Road Safety

Stephen Twigg Excerpts

Monday 5th November 2018 Commons Chamber

[Stephen Twigg (Liverpool, West Derby) (Lab/Co-op)]

Tonight I will talk about Bobby Colleran and Livia Galli-Atkinson. Bobby Colleran was a bright, fun-loving boy. As his mum Joanne put it, he was “cheeky but charming”. The middle child, he adored his brothers. On 24 October 2014, while Bobby was walking home from Blackmoor Park Infant School with his mum, he was knocked down and killed. He was six years old. The incident sent shockwaves around my constituency and Liverpool as a whole. The coroner said

“when a six year old dies in these circumstances, it affects the whole city”.

In the aftermath of that tragedy, the Bobby Colleran Trust was created to encourage and promote better road safety awareness for children, parents and schools. One of the ways they have done that is by encouraging schools to introduce “Bobby zones”, which are designed to slow down traffic, prevent the unnecessary build-up of vehicles and ensure a maximum speed of 20 mph. If people drive around Liverpool, they will see a “Slow down for Bobby” banner outside pretty much every primary school. I want to keep that legacy going by making sure that the challenge is taken up not only across Merseyside but throughout the country. I urge the Minister to make that happen.

When I was the MP for Enfield, Southgate, a similar incident happened in my then constituency. Livia Galli-Atkinson was just 16 when she was killed on her way to ballet on 12 January 1998. A driver had mounted the pavement behind her. Last Tuesday would have been her 36th birthday. Out of that tragedy arose the annual Livia awards. The Livia award for professionalism and service to justice is an annual award given to a Metropolitan police officer in the traffic operational command unit who is judged to have provided the most meritorious service. I have had the privilege of chairing the Livia awards since its inception and of seeing some of the exemplary professional commitment shown by police officers in often harrowing circumstances. Next week will be the 20th anniversary of the award and all colleagues are welcome to attend the annual awards ceremony at 7 pm next Monday.

Let us learn the lessons from the families of Bobby and Livia. I pay tribute to my good friends, Bobby’s parents Joanne and David, and Livia’s parents Guilietta and George, who have gone above and beyond to ensure that no other child is hurt or dies on our roads. I pay tribute to them as I pay tribute to the fantastic campaigning organisations such as Brake and RoadPeace, which have made such a big difference. As we have heard, though, in recent years the decline in the numbers of deaths on our roads has stagnated. Indeed, last year the number of deaths on our roads was at its highest since 2011. We must do better. Targets are not a panacea, but they demonstrate a determination. I urge the Minister to look into the reintroduction of national casualty targets as part of the Government’s strategy.

Let me finish by saying something about the global challenge. Road casualties are a major killer, particularly in some of the world’s poorest countries. The death or injury of a family member can further entrench poverty, leaving a family without a breadwinner or without the capacity to work. That is part of the reason why, as my hon. Friend the Member for Reading East (Matt Rodda) said, the sustainable development goals include targets to cut the numbers killed and seriously injured on the roads. The 2015 United Nations global goals include SDG 3.6, which is to halve the number of deaths and serious injuries on the world’s roads by 2020. That is in two years’ time. This has been declared the decade of action for road safety.

As part of our inquiry into the global goals, the International Development Committee found

“a worrying lack of engagement in the SDGs across Government.”

Next year, the United Kingdom will submit itself to the United Nations for a voluntary national review of progress on the goals. Will the Minister tell us how the Department for Transport will take part in that review? I urge the Department to make road safety a priority for its participation in the national voluntary national review, and I urge the Minister to work on road safety with his colleagues in the Department for International Development, because if we are to achieve the goals, Departments working together will have the biggest impact.

Around the world, 3,500 people die on the roads every day. Every single death or injury is one too many. Let us reaffirm our responsibility to do all we can to achieve the vision of zero deaths and serious injuries on our roads.

