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9 Feb 2004 : Column 1237W—continued
Railways
Bob Spink: To ask the Secretary of State for Transport (1) what the average number of miles to major overhaul was for each category of train rolling stock in (a) 1997 and (b) 2002; [153115]
- (2) what steps he is taking to satisfy himself that train rolling stock is receiving timely and appropriate heavy preventive maintenance and major overhaul. [153119]
Mr. McNulty: The information is not available in the form requested because maintenance regimes are complex and specific to individual types of rolling stock. All, however, are agreed between the manufacturer, the rolling stock leasing company and the train operating company, must meet Railway Group Standards and must ensure the level of reliability necessary to provide the service required by the franchise agreement with the Strategic Rail Authority.
Lawrie Quinn: To ask the Secretary of State for Transport if he will make a statement about the role of independent economic regulation in the rail industry. [154173]
Mr. Darling: The railway is and will continue to be a public-private sector partnership. The Government attaches considerable importance to investor confidence and the need to preserve and protect the rights of private sector investors and lenders and their ability to plan and finance their businesses.
The review which I announced on 19 January 2004, Official Report, columns 1075–78, will not change the Government's acceptance of the Regulator's determination of Network Rail's income for the next five years as set out in his December 2003 Final Conclusions and any further conclusions he may reach; and the Government will ensure that the Strategic Rail Authority has sufficient funds to meet its resulting commitments. As I made clear in my statement of 15 December 2003, Official Report, columns 122–24WS, regulatory promises will be honoured, and the Government recognises, and is content, that only the Regulator can re-open his determinations.
The independence of economic regulation has already been clearly set out in my statement of 19 January. The Government also rules out any change to the rights of third parties, which will be protected. There is no question of weakening the effectiveness of economic regulation. The Government recognises that maintaining fully effective and independent economic
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regulation is critical for retaining investor confidence. There will be no diminution in the regulatory protection of the private sector investors in the railway.
The review announced on 19 January will consider how Government can control the total public expenditure on the railways, while respecting the principles set out above. It will also need to consider whether options for changes to the industry structure might imply consequential changes to the details of economic regulation.
Railways are essential to the economy of Britain. Whatever the institutional structure, the Government will need to be at least as closely involved as it currently is in expenditure decisions and in making financial commitments to the industry and those who finance it; so that lenders to the industry enjoy at least the same strength of financial support from Government as they do today.
Railways (Subsidy)
Mr. Lazarowicz: To ask the Secretary of State for Transport what the total amount of Government subsidy for the railways was in 2002–03. [152536]
Mr. McNulty: In 2002–03, central Government support to the rail industry was £2,284 million.
Road Accidents
Miss McIntosh: To ask the Secretary of State for Transport what assessment he has made of the number of road traffic accidents in which use of cannabis was a contributory factor. [151136]
Mr. Jamieson: In a research study on the incidence of drugs and alcohol in a sample of 1,184 road accident fatalities between 1996 and 1999, TRL Report 495, it was found that 13 per cent. of car drivers had traces of cannabis in the body. However, presence of a drug in the body cannot alone be directly related to any contributory role in accidents. In the case of cannabis the research also noted that it may remain traceable in the blood stream for up to four weeks after it is taken by regular users, whereas its effect on driving is probably limited to a few hours at most.
Routine accident statistics do not record drugs as a contributory factor. But under a pilot scheme on contributory factors begun in 1999 it was assessed that drugs of any kind were a factor in about one per cent. of injury accidents.
Mr. Paul Marsden: To ask the Secretary of State for Transport (1) if he will list the number of (a) fatalities and (b) injuries as a result of road traffic accidents on the A54 road between Shrewsbury and Telford for each month over the last 12 months; [151371]
- (2) if he will list the number of (a) fatalities and (b) injuries as a result of road traffic accidents on the A458 road between Shrewsbury and Welshpool for each month over the last 12 months; [151372]
(3) how many (a) fatalities and (b) injuries there were as a result of road traffic accidents on (i) the A5 between Shrewsbury and Oswestry and (ii) the A49 between Shrewsbury and Ludlow, in each of the last 12 months. [151445]
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Mr. Jamieson: The following tables are taken from figures provided by West Mercia Police.
