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Mr. Norris: The Commission has competence to regulate in the area of vehicle standards and, in the case of seat belts in buses and coaches, has introduced standards covering both the seating positions which should be provided with belts and the standards the installations should meet. These requirements are contained in directives 76/115/EEC and 77/541/EEC, both as amended, which cover anchorages and seat belts respectively. Member states may not impose construction standards which go beyond the provisions of those directives.
Aircraft Noise
Mr. Mackinlay: To ask the Secretary of State for Transport if his proposed scheme for the control of noise of night flights at London's airports incorporates (a) the period of 2300 hours to 0700 hours currently defined as "the night period" and (b) the period of 2330 hours to 0600 hours currently defined as "the night quota period". [36703]
Mr. Norris: Yes. The hours of "the night period" and "the night quota period" were confirmed in my announcement on 16 August 1995 stating that the night
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flying restrictions at Heathrow, Gatwick and Stansted from winter 1995 96 to end of summer 1998 would remain as previously announced on 6 May 1994.Mr. Mackinlay: To ask the Secretary of State for Transport what account his proposed scheme for the control of aircraft noise at night in and around London's airports takes of the proposed reductions in the length of the night quota period; and if he will make a statement. [36704]
Mr. Norris: The current hours of night quota period were announced on 6 May 1994 and confirmed by my announcement of 16 August 1995. Both the current movements limits and noise quotas apply to the 2330 to 0600 period but there are also restrictions on the noisiest types of aircraft from 2300 to 2330 and from 0600 to 0700. There are also fewer types of aircraft exempt from the current night restrictions than under the 1988 93 restrictions.
Ms Walley: To ask the Secretary of State for Transport if he will list by airline company the number of noise limitation breaches committed over the last 12 months at Heathrow airport. [36711]
Mr. Norris: Penalties for infringements of the noise limits set by my right hon. Friend are imposed by Heathrow airport Ltd. The airport company provides information on the infringements and on the fines collected to the Heathrow Airport Consultative Committee. I have asked the company to send the reports for the last 12 months to the hon. Lady.
Accident and Disaster Reports
(Implementation of Recommendations)
Ms Walley: To ask the Secretary of State for Transport which recommendations from the report of the Herald of Free Enterprise disaster have not yet been implemented; for what reasons; and what is the target implementation date. [36660]
Mr. Norris: All the recommendations of the court of inquiry into the loss of the Herald of Free Enterprise have been taken forward. After consultation and consideration, one recommendation was not supported at the time and some others were not developed further in the light of subsequent technical appraisal, or were taken forward in ways different to those recommended by the inquiry for reasons of technical practicality or because of international developments. Two long-term recommendations of the court of inquiry were not implemented. These were the recommendation that roll-on roll-off passenger ferries should have dedicated pumps capable of stripping at a rate of at least 600 tonnes an hour and that there should be drain valves which must be controlled remotely and operable from the bridge.
Both recommendations were considered, but after consultation were felt to be unnecessary because, in practice, existing drainage arrangements could already cope with amounts of water approaching these levels. Moreover, pumps of the size recommended could not cope with the significantly larger volume of water involved in catastrophic flooding as occurred on the Herald of Free Enterprise and, indeed, on the Estonia. There may also be difficulties in guaranteeing power
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supplies in situations of catastrophic flooding. Automatic drain valves are now fitted as a matter of course, so there is no need for their remote control.Two long-term recommendations were implemented in alternative ways. These were the recommendations that the freeboard from the margin line to the vehicle deck should be increased to a minimum of perhaps 1 m, and that attention should be given to recommendations were addressed through an extensive research programme and the subsequent adoption of the SOLAS 90 survivability standard for existing ships. The Government believe that there are no recommendations left to be implemented. All have been considered and action taken where appropriate.
