express—I share this view—not to be a good idea. I certainly noticed as I got older that my vision, especially at dusk and when driving at night, was not as good as it should be. I recommend that we have tighter control on tests of good vision for drivers, certainly as they get older.

[Rebecca Harris (Castle Point) (Con)]

I want to intervene before the hon. Gentleman gives my entire speech. Does he agree that too few people really understand about the loss of eyesight and the fact that they lose their eyesight in the way that they do? We need to do more as a nation to publicise it and get people to recognise it.

[Mr Sheerman]

The hon. Lady is absolutely right. I will not detain the Chamber for long with the rest of my speech, but I add that the UK is one of only five EU countries that does not legally require drivers to be tested by a medical or optical professional as part of their driving test, so she is absolutely right.

Another issue that is becomingly increasingly evident—with this I will upset the Minister—is the lack of police officers making sure that our roads are safe. The number of road traffic officers is down 23% from 2010. I raised this issue on Monday in Home Office questions, which you were there for, Mr Hollobone. The night before, I was coming back from Cambridge, with my wife driving, and on the M11 an enormous rescue van—a lorry—with another lorry on top was proceeding at over 65 mph where there was a 50 mph limit. The size and weight of that in an accident would have killed a lot of people. Road traffic technology is able to detect such drivers. There are those who drive—I said “like maniacs”, but perhaps that was a bit harsh—in a very dangerous fashion with no fear that there will be a flashing blue light and that they will be pulled over, and I have to say there is a relationship between proper policing on the roads and good detection. I go to many conferences on transport safety and have spoken at a number of big conferences this summer. I see wonderful technology there, but that will not replace the police—in cars and on motorbikes—on our roads. That point will probably upset the Minister most; he and I usually get on quite well.

The Government have said that they are serious about making our roads safer, but I will ask the Minister about another thing that will upset him—that is, targets. For some reason, both the coalition and the present Governments believed that targets are not the sort of thing that they should have. They do not like them, and there is a kind of ideological resistance to them. However, all the research across the world—he knows I believe in research—shows that if we do not have targets for road casualty reduction, we do not get the reduction. We have to have a road casualty reduction programme. That is a very important point. I do not know of any leading expert, in or out of the Government, who honestly disagrees with that view. We need targets in order to get a reduction.

I was taken by the people who got involved with us on Twitter yesterday and said that we need to have that wonderful, but perhaps unrealistic, target of zero casualties and zero deaths on our roads. That is visionary and optimistic, but we know that targets work. We all know that we do not get casualty reduction in any country, or any part of a country, without a partnership and a team that have passion and leadership and care about this useless waste of life.

Mr Hollobone, you know that I am passionate about this issue. I know that not enough of our colleagues in the House of Commons are still interested enough in transport safety. It is a bit unfashionable and not sexy enough for some, but it is vital to the people that we represent.

--- Later in debate ---

[Rebecca Harris (Castle Point) (Con)]

Thank you very much for calling me in this important debate, Mr Hollobone. As the Minister is well aware, I have been campaigning for a long time to raise awareness of the issue of drivers being medically fit to drive, particularly focusing on drivers having regular eye tests to prevent unnecessary casualties on our roads. I have been doing so ever since I met one of my constituents, Rev. Brenda Gutberlet, who told me the tragic story of her niece, Natalie, who, at the age of 28 and using a pedestrian crossing properly, was knocked down by a driver who knew he was unfit to drive because his eyes were too poor. He killed Natalie and she died on Valentine’s day 2006. Her death was entirely preventable and the family have been campaigning tirelessly ever since to try to make improvements.

There have been improvements—in particular, the introduction in 2013 of Cassie’s law, giving the police the power immediately to ban from driving anyone who fails a roadside test. The law was particularly welcome and I have seen it in action myself. I went out with my road safety reduction partnership in Essex, led by the superb Adam Pipe. I was in a car with a road safety traffic officer who pulled over a gentleman driving at 20 mph on a dual carriageway. When tested at the roadside, he failed the number plate test at five metres. He was a very nice elderly gentleman who did not realise how bad his eyesight was and reported to us that he had not has his eyes tested since he was in the Army. We were able to take his licence off him, get him home and refer him to get a prescription.

The nub of the matter is that there are people out there who do not appreciate how much their eyesight has deteriorated because the brain adjusts and they get used to it. They start saying, “Well, it’s a bit blurry, but I can kind of see and I am only doing local journeys.” We really need to get the message across to people who knowingly drive with poor eyesight and to those who, frankly, do not realise that they are driving with insufficient eyesight to be safely behind the wheel of a car.