Road Safety (Schools)

Stephen Twigg Excerpts

Thursday 13th September 2018 Westminster Hall

[Stephen Twigg (Liverpool, West Derby) (Lab/Co-op)]

I beg to move,

That this House has considered road safety around schools.

It is a pleasure to serve under your chairmanship, Mr Evans. I thank the Chairman of Ways and Means for granting time for this debate. I am pleased that we have the opportunity to discuss an issue of national and international significance, which has had a profound effect in my constituency.

Bobby Colleran was a bright, fun and loving boy. He was good at football. He loved playing cowboys and Indians, and he loved his Xbox. As his mum put it, he was, “Cheeky but charming.” He was,

“his own person and didn’t care what anyone thought.”

He loved his family and friends, and would not allow anyone to be upset or alone when he was around.

Bobby loved his nan and his grandad Richie—“Grandy,” he called him. He loved his mum, Joanne, and his dad, David. He was the “Most loving little boy.” Bobby was the middle child and he loved it that way. He had his big brother, Harry, and his younger “twinnies”, Frankie and Georgie. When his younger brothers started school, Bobby would stand by the nursery railing every day at playtime, to check that they were okay and to talk to them. He had a big, caring heart.

On 24 October 2014, while Bobby was returning home from Blackmoor Park Infant School with his mum, he was knocked down and he died. He was six years old. The incident, when it happened, sent shockwaves around my constituency of West Derby, and around Liverpool as a whole. The coroner said:

“When a six year old dies in these circumstances, it affects the whole city.”

As the local community mourned, questions were asked about how this could have happened outside a school. In the aftermath of Bobby’s death, the Bobby Colleran Trust was created. The trust works hard to encourage and promote better road safety awareness for children and parents, and throughout the education system, to help prevent future tragedies. We are here because we need to ensure that roads around schools are safe for children and parents, because we want to see changes in the law that will make the areas around schools less dangerous, and because we owe it to Bobby and his family to make it clear that an incident of this nature should never happen again.

The Bobby Colleran Trust is leading the way in encouraging local authorities and the Government to make our roads safer. I am pleased to say that it has had a lot of success in the city of Liverpool. People across Liverpool applaud and endorse its efforts to make roads near schools safer. One way it is doing that is by encouraging schools to introduce Bobby zones. If you drive around Liverpool, Mr Evans, you will see huge banners outside schools with the straightforward slogan, “Slow Down for Bobby”, next to a picture of his face. In fact, every primary school in Liverpool now has a Bobby zone banner, which is a testament to the Colleran family’s ceaseless work for Bobby’s legacy.

I also want to put on the record my thanks to Radio City in Liverpool, which has supported the Colleran family and the Bobby Colleran Trust since its creation. I am pleased that Adam from Radio City is here today, along with the Colleran family. They have used the medium of radio to raise awareness of Bobby zones and the “Wear Blue for Bobby” campaign.

Bobby zones are designed to slow down the traffic around schools and prevent the unnecessary build-up of vehicles. The maximum speed limit in a Bobby zone is 20 miles per hour. No dropping-off or picking-up is allowed in the Bobby zone, even when the traffic appears to be at a standstill. Drivers should not park on the pavement in any manner within these zones, as that can force pedestrians into the road, which can act as a further distraction to other road users. Drivers should not park in locations that could block the walkway for children and parents. Drivers should be extra vigilant in these zones, and aware that the surrounding area is full of children and their families.

I know that there is an appetite for such measures right across the country. In the past 24 hours, just on social media, I have had responses from parents, campaigners and others from right across our country. In July, for example, there was a furious row at a meeting of Manchester City Council, where discussions were held about which schools in Manchester should get new safety crossings. Earlier this year, two children were knocked down outside Crossacres Primary School in Wythenshawe, Manchester. According to the council’s road safety sub-committee, there were 48 serious incidents outside Manchester schools from 2014 to 2016. A legally enforced Bobby zone outside those schools might have prevented some of those incidents from happening in the first place.