Ms Walley: To ask the Secretary of State for Transport if he will list the recommendations from the report of the Manchester airport disaster in 1986 that have not been implemented, the reasons why and the target date for implementation. [36667]
Mr. Norris: The air accidents investigation branch made 31 safety recommendations in the report into the Manchester airport accident. All of the recommendations were addressed to the Civil Aviation Authority. The CAA reports that only recommendation 4.31, which concerns fire hardening of the aircraft hull, has yet to be brought to conclusion. The research in this area is being carried out jointly by the joint aviation authorities and the US federal aviation administration. It is not possible to predict when action on this recommendation will be complete. The status of AAIB recommendations made to the CAA is contained in "Civil Aviation Publication 652: Progress Report 1995".
Ms Walley: To ask the Secretary of State for Transport if he will list the recommendations from the report of the Kegworth aircrash that have not been implemented, the reasons why and the target date for implementation. [36666]
Mr. Norris: The air accidents investigation branch made 31 safety recommendations in the report into the Kegworth aircrash, all of which were addressed to the Civil Aviation Authority. Recommendation 4.09, to fit indicator warning devices alerting pilots of maximum engine vibration levels, was initially accepted but later rejected following extensive consideration. The CAA reports that only recommendations 4.23 and 4.31 have yet to be brought to conclusion. These relate to passenger seating and overhead storage lockers. Both need to be agreed at an international level before action can be taken. The CAA expects agreement to be reached on these issues by the end of 1995. The status of AAIB recommendations made to the CAA is contained in "Civil Aviation Publication 652: Progress Report 1995".
Ms Walley: To ask the Secretary of State for Transport if he will list the recommendations from the report of the Lockerbie bombing that have not yet been implemented, the reasons why and the target implementation date. [36662]
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Mr. Norris: Two relevant reports have been published in the UK into the Lockerbie disaster. These follow the investigation by the air accidents investigation branch and the fatal accident inquiry. The AAIB made five safety recommendations in its report on the disaster: four related to the CAA and one to my Department. All of these recommendations have been implemented and related research projects are underway.
The sheriff principal made 20 findings in his report on the FAI. Of these, one related to my Department and criticised airline baggage reconciliation procedures. New legal requirements were placed on airlines last year to account for, and to authorise, the carriage of all hold baggage.
Ms Walley: To ask the Secretary of State for Transport if he will list the recommendations of the Donaldson report that have not yet been implemented, the reasons why and the target date for implementation. [36664]
Mr. Norris: I have placed in the Library of the House a note showing the current position on each of the recommendations of the Donaldson report.
Ms Walley: To ask the Secretary of State for Transport if he will list the recommendations from the report of the Marchioness disaster that have not yet been implemented, the reasons why and the target implementation date. [36661]
Mr. Norris: All the recommendations in the marine accident investigation branch's report into the collision between the Marchioness and the Bowbelle have been implemented.
Ms Walley: To ask the Secretary of State for Transport if he will list the recommendations from the report of the King's Cross fire that have not yet been implemented, the reasons why and the target date for implementation. [36665]
Mr. Norris: Of the 127 Fennell recommendations aimed at London Transport/London Underground, 112 have been implemented in full. Work is in hand on the remainder, which are of a more long-term nature. Progress is regularly monitored by Her Majesty's railway inspectorate. The expected dates of implementation, where appropriate, are shown in the following table.
Fennel
recommendation
number |Recommendation |Completion date
------------------------------------------------------------------------------------------------
2 |Escalator replacement |Ongoing
| programme
6 |Non-inflammable |Ongoing
| escalator lubricant
8 |Line Controller's |By 2001
| facilities
16 |Research on air |Ongoing
| movement
36 |Replacement of wooden |By 2003-2004
| treads on escalators
49 |Station ventilation |By December 1995
| systems
52 |Elimination of VIR |By March 1998
| cable on trains
69 |Hazardous materials on |By 2001
| rolling stock
74 |Occupiers of premises |Ongoing
| complying with code of
| practice
93 |Rule Book |By December 1996
114 |Improvement to CCTV |Ongoing
115 |Public payphones |By December 1995
124 |Secondary means of |Ongoing
| escape
125 |Control of smoke and |Ongoing
| ventilation
142 |Subway link at Kings |Under consideration
|Cross |in light of CTRL
|proposals.