The hon. Member for Huddersfield (Mr Sheerman) mentioned the statistics in recent research by Vision Express. It thinks that about 3,000 casualties a year are caused by poor eyesight, but it is hard to know because they are not all recorded and it is not always obvious that they were due to poor eyesight, so there could be many more. We need statistics, but we also need to ensure that drivers understand their responsibility, particularly when they get to about 40 and their sight problems start to fall off the edge of a cliff. An awful lot of people simply have not had their eyes tested since they took their driving test, which was, on average, 15 or so years ago, and for many a great deal longer.

To be honest, I am not calling for compulsory sight testing. I do not think we necessarily need to legislate, but we could do things such as using electronic motorway displays to remind people of the need to take tests, as Brake and Vision Express have been calling for. They would like to see gantry signs saying, “Eye tests save lives.” Perhaps we could also do something like asking people, when they renew their licence, not just, “Are you fit to drive?”—that is easy to tick and say yes to—but, “Have you had an eye test within the last couple of years?” It is much harder for someone to prove that they have had an eye test.

We take our cars for an MOT every year to ensure they are roadworthy. Why should we not do the same thing for our eyes, which are equally important when it comes to driving? Many opticians offer free tests and many groups are eligible for them. Even if people are not eligible for a free test, the cost of an eye test is considerably less than the cost of a full tank of petrol. The cost of even the most expensive prescription is a fraction of what it costs for the privilege of staying on the road. I call for more awareness of the need for eye testing. I would very much like to ensure that it is a necessity for people’s sight to be sufficient for them to be fit to be behind the wheel, and for driving with poor eyesight to be as socially unacceptable as drink and drug-driving is today.

Oral Answers to Questions

Rebecca Harris Excerpts

Thursday 10th March 2016 Commons Chamber

[Rebecca Harris (Castle Point) (Con)]

18. My hon. Friend will be aware of the absurd situation on Canvey where, although residents can virtually kick a football at the new DP World container port, it is easier to access the tens of thousands of jobs there by travelling from the east end of London. What support can he give my residents on Canvey Island who have been campaigning for a third road for many decades?

[Mr Goodwill]

I very much agree that new road infrastructure can transform local economies and boost access to jobs, which is why we have given significant funding and freedoms to local areas to take forward schemes such as this. We will be announcing further funding opportunities very soon. I hope that my hon. Friend will continue to make the case for that project with Essex County Council and the South East local enterprise partnership. The port facilities in her constituency are absolutely superb, and it is important that we give them the infrastructure that they need to back them up.

Infrastructure Bill [Lords]

Rebecca Harris Excerpts

Monday 26th January 2015 Commons Chamber

[Stephen Williams]

Madam Deputy Speaker, your colleague Mr Deputy Speaker was in the Chair when I introduced my remarks. I assure you that I said very clearly that although this group of amendments raised a whole range of issues, including protection for the European beaver, I was not going to address every single one of them but would stick to the main ones. First, however, I should draw the House’s attention to the fact although it is not in the Register of Members’ Financial Interests, I should state as a ministerial interest that the Planning Inspectorate is based in Bristol West.

My right hon. Friend the Member for Arundel and South Downs (Nick Herbert) tabled new clause 12, which proposes that the Planning Inspectorate should be abolished and its functions carried out directly by the Secretary of State for Communities and Local Government. Planning law requires the Secretary of State to appoint an independent person to carry out appeals and plan examinations. The Planning Inspectorate carries out this function for the Secretary of State. Consistently, two thirds of all appeals support the council’s decision; only 1% of all planning applications nationally are overturned by appeal. The inspector’s role is to undertake an independent examination or appeal on behalf of the Secretary of State. We believe that, in the vast majority of cases, this role is carried out to the highest standards. We are always happy to discuss informally better ways of ensuring that our planning policy is fully understood by inspectors and councils alike.

[Rebecca Harris (Castle Point) (Con)]

I appreciate that the Minister is saying that two thirds of council decisions are upheld, but is he aware that sometimes the Planning Inspectorate is used as bogeyman or fairy-tale villain by large-unit developers or town planners, and the effect is, “Come on councillors, be good children, hurry up with your local plan, put in large sections of greenbelt development; otherwise the Planning Inspectorate will get you”? Wittingly or unwittingly, the Planning Inspectorate is being abused in this way.