Bobby zones have probably already saved lives in Liverpool. In a cruel twist of fate, earlier this year, on what would have been Bobby’s 10th birthday, another pupil from Bobby’s school, Blackmoor Park, was knocked over in nearly exactly the same spot as Bobby. Paramedic Gary Earps, who had just picked up his daughters from the school, saw the incident and rushed over to help. Fortunately, the pupil suffered only a broken leg, but it could have been a great deal worse. In an interview with Radio City, Gary said that he believed that the Bobby zone had saved that child’s life. He said:

“If what happened…is a prime example, then a life’s been saved because of this. You’re not going to eradicate incidents, but what you can do is put measures in place to minimise injury or death ultimately… I think every school in the country should have these zones where the speed limit is low.”

Bobby zones are now in effect outside every primary school in Liverpool, but that alone is not enough. Like Gary, I would like to see a Bobby zone outside every school across our country. The small changes that drivers and other road users can make will have a lasting impact on the safety and security of roads around schools. Does the Minister agree that every school should have a Bobby zone? If so, what action will the Government take to make that a reality?

The Bobby Colleran Trust did not stop at Bobby zones. It has developed very helpful education tools for schools to use to help educate their pupils about road safety. One such programme is the “Superbob!” books, developed and written by local author Jude Lennon. Superbob is, as we might imagine, a bit of a superhero. His most important job is not to fight crime or take on the bad guys, but to help people cross the road safely. The aim of the book is to create an interactive, fun, educational resource that can be used in primary school assemblies. It has been taken up not only in Liverpool but across the north-west of England. Since the book was launched, Jude Lennon has visited hundreds of schools and spoken to nearly 60,000 children about staying safe on the roads. Indeed, the book was such a huge success that it spawned a sequel, and earlier this year “Superbob S.T.O.P: Superbob Tells Off Parents” was released.

The trust has also given out around 15,000 high-visibility jackets for pupils, which make students more visible when they go to and from school, particularly in winter, and therefore easier for road users to spot. In April, the trust established a children’s bereavement counselling service in conjunction with Aquarius counselling. The service provides support to grieving children and young people between the ages of five and 19 living across Merseyside, in Liverpool, Huyton, Knowsley and Sefton. The counselling team provides therapy in creative ways, for example through artwork, music, role play, storytelling and dance. The trust has done so much good work in Bobby’s name that in some ways it is hard to put into words. The passion with which the Colleran family have pushed the issue speaks to their heartfelt desire to ensure that no child is knocked down or killed outside school ever again, and I want that to become a reality, too.

I have been a long-standing supporter of improving road safety and, in particular, recognising those who respond in the immediate aftermath. In my previous tenure as the Member for Enfield, Southgate, a similarly tragic incident led to my becoming chair of the Livia awards. The Livia Award for Professionalism and Service to Justice is an annual award given to the Metropolitan police officer in the traffic operational command unit judged to have provided the most meritorious service. It arose from an exceptional circumstance: the untimely, tragic and avoidable death of Livia Galli-Atkinson, who was killed in Enfield on her way to ballet on 12 January 1998. I have proudly chaired the Livia award panel for almost 20 years. I pay tribute to Livia’s parents, Guilietta and George. Like Joanne and David Colleran, they are dedicated campaigners for road safety.

In 2003, when I was an education Minister, I was pleased to speak at the first Safe Routes to School conference in Leicester, which had been organised by the charity Sustrans. The Safe Routes to School programme was set up by the previous Labour Government to support infrastructure developments around school catchment areas and clusters to make it easier and safer for pupils to walk or cycle to school. Surveys show that one of the main barriers for parents allowing their children to walk or cycle is concern for their safety along the way. The fund was set up to mitigate such concerns by building cycle paths and walkways, laying down road markings and introducing clearer signage to help get pupils to school safely. The Scottish Government still run a similar scheme. Will the Minister update the House on the status of safe routes to school now in England?