| Month | Fatal | Serious | Slight | Total |
|---|---|---|---|---|
| January | 0 | 0 | 1 | 1 |
| February | 0 | 0 | 4 | 4 |
| March | 0 | 0 | 0 | 0 |
| April | 0 | 0 | 2 | 2 |
| May | 0 | 0 | 5 | 5 |
| June | 0 | 0 | 1 | 1 |
| July | 0 | 0 | 3 | 3 |
| August | 0 | 0 | 2 | 2 |
| September | 0 | 0 | 0 | 0 |
| October | 0 | 0 | 0 | 0 |
| November | 0 | 1 | 0 | 1 |
| December | 0 | 1 | 0 | 1 |
| Total | 0 | 2 | 18 | 20 |
| Month | Fatal | Serious | Slight | Total |
|---|---|---|---|---|
| January | 0 | 0 | 0 | 0 |
| February | 0 | 0 | 1 | 1 |
| March | 0 | 0 | 8 | 8 |
| April | 0 | 1 | 2 | 3 |
| May | 0 | 1 | 6 | 7 |
| June | 0 | 0 | 3 | 3 |
| July | 0 | 0 | 1 | 1 |
| August | 0 | 0 | 1 | 1 |
| September | 0 | 0 | 0 | 0 |
| October | 0 | 0 | 0 | 0 |
| November | 0 | 0 | 6 | 6 |
| December | 0 | 0 | 0 | 0 |
| Total | 0 | 2 | 28 | 30 |
(17) The section of A458 between the Welsh Border and Welshpool is the responsibility of the Welsh National Assembly.
| Month | Fatal | Serious | Slight | Total |
|---|---|---|---|---|
| January | 0 | 0 | 4 | 4 |
| February | 0 | 1 | 3 | 4 |
| March | 0 | 1 | 2 | 3 |
| April | 0 | 0 | 1 | 1 |
| May | 0 | 0 | 2 | 2 |
| June | 0 | 1 | 4 | 5 |
| July | 0 | 1 | 3 | 4 |
| August | 1 | 4 | 11 | 16 |
| September | 0 | 0 | 3 | 3 |
| October | 0 | 1 | 3 | 4 |
| November | 0 | 1 | 3 | 4 |
| December | 0 | 0 | 2 | 2 |
| Total | 1 | 10 | 41 | 52 |
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Mr. Amess: To ask the Secretary of State for Transport how many (a) serious injuries and (b) fatalities caused by road accidents have occurred in (a) Southend and (b) Southend West in each of the last 20 years. [153477]
Mr. Jamieson: Information on road accidents and casualties is not available for Parliamentary Constituencies except at disproportionate cost. Figures for the Southend unitary authority (and borough of Southend prior to 1 April 1998) are shown in the following table.
| Year(18) | Killed | Seriously injured |
|---|---|---|
| 1983 | 12 | 181 |
| 1984 | 14 | 200 |
| 1985 | 11 | 232 |
| 1986 | 7 | 204 |
| 1987 | 25 | 213 |
| 1988 | 11 | 156 |
| 1989 | 12 | 163 |
| 1990 | 12 | 143 |
| 1991 | 8 | 97 |
| 1992 | 6 | 104 |
| 1993 | 4 | 91 |
| 1994 | 5 | 111 |
| 1995 | 5 | 106 |
| 1996 | 4 | 110 |
| 1997 | 6 | 121 |
| 1998 | 4 | 103 |
| 1999 | 11 | 75 |
| 2000 | 6 | 100 |
| 2001 | 5 | 82 |
| 2002 | 6 | 94 |
(18) 1983 1 April 1998 borough of Southend, 1 April 1998–2002 Southend Unitary Authority.
Road Humps
John Mann: To ask the Secretary of State for Transport when he next plans to issue a traffic guidance note on road humps. [152247]
Mr. Jamieson: The Department for Transport plans to publish, for consultation, a local transport note giving guidance on traffic calming (including road humps) in autumn 2004.
Mr. Edwards: To ask the Secretary of State for Transport what assessment he has made of the damage to vehicles from speed humps; and what compensation is available to the owners of vehicles damaged by speed humps. [153145]
Mr. Jamieson: In the mid 1990s, investigations were carried out into the grounding of vehicles on road humps. These revealed that installing road humps 75 mm in height (compared to 100 mm) substantially reduced the risk of vehicles grounding with little or no
9 Feb 2004 : Column 1241W
erosion in the speed reductions achieved. Following anecdotal claims of damage, the Department commissioned, in 2001, TRL to look at the impact of repeated crossing of road humps on vehicles and their occupants. The results of this work will be published later this year.
Section 90E of the Highways Act 1980 expressly provides that, where road humps or traffic calming measures have been constructed in accordance with the statutory requirements, they are to be treated as part of the highway and not as an obstruction. The road humps should either comply with minimum standards set out in the Highway (Road Humps) Regulations 1999 or otherwise be authorised by the Secretary of State (there is an additional special procedure for authorising road humps in London). If a road hump is not so constructed, it may constitute an obstruction or nuisance in which case an individual may be able to obtain compensation for damages that are attributable to the presence of the hump in the road. A court would determine such liability, if it exists, in accordance with common law principles.
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