Ms Walley: To ask the Secretary of State for Transport if he will list the recommendations from the report of the Clapham rail disaster that have not yet been implemented, the reasons why and the target implementation date. [36663]
Mr. Watts: Sir Anthony Hidden's report into the Clapham accident made 93 recommendations, 78 of which related to British Rail and the British Transport Police. Action has been taken on all the recommendations addressed to BR and the BTP. Many of the recommendations are on-going, and BR and Railtrack are monitoring compliance. The position on outstanding recommendations is as follows.
Recommendation 13 related to BR's departmental instructions. BR took immediate steps to ensure understanding of departmental instructions. This did not extend to requiring all staff subject to annual appraisal to sign a statement every two years to the effect that such instructions had been read, because alternative systems for briefing staff on the issue and amendment of departmental instructions were put in place.
Recommendation 23, that the annual appraisal system, albeit in a simplified form, should be extended to senior technician level was included in restructuring proposals for signalling and
telecommunications staff, but was not agreed by trade unions. However, the recommendation has been overtaken by a competence-based approach, as required by the Railways (Safety Critical Work) Regulations 1994.
Recommendation 27 on the non-statutory reporting of wrong side failures of signalling was implemented on 1 January 1990. Legislation making such reporting a statutory requirement will become effective in April 1996, when revised industry-wide incident reporting requirements are planned to come into effect--recommendation 28. As regards on-train data recorders-- recommendation 40--this equipment is specified for new rolling stock.
The major part of the programme to install the national radio network system of communication between driver and the signal man--recommendation 43--was completed by the target date of 1992. Complete fitment of this system is expected by early 1996. A review of this programme led to a decision by BR to install the cab secure radio system in south-east England, which is more appropriate to driver-only operated routes. This system
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will be completed by 1997. Technical difficulties and higher priority safety projects have extended completion of this programme beyond BR's original target date of 1995.Recommendation 46 related to automatic train protection. On 30 March, my right hon. Friend the Member for Peterborough (Dr. Mawhinney) endorsed the view of the Health and Safety Commission that, following extensive work by BR and Railtrack, ATP measures may be justified in parts of the rail network but that the fitment of ATP as developed by BR could not be justified throughout the network. A programme of alternative train protection measures is being developed. Railtrack and BR continue to examine the implementation of these measures.
Recommendation 55 concerned the structural integrity of rolling stock. BR completed its programme of research--recommendation 54--by the target date of April 1991. BR then discussed this with the Health and Safety Executive's railway inspectorate. HSC endorsed BR's conclusion that very few of those vehicles in classes 411, 413, 415, and 416 were projected to remain in service for eight years or over and that it would not be reasonably practicable to carry out structural changes to these or to the remainder of mark I vehicles.
Cowden Rail Accident
Mr Spearing: To ask the Secretary of State when he received, and when he expects to publish, the report of Her Majesty's inspectorate into the Cowden rail accident. [37266]
Mr. Watts: Part I of the inspector's report was published on 9 June by the Health and Safety Executive, and copies were placed in the House of Commons Library. The first report explains how the accident happened and addresses the adequacy of the safety mechanisms and procedures on the line. It was called for in advance of the coroner's inquest in order to avoid delaying publication of the conclusions that were not dependent on the outcome of the inquest. The report concluded that the line was adequately and safely signalled and that the signalling equipment was working as it should be.
Part II of the report will address who was driving the train at the time of the accident, taking into account the additional forensic evidence given at the recent inquest. The inspector's final report will be published by the HSE as soon as possible.
Departmental Role
Ms Walley: To ask the Secretary of State for Transport if he will place in the Library a copy of the report produced recently within his Department on the future role of his Department and its perception in Whitehall. [36673]
Sir George Young: The Department has not produced a report on its future role and its perception in Whitehall.