[Hon. Members]

Hear, hear!

Infrastructure Bill [Lords]

Rebecca Harris Excerpts

Monday 8th December 2014 Commons Chamber

[Nick Herbert]

I strongly agree with my hon. Friend, and I share his concern. While all four of the district councils in my constituency are preparing responsible plans for the delivery of substantial numbers of houses, speculative applications are being made by developers who are circling villages like hawks. They want to get in quickly and secure planning permission that would otherwise not be given under the local plans but is being allowed in this instance because the planning inspector is taking a view of the provisions for five-year land supply that is excessive and unrealisable.

The inspectorate has just examined Horsham district council’s plan. It makes substantial provision for housing in the area to meet local need, but the five-year land supply provision presumes that building could take place at a rate that has never been achieved by the local authority and never could be, because it does not take account of the fact that developers did not build using the existing permissions that were given by the local authority in the years of the economic downturn. The five-year land supply provision is resulting in the allowing of developments in villages in my constituency that will damage the villages and erode green space between them that should be maintained, and runs against what local people seek in their neighbourhood and local plans.

If we are to deliver the localism that we promised, it is important for top-down intervention by the planning inspector to be prevented. After all, in our Conservative party manifesto we made this pledge:

“To give communities greater control over planning, we will…abolish the power of planning inspectors to rewrite local plans”.

If we believe in localism—if we want to put power and responsibility in the hands of localities through neighbourhood and local plans, which is already proving very successful, and which does not produce fewer houses but produces them by consent in the places where people want them—we should not allow a body that is based in Bristol to come in and effectively rewrite those plans, because that undermines the localism that we promised.

[Rebecca Harris (Castle Point) (Con)]

Does my right hon. Friend suspect that the planning inspectors are overriding local plans because they want to chase councils to make them hurry up and complete their plans? Could that be a deliberate policy?

[Nick Herbert]

I suspect that there is something in what my hon. Friend says, and that the purpose of pursuing a tough approach is to ensure that local authorities produce their plans as swiftly as possible. The four district councils in my constituency are proceeding as fast as they can, making very difficult and sometimes controversial decisions about where development should take place. Villages in the constituency are beginning to write neighbourhood plans which require a great deal of local effort from volunteers, which are complex, and which take time. It is unfair to penalise bodies that are making responsible decisions by allowing speculative applications that harm the process of building consent.

--- Later in debate ---

[Rebecca Harris (Castle Point) (Con)]

I support every part of this Bill. Like many Members, I want to focus on part 5 and talk about energy security and fracking.

As far as I am aware, there is no possibility that we have a great shale reserve under the estuarial mud of Castle Point. However, residents in my constituency have enormous experience of living very close to two major top-tier COMAH, or control of major accident hazards, sites and have a connection to the UKOP and GPSS—United Kingdom oil pipeline and Government pipeline and storage system—networks. Some hon. Members—I do not think any of them are in the Chamber today—might remember an exceptional speech given by my illustrious predecessor, Sir Bernard Braine, who talked out a previous infrastructure Bill, the British Railways Bill, in order to prevent an oil refinery from being built on Canvey Island. We have enormous experience of what it is like to live near critical infrastructure and to be concerned about it and campaign on it.

Energy security is rightly a key concern of this Government, but it is also vital that communities support the resulting new infrastructure, especially if they may have to live with it for many decades to come. We have talked a lot about safety, security and trust. We need two things for buy-in from local communities: first, to ensure that they benefit from the presence of the infrastructure or the extraction of the resource; and secondly, to ensure that they have complete confidence in the safety of the operation and the risk management regime that is in place. Clause 40 and the various community profit-sharing agreements cover the first requirement quite nicely for fracking activities, but it would be valuable to have such compensation schemes for all newly registered top-tier COMAH sites and infrastructure sites. My hon. Friend the Member for Wealden (Charles Hendry), who is no longer in his place, spoke about the need for more gas storage, which is a pertinent thing that the Government should be looking to make sure we achieve.

Needless to say, my constituency would have benefited enormously if such a scheme had been in place many decades ago when the oil and gas tanks sprang up on Canvey, although the current owners of the sites, Calor and Oikos, have become, with a little gentle prodding from me and Councillor Ray Howard, very good neighbours that give generously to the community. They have gone to great efforts to remove tanker movements from our roads after the very cold winter of 2012 when a lot of that was going on.