Every month, almost 200 children receive life-threatening injuries or tragically lose their life while crossing a road in our country. Evidence shows that 11 and 12-year-olds are the most at-risk group when it comes to road safety. An 11-year-old pedestrian is three times more likely to be killed or seriously injured during the school run than a 10-year-old. That age group accounts for almost one third of all child pedestrian deaths. The statistic is striking, and I understand that the main explanation is that 11 is the age at which many children get their first mobile phone. Nearly a quarter of 11 and 12-year-olds say that they have been distracted when crossing a road because of a mobile phone or MP3 player.

I am told that the term for such people is “smombie”, which we think means a smartphone zombie. So-called smombies put themselves at risk by not paying attention to the road, but it also puts drivers under more pressure and risks unnecessary incidents. In fact, in some states of the United States and in Abu Dhabi, it is illegal to cross the road while using a mobile phone. I am really pleased to hear that First News will be running a big campaign on this specific issue during Road Safety Awareness Week in November to try to educate children about the dangers of not paying full attention when crossing the road.

It is vital that children and young people have road safety education and skills from the youngest possible age so that they can continue to put those into practice in their teens and then in adulthood. That is one of the reasons why the Superbob books are so important; they teach children a lifelong lesson—the often neglected lesson—of how to cross a road safely. What are the Government doing to ensure that all students are given high-quality road safety education in schools across the country?

Since 2010, the Government have increasingly sought to devolve transport powers to local government and to city regions. Of course, that brings with it some benefits as it allows local areas to adapt their roads and transport to local needs and priorities. However, safety around school is an issue of national significance, so I urge the Government to develop and update their national framework in conjunction with schools, the police and local authorities to ensure that best practice is enforced throughout the country.

In 2010, when the current Chancellor of the Exchequer was the Secretary of State for Transport, he told the Transport Committee,

“We have not ruled out”

a new national road safety framework. Indeed, the coalition Government released the framework in 2011, but it lacked specific recommendations on how to deal with road safety around schools. Do the Government have any plans to update the road safety framework? If so, will they consider the specific set of issues of safety around schools, including my suggestion that Bobby zones be taken up as a national priority?

Unfortunately, last year we saw in this country a small increase in the number of deaths on the road after a long period in which in most years the figures declined. In 1990 more than 5,000 people were killed on the roads. The figure for 2017 was 1,792. That fall is hugely welcome and is in part down to the extraordinary campaigning of organisations such as RoadPeace and Brake, and of course the Bobby Colleran Trust. However, 1,792 deaths is still 1,792 deaths too many. We have some of the safest roads in the world, but that does not mean we can be complacent. We must instil best practice, ensuring that roads around our schools are safe for children and families, and listen to groups that have been working on the issue, such as the Bobby Colleran Trust, which are out in the community making changes to people’s lives and wellbeing.

I would like to take this opportunity to invite the Minister to meet me and the Colleran family in Liverpool. I know that he met them briefly at the beginning of the debate this afternoon, and I thank him for that, but if he has the chance to come to Liverpool he will see the schools with their Bobby zone banners and gain an appreciation of the city-wide impact that Bobby’s death had, and the city-wide effect of the campaigning efforts of his family and the trust. I wish, of course, that we were here debating the issue in less tragic circumstances, but we have an opportunity to learn the lessons from the death of Bobby Colleran and to do everything in our power to ensure that no other child is hurt or dies on our roads. In many ways, Bobby has left a wonderful legacy: 60,000 children are better educated about road safety, there are Bobby zones in every primary school in Liverpool, and now there is a special bereavement service for young people and children across the north-west of England. Let us keep Bobby’s legacy going by making sure that every school in the country has a Bobby zone, and by keeping pupils and their families as safe as we can.

--- Later in debate ---

[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.

[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.