River Thames (Injuries and Fatalities)
Ms Walley: To ask the Secretary of State for Transport if he will list for each of the last five years the number of serious injuries and fatalities sustained on the River Thames. [36683]
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Mr. Norris: Figures for the central area of the Thames, between Staines and Dartford creek are as follows :
3
|1990|1991|1992|1993|1994
---------------------------------------------------
Bodies recovered |43 |44 |51 |46 |43
Accidents where
ambulance called |14 |17 |11 |13 |12
Persons rescued from
the river |568 |855 |119 |120 |175
Attempted suicides |44 |60 |64 |102 |111
<1> Figures provided by Thames division,
Metropolitan police.
Vessel Inspections
Ms Walley: To ask the Secretary of State for Transport if he will list, by defect found, the number of vessels found to have a defect during the last 12 months at inspections undertaken by the Marine Safety Agency. [36708]
Mr. Norris: This is an operational matter for the Marine Safety Agency. The hon. Member has already received a reply from the chief executive and I attach a copy.
Letter from R. M. Bradley to Ms Joan Walley
Thank you for your letter of 1 August requesting details of inspections carried out on ro-ro passenger ferries on Dover and on merchant ships in the UK in general.
With regard to your first query, relating to inspections carried out on ro- ro passenger ferries in Dover, I would refer you to the answer given by Mr Norris to PQ 1479 and 1467, which can be found in Hansard volume 258 columns 614 to 615.
Moving on to your second query, relating to inspections carried out by the Marine Safety Agency throughout the country over the last 12 months, a list showing the result of all such inspections by deficiency cannot be provided except at disproportionate cost. However, the United Kingdom carries out its port state control inspections in co-operation with members of the Paris Memorandum of Understanding (Paris MOU). The results of each inspection carried out in the MOU are recorded on a central database and statistical information is published annually by the Secretariat of the Paris MOU. The number of ships, by deficiency, inspected in the region covered by the Paris MOU can be found in The Memorandum of Understanding on Port State Control Annual Report 1994, a copy of which has been placed in the House of Commons' library.
Air Traffic Controllers
Ms Walley: To ask the Secretary of State for Transport if he will list for each of the last five years the average amount of overtime worked by air traffic controllers and the number of staff in post. [36712]
Mr. Norris: The vast majority of the United Kingdom's air traffic controllers are employed by the Civil Aviation Authority. Data for other air traffic controllers could be provided only at disproportionate cost.
No overtime has been worked by the CAA's air traffic controllers in the last five years.
The following figures give the number of air traffic controllers employed by the CAA since 1992.
1992: 1,298
1993: 1,297
1994: 1,380
1995: 1,428
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The figures requested for 1991 can be provided only at disproportionate cost.Vehicle Emissions
Mr. Tony Lloyd:: To ask the Secretary of State for Transport what estimates he has as to the contribution of the worst (a) 10 per cent. and (b) 20 per cent. of vehicles to noxious and harmful vehicle emissions. [36640]
Mr. Norris: Vehicle emissions are strongly influenced by operating conditions and driver behaviour. However, in an analysis of exhaust emission measurements, carried out by the Transport Research Laboratory on a sample of 200 cars selected to be typical of the in-service fleet, 10 per cent. were found to contribute 22 per cent. of total carbon monoxide and 27 per cent. of total hydrocarbon emissions under urban driving conditions; similarly, 20 per cent. of cars tested contributed 39 per cent. of CO and 40 per cent. of HC emissions.
Large Vehicle Brake Efficiency
Ms Walley: To ask the Secretary of State for Transport if he will make it a requirement that all heavy goods vehicles and public service vehicles be driven on a rolling road test installation immediately after work is done on brakes. [36741]
Mr. Norris: Heavy goods vehicle and public service vehicle brake efficiency is checked on a rolling road as part of the annual roadworthiness test.
Operators are encouraged through the guide to maintaining roadworthiness to have access to appropriate brake testing equipment as part of their routine safety inspections. I have no plans to make this a legal requirement.
Permitted Vehicle Sizes
Mr. William O'Brien: To ask the Secretary of State for Transport what is the (a) longest and (b) largest vehicle allowed to travel on the roads in the United Kingdom. [36737]
Mr. Norris: Regulations specify a maximum permitted length of 18.35 m for drawbar vehicle combinations and a maximum permitted gross vehicle weight of 44 tonnes for both articulated and drawbar vehicle combinations engaged in combined transport.