If these sites are to go forward, we need, from the absolute outset, clarity about the location, about the proximity to schools and to homes that will be acceptable, and about whether tanker movements will be required. We need the Government to have a very clear safe-siting policy, as advocated by my constituent George Whatley, who is a founder member of the former People Against Methane campaign in my constituency. Whichever areas are chosen for any critical infrastructure, local communities must know what to expect from the very beginning, and must be on board with that.

It is most important that we secure confidence in the safety regime, which is the hardest thing to achieve. We have a complicated safety regime in this country. We hear that it is the best in the world. I have investigated it many times, and that definitely seems to be the case. However, it is complicated and confusing. People always fear that faceless bureaucrats or profit-hungry businesses are not telling them the whole story, and that in any regime where the operator is doing the monitoring, a tick-box exercise is occurring and there is no transparency in the system. We can talk about bringing in new regulations and higher standards, and of course we want to have absolutely the highest standards, but they mean nothing if the public do not understand them and cannot make sense of them, and there is a lack of transparency about the process.

With fracking, in particular, it is vital that people living in residential properties have confidence in what is a new and popularly controversial process, because it is going on right under their feet. During a debate in the media on fracking in Scotland, the trade body Oil & Gas UK asserted:

“The underground activity of fracking will not be noticeable at the surface and will not impact on the enjoyment landowners have of their property.”

The first part of that statement may well be perfectly accurate, but I can certainly see that the loss of peace of mind someone may have if they are not confident in the safety of this could result in quite a considerable loss of enjoyment of their property if it is happening under their feet. It is vital that we instil confidence and do not just say that we have a great safety regime, but make people understand that and see it. Complete transparency and accessibility for the community is required.

The regulatory regime on fracking, which is administered primarily by the Health and Safety Executive in collaboration with the Environment Agency, with heavy involvement by the Department, seems to be extensive, but because a number of agencies are involved in different regulatory roles, it could hardly be called particularly transparent and easy for the public to understand. I suggest that at some point the Government consider a way of bringing in local reps or intelligent observers who can provide local confidence. We need not just men with clipboards and letters after their names, but a local rep who is totally independent, and who is not even a member of the council, because that might be interested in administering some of the planning gain from these sites.

The HSE’s 2012 guidance on fracking makes reference to “other interested parties”. I wonder whether there is the capacity for those people to attend meetings with the operators and the regular on-site inspections held by the HSE and the Environment Agency, because these have the greatest capacity to boost the transparency of safety and risk management operations. Perhaps the Minister could confirm whether there is scope for such local representatives to count as other interested parties under the regulatory document. I urge the Government to include that provision in the regulatory regimes for all significant sites in our nation’s infrastructure policy in future. Without a clear, transparent, understandable regime, no amount of officialdom telling us that we have the best regime in the world will satisfy local communities if they do not understand it.

Oral Answers to Questions

Rebecca Harris Excerpts

Thursday 25th April 2013 Commons Chamber

[Norman Baker]

Quality contracts were on the statute book, put there by the Government that the hon. Lady supported. It was open to them to take whatever steps they wanted, but they did not take any of the steps that she is now advocating. The two schemes are not mutually exclusive. In response to an Adjournment debate a few days ago which one of her colleagues introduced, I made it plain that if operators behaved inappropriately, it would be possible for better bus area funding to be provided under those circumstances.

[Rebecca Harris (Castle Point) (Con)]

3. What steps his Department is taking to reduce congestion on the road network in south Essex; and if he will make a statement.

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

Tackling congestion as a barrier to growth is a key issue for the Department. In Essex we have invested in major schemes, such as the £63 million improvement to the Sadler’s Farm junction on the A13, funded schemes to tackle pinchpoints on both the strategic and the local roads, and provided £5.3 million of additional funding for maintenance in Essex to ensure that its roads are of the highest quality.

[Rebecca Harris]

We are grateful for the improvements that we have already seen in south Essex, but the Minister is aware of the long-running campaign for a third road off Canvey Island, having visited the area himself. Local residents and local business leaders in particular think the case for a third access road is now more compelling than ever in terms of growth, because of the many business developments taking place along the Thames Gateway. Will the Minister or the Secretary of State meet me and others to discuss the business case for a third road?

[Stephen Hammond]

I am grateful to my hon. Friend for pointing out that I am well aware of her long-running campaign, and I pay tribute to her and her county councillor Ray Howard for the work that they have done on the scheme. I or my the Under-Secretary of State for Transport, my hon. Friend the Member for Lewes (Norman Baker), would be delighted to meet her and to discuss the need for a third access road.