[Stephen Twigg]

I thank the Minister for his comprehensive, thoughtful and reflective response. In particular, I am grateful for his comment that he will treat what I said during the debate as an input into the safety review. I will ensure that additional information is available from the Bobby Colleran Trust, Liverpool City Council and Merseyside police to assist in those efforts.

I thank colleagues from all parties who participated in the debate. I am grateful to the hon. Member for Bexhill and Battle (Huw Merriman) for undertaking to raise some of these issues in the Transport Committee, and I pay tribute to my hon. Friend the Member for Poplar and Limehouse (Jim Fitzpatrick), who was the road safety Minister and is tireless in raising the international dimension. The sustainable development goals are so important in tackling poverty and inequality around the world. Road safety is one of the major killers in many of the poorest countries. I pay tribute to Fire Aid, which is an absolutely brilliant organisation. On the issue of targets, the UK submits itself to the UN for a voluntary national review next year as part of the sustainable development goals, and I encourage the Department for Transport to consider making road safety a priority for its submission as part of the wider voluntary national review.

I thank the hon. Member for Strangford (Jim Shannon) for reminding us that, although the focus of this debate has been on England, there are many similar challenges in Northern Ireland, Scotland and Wales. I, too, remember the green cross code and learning about safety on our roads in that way when I was a child. I thank my hon. Friend the Member for Kingston upon Hull East (Karl Turner) for agreeing to meet the Bobby Colleran Trust, and for all that he said today.

We have had a very positive debate. It is one of the strengths of Westminster Hall that we get these opportunities to demonstrate cross-party concern on behalf of our constituents. I am very pleased that the family has been here to hear the debate. I know that they will be encouraged by what has been said, but the test is what we do after the debate. We must ensure that we learn, and we have a real opportunity, with the review that the Minister described, to have Bobby zones not only in Liverpool but right across the country.

[Mr Nigel Evans (in the Chair)]

On behalf of all parliamentarians and those who work in Parliament and in the processes of government, I pass on our deepest condolences to the family. I commend the fact that, through you and your work, Bobby has a living legacy that is saving lives.

Question put and agreed to.

Resolved,

That this House has considered road safety around schools.

Rail Timetabling

Stephen Twigg Excerpts

Monday 4th June 2018 Commons Chamber

[Chris Grayling]

I absolutely agree with my hon. Friend. We need to work together to make sure that we get some services back to Piccadilly, which I know is very important to so many of his constituents. He and I will work together on that.

[Stephen Twigg (Liverpool, West Derby) (Lab/Co-op)]

Does the Secretary of State recognise the very deep anger among Northern Rail passengers in Liverpool and elsewhere about what has happened? Let me press him on the issue of compensation. He says that there will be a special compensation scheme. In the past week, constituents have been in touch who have had only partial compensation because they hold a Merseytravel Trio ticket and Northern will not compensate them for that part of the journey. Surely appropriate redress must mean full compensation for every passenger.

Guards on Merseyrail Trains

Stephen Twigg Excerpts

Wednesday 22nd November 2017 Commons Chamber

[Paul Maynard]

I heard the hon. Gentleman’s point earlier. My response is that that is not Government policy and nor do I ever see it being Government policy while my party remains in power. The opportunity to have a public monopoly on our railways may be in the interest of the Labour party, but it is not in the interests of passengers.

The agreement with Merseytravel is worth hundreds of millions of pounds. Indeed, the grant for 2017-18 alone is close to £82 million. This framework gives the transport authority the confidence necessary to plan major long-term investments. That is why the quality of train services, stations and the whole experience of travelling on the Merseyrail network have been transformed since 2003. Indeed, Merseyrail has to be seen as an exemplar for the value of devolution and for local decision making where that is appropriate and practical.

