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Mr. Gregory : To ask the Secretary of State for Transport what performance targets he set British Rail for the number of trains which arrive on time during (a) 1989 and (b) 1990 ; what was the performance against target ; and if he will make a statement.
Mr. Freeman : British Rail's current quality of service objectives were set in December 1989 by my right hon. Friend, the member for Hertsmere, to cover a three-year period from April 1990 to March 1993. BR's quality objectives for InterCity and Network SouthEast were set by the Government in October 1986 and covered the period up to the end of March 1990. Quality objectives for regional railways were first set in July 1989. The performance of each sector against their separate objectives is shown in the attached table :
British Rail performance: Punctuality InterCity Punctuality |Objective |1989-90 |1990-91 |Per cent. |Per cent. |Per cent. --------------------------------------------------------------- +/- 10 minutes |90.0 |84.2 |86.2 Note: 1990-91 figures for InterCity cover period 1 April 1990 to 31 December 1990.
Network SouthEast Punctuality |Objective |1989-90 |1990-91 +/- 5 minutes |Per cent. |Per cent. |Per cent. ---------------------------------------------------------------------- AM peak |88.0 |84.1 |87.5 PM peak |88.0 |81.1 |83.8 All day |92.0 |89.6 |90.5 Notes: (1) Objectives for NSE were revised 1 April 1990 from 87.5 per cent. for AM and PM peaks and 90.0 per cent. for all day. (2) 1990-91 figures for NSE cover period 1 April 1990 to 2 February 1991.
Regional Punctuality |Objective |1989-90 |1990-91 |Per cent. |Per cent. |Per cent. --------------------------------------------------------------- Express and longer rural +/- 10 minutes |90.0 |91.0 |90.0 Urban and shorter rural +/- 5 minutes |90.0 |90.0 |89.5 Note: 1990-91 figures for Regional cover period 1 April 1990 to 2 February 1991.
Mr. Steinberg : To ask the Secretary of State for Transport if he could list the amount spent on research and development by British Rail for each year since 1979.
Mr. McLoughlin : This is a matter for British Rail. The information is not immediately available in my Department.
Mr. Harris : To ask the Secretary of State for Transport if he will publish the detailed recommendations of the regional controllers on the implementation of the review of the auxiliary coastguard service.
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Mr. McLoughlin : It is not normal practice to publish the advice of officials to Ministers. However, I would be willing to discuss the outcome of the review with the hon. Member before reaching decisions.
Mr. Harris : To ask the Secretary of State for Transport if he will place in the Library a full copy of the review of Her Majesty's coastguard sector organisation and auxiliary coastguard service.
Mr. McLoughlin : No. But I have made widely available a summary of those points of the review that are likely to be of interest outside the coastguard service.
Mr. Cormack : To ask the Secretary of State for Transport what the next stage in the Government's policy of encouraging
privately-financed roads infrastructure will be.
Mr. Rifkind : The Government are committed to greater use of the private sector in providing transport infrastructure. I have now decided to seek views on the suitability of the western orbital route for a private finance competition.
The scheme has been planned hitherto as a public sector road. But I believe that the private sector should be given the opportunity to play the leading role in designing, planning, building and operating this road and financing it by tolls paid by the motorist. Of course, the Government are concerned to achieve the most cost effective provision of roads, and so will choose the option which offers better value for money. The costs and benefits of private sector proposals for the western orbital route will therefore be compared with those of the public sector alternative.
Private sector involvement can provide the opportunity for more and better transport provision, relieving congestion whilst safeguarding the environment. Market disciplines should lead to greater efficiency and innovation. The private sector costs would not be subtracted from total public sector provision.
There will be full safeguards for the environment and for local people, if a private sector scheme goes ahead. The Department of Transport will be looking for proposals for a privately financed road on broadly the same route as that already announced.
Extensive environmental protection, including sensitive landscaping, would be a dominant feature of the proposed public sector scheme. Any private sector scheme would be required to achieve the same environmental standards, and a full environment assessment carried out.
If the privately-funded scheme goes ahead authorisation will be sought under the new procedures proposed under the New Roads and Street Works Bill. This means that those affected by the road would have the same opportunities to voice their opinions as if the road were a public scheme. And the arrangements for compensation of owners of land or property would be exactly the same as if the scheme were publicly-funded.
I would aim for a private sector road to be completed at approximately the same time as the public sector scheme, that is towards the end of the 1990s.
This is a major new opportunity for the private sector to provide roads, and good news for the west midlands. It shows that the private finance initiative goes from strength
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to strength. I look forward to seeing an imaginative response from industry to get this road built as quickly as possible.The positive benefits of this scheme are enormous. It would reduce congestion on the existing M5 and M6, and improve access to the western side of the west midlands conurbation, and therefore assist in the economic regeneration of the inner city areas, particularly in the black country.
We would ensure that the positive benefits of this route for the west midlands are protected by seeking from bidders a road which achieves the objective of relieving the present M5 and M6 within the conurbation and provides better connections to the national motorway system for Dudley and Wolverhampton.
Mr. Janner : To ask the Chancellor of the Exchequer how many and what percentage of officers in each grade (1-7) and overall in the Treasury are (a) women and (b) from ethnic minorities respectively.
Mrs. Gillian Shephard : The information requested in respect of grades 1 to 7 is shown in the table. The proportion of Treasury staff who are women is 43 per cent. Ethnic origin data is held for 84 per cent. of Treasury staff and of this total just over 7 per cent. are from ethnic minorities. All figures reflect the position as at 28 February 1991.
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