Vehicles exceeding these weights and dimensions can operate under provisions contained within the Motor Vehicles (Authorisation of Special Types) General Order 1979. However, for vehicles carrying very large and heavy abnormal indivisible loads the Department authorises each movement by issuing an individual special order to the haulier. Such orders are made under section 44 of the Road Traffic Act 1988.
Mr. O'Brien: To ask the Secretary of State for Transport if he will make a statement on the future for heavy vehicles using roads in the United Kingdom indicating suggested weight and size. [36738]
Mr. Norris: The present general weight limit in the UK for the largest lorries is 38 tonnes, with 44 tonnes allowed for certain vehicles used for combined road/rail transport. We will be reviewing the effectiveness of the
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latter at the end of the year. From 1 January 1999, the UK will have to accept the European Union weight limit of 40 tonnes for international traffic.European Union Transport Ministers recently agreed, subject to approval by the European Parliament, to amend the directive on vehicle weights and dimensions so that national rules on dimensions of goods vehicles will be harmonised. This will result in an increase in (i) the maximum length of drawbar-trailer combinations from 18.35 m to 18.75 m and (ii) the maximum width of non-insulated vehicles to 2.55 m.
In the case of buses, there is no harmonisation of dimensions for vehicles used on national journeys. The maximum length of non-articulated buses remains at 12 with 18 m for articulated vehicles. Some member states allow longer non-articulated buses and we will keep our national dimensions under review.
Mr. O'Brien: To ask the Secretary of State for Transport what restrictions apply to 44 tonne vehicles using the roads in the United Kingdom.
Mr. Norris: Vehicles operating between 38 tonnes and 44 tonnes may do so only when taking a container or swap-body to or from a rail terminal on the road leg of a combined road/rail journey. These vehicles must have six axles and road-friendly suspensions, and must carry documentary evidence to show either that the loading unit had travelled by rail terminal or that it was destined to do so.
Bus Companies (Complaints)
Mr. Betts: To ask the Secretary of State for Transport in how many cases the traffic commissioner has taken action since 1986 as a result of complaint against bus companies failing to fulfil their advertised timetables; which companies have been involved; in what areas of the country; and what level of fines has been
charged. [36764]
Mr. Norris: Data are not available in the form requested.
Air Safety Regulatory Authority
Mr. Day: To ask the Secretary of State for Transport what discussions are currently being held within the joint aviation authority about the establishment of a single regulatory authority for air safety across the joint aviation authority countries; what is the status of the draft convention adopted by the joint aviation authority board in March concerning a single regulatory authority; what form of consultation will take place on any moves to establish a new body to regulate aviation safety; what steps he will take to ensure accountability and enforcement with steps he will take to ensure accountability and enforcement within any new structure; and if he will make a statement. [36892]
Mr. Norris: No discussions are being held with the joint aviation authorities about the establishment of a single regulatory authority. We are considering a draft convention which would enable national aviation authorities of JAA member states to act through the JAA as a de facto single aviation authority, but expressly does not establish such an authority on a de jure basis. The Civil Aviation Authority would remain the aviation safety
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regulator in the UK. The JAA is, and will continue to be, accountable through the JAA board, on which the UK is represented.Private Finance Initiative
Mr. Betts: To ask the Secretary of State for Transport if he will make a statement about the rights of individual members of the public to make complaints to any of the appropriate ombudsmen about services or projects funded through the private finance initiative in his Department. [36824]
Mr. Watts: Members of the public have the same rights to make complaints to the relevant ombudsman about alleged maladministration in relation to a project funded through the private finance initiative as they would if the project had been publicly financed.
Public Interest Immunity Certificates
Mr. Martyn Jones: To ask the Secretary of State for Transport how many public interest immunity certificates his Department has issued in each year since 1986. [36687]
Sir George Young: I am unable to provide details for 1987 89. Central records were not kept and information before 1989 could be obtained only at disproportionate cost. Since that date, the position is as follows. As is already a matter of public record, in 1990 the then Secretary of Sate signed four certificates in connection with the fatal accident inquiry into the Lockerbie disaster but, in the event, none was produced at the inquiry. It is also a matter of public record that in 1992, the then Secretary of State signed two certificates relating to the Lockerbie disaster concerning the taking of evidence for proceedings in the United States. In the event, the taking of that evidence did not proceed and the certificates were not produced in that regard.