On the day of devolution, Merseytravel rightly stated that its ambition was to shed the label “Miseryrail” by putting passengers first. Within a year, the first results of this transformation were apparent. Passenger satisfaction was up, particularly in relation to punctuality and the way in which passenger requests were handled. By autumn 2004, Merseyrail was top of the national customer satisfaction league for the first time in its history, and since 2008, satisfaction has never dropped below 90%.

A major contributor to this success story has been the collaborative partnership between the operator and Merseytravel within a concession agreement that also sets out a demanding service specification. The flexibility of local control has allowed both parties to develop a stream of initiatives to increase capacity, to tailor fares and services to local markets, to enhance trains and stations—such as Liverpool South Parkway, which I know well—and to improve punctuality.

[Stephen Twigg (Liverpool, West Derby) (Lab/Co-op)]

I hope that the Minister will respond to the point made by my hon. Friend the Member for Liverpool, Walton (Dan Carden) about the £32 million cut in central Government funding for Merseytravel, which is forcing it to make decisions that it would not want to make if it had the funds available.

[Paul Maynard]

As I have said, we have committed £82 million in this calendar year, which will give Merseytravel the confidence to make investments in rolling stock. It can choose how to invest that money. I think that Labour Members would be deeply disappointed, or indeed apoplectic, if I were to start questioning the decisions of the elected city Mayor of Liverpool or of the city region Mayor. The point of devolution is that local people have to take these decisions, through their representatives, and that is what they are doing.

The investment that we have made facilitated the operation of longer trains in 2008 and the doubling of Liverpool to Chester services in 2010. In 2014, Merseyrail also invested £3 million to make a second fleet refurbishment possible. Those are all examples of investment occurring in Merseyrail. Indeed, Merseytravel and Merseyrail have regularly jointly funded extra late-night trains during special events and trains on Boxing day, and this approach has been a great success. Passenger demand has consistently exceed targets. It has grown over 30%, from 27 million passengers a year to well over 35 million now, and it is approaching the point where the current train fleet, one of the oldest in the UK, will need the £460 million investment in new trains that will be rolled out for passengers by 2020.

In closing, I hope that I have been able to demonstrate how the public-private partnership between Merseytravel and Merseyrail has helped to transform rail services in Liverpool over the past 14 years, and that there is no reason to suspect that local politicians in Liverpool are unable to take decisions in the interests of their city region.

Coastguard Modernisation

Stephen Twigg Excerpts

Thursday 14th July 2011 Commons Chamber

[Mr Hammond]

I am grateful to my hon. Friend for the measured way in which she makes her point. First, her constituents, like anybody else, will of course be able to respond to the consultation, but the consultation itself is limited to the issues that represent changes from the previous consultation. The coastguards employed at Brixham are civil servants. They will be entitled to be considered for deployment elsewhere in the civil service. Wherever possible—and where they are willing—we will look specifically to secure their knowledge and experience by redeploying them to other stations that will remain open. This process will take place over a number of years; it is not going to happen overnight. If at the end of that process there are people remaining who cannot be accommodated elsewhere in the service, they will be offered voluntary redundancy terms. We hope that it will not be necessary to make compulsory redundancies, and any that are made will be made only as a last resort.

[Stephen Twigg (Liverpool, West Derby) (Lab/Co-op)]

There will be considerable anger in Liverpool at the Secretary of State’s announcement today. Can he tell the House how many jobs will be lost in Merseyside as a result of this decision, and what account, if any, he has taken of the concerns expressed by the Merseyside fire service about the implications for safety at sea?

[Mr Hammond]

We have taken account of all concerns that have been expressed to us through the consultation process. The hon. Gentleman will know that under the previous proposals, the Liverpool centre would have been reduced to 10 posts; therefore, today’s announcement that it will close represents a net loss of 10 further jobs. He should also know—as he indeed does know—that my hon. Friend the shipping Minister has bent over backwards to try to accommodate the aspirations of Liverpool city council to change the status of the cruise liner terminal in Liverpool in a way that will create jobs and enhance the status of the city.