Driving Tests
Mr. Rooker: To ask the Secretary of State for Transport what recent assessment he has made of the risks to the health and safety of driving test examiners while undertaking driving tests. [37115]
Mr. Norris: An assessment of the risks to health and safety of driving test examiners while undertaking driving tests was prepared in early 1994 and circulated to all driving examiners on 17 May 1995. This assessment is introduced to all new driving examiners at a very early stage in their training and is included in a Driving Standards Agency health and safety manual held at every DSA location. An assessment of risks resulted in the issue of a DSA policy for assaults to all DSA staff on 10 February 1995. This is introduced to trainees as above, and is held in DSA health and safety manuals. An assessment of the risks to motorcycle driving examiners resulting from the wearing of radio equipment has recently been completed.
Railway Safety Centre, Derby
Mr. Spearing: To ask the Secretary of State for Transport pursuant to his proposed sale of the railway safety centre of the British Railways Board at Derby, who
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will determine the minimum price at which it will be sold; on what criteria such a decision will be reached; and on what basis a privatised unit will charge when asked for information, advice, or services, (a) urgently and (b) otherwise, by those responsible for (i) operations, (ii) other parts of the national railtrack, train services and stations and (iii) other activity relevant to the safety of staff or public. [37356]Mr. Watts: BR is selling quality and safety services by means of competitive tender and in pursuance of the Secretary of State's objectives set out in section 113 of the Railways Act 1993. Charging arrangements after sale completion will, as now, be a commercial matter for the business and its customers.
Atlantic Conveyor (Hull Cracks)
Ms Walley: To ask the Secretary of State for Transport (1) if he will list each occasion that his Department's surveyors have visited the former Cunard Line vessel Atlantic Conveyor to investigate the appearance of cracks in her hull; what course of action was ordered to be taken; and what was recorded as being the cause of such cracks; [36670]
(2) if he will list each occasion that a Lloyd's surveyor has visited the former Cunard Line vessel Atlantic Conveyor to investigate the appearance of cracks in her hull and to oversee or examine any repairs. [36668]
(3) on how many occasions the former Cunard Line vessel Atlantic Conveyor has had to have cracks in her hull welded. [36669]
Mr. Norris: These are operational matters for the Marine Safety Agency. I have asked the chief executive to write to the hon. Member.
Letter from R. M. Bradley to Ms Joan Walley, 16 October 1995: The Secretary of State for Transport has asked me to reply to your three Questions about ATLANTIC CONVEYOR.
During the period in which ATLANTIC CONVEYOR was registered in the United Kingdom, surveyors from Lloyd's Register made 42 visits, beginning in 1985, in connection with the investigation of cracks in the hull structure. The cracks were repaired immediately either by welding or part renewal of the structure, or conditions of class were imposed on the vessel until permanent repairs could be effected within a defined period. The survey of the hull structure is a matter in which classification societies may act under delegated powers and surveyors from the Department of Transport have not visited ATLANTIC CONVEYOR to investigate the appearance of cracks.
It is not unusual for some vessels to suffer fracturing of this nature from time to time, particularly if they are exposed to heavy weather, as this vessel has been in North Atlantic trade. Provided that proper maintenance and repairs are carried out by the owners, and repairs to the ship are surveyed by the classification society in accordance with classification procedures, the safety of the vessel is not compromised. At the time of ATLANTIC CONVEYOR's transfer to the Bahamian flag in July 1995, there are no extant conditions of class relating to cracks and I understand there are none at present.
Newbury Bypass
Ms Walley: To ask the Secretary of State for Transport what is the cost to public funds of the construction of the A34 Newbury bypass. [36674]
Mr. Watts: This is a operational matter for the Highways Agency.
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