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Adam Afriyie: To ask the Secretary of State for Transport if he will estimate the running times of trains from Twyford, Maidenhead and Slough to Paddington before and after the Crossrail construction. 
Derek Twigg: The following estimated table describes journey times to Paddington. Many passengers who travel beyond Paddington will have shorter overall journey times as Crossrail will run directly to central London interchange stations avoiding the need for some people to change trains at all, and providing others with alternative interchange opportunities.
|Average journey time (mins)||47||38||26.5|
|Services after Crossrail opens|
|Crossrail normal times (mins)||(7)||40||31|
|Residual slow line services average (mins)||(8)40||(8)32||(8)24|
Derek Twigg: My predecessor, the hon. Member for Staffordshire Moorlands (Charlotte Atkins) met with the CTC (Cyclist Touring Club) in December 2004 and discussed a range of cycling issues including bike and rail; and I was delighted to present the Association of Train Operating Companies Rail Cycle Awards on 8 November which recognises integrated bike and rail innovations.
In August 2004 the Department and the Countryside Agency published "Bike and Rail: a good practice guide" highlighting good practice and encouraging a partnership approach between train operators, local authorities and cycle groups. The Strategic Rail Authority published their Cycling Policy in November last year. Copies of both these publications have been placed in the Libraries of the House.
Mr. Duncan: To ask the Secretary of State for Transport what estimates his Department has made of the cost of road wear by foreign lorries operating in England; and if he will make a statement. 
|Tyne and Wear Metro||59.1||46.4||44.9||45.4||45.5||43.6||40.6||38.9||38.3||37.0|
|Docklands Light Rail||||||||6.6||8.5||8.0||7.9||6.9||8.3||11.3|
|West Midlands Metro|||||||||||||||||||||
|Tyne and Wear Metro||35.9||35.4||35.0||33.8||32.7||32.5||33.4||36.6||37.9||36.8|
|Docklands Light Rail||14.5||16.7||21.0||27.6||31.3||38.4||41.3||45.7||48.5||50.1|
|West Midlands Metro||||||||||4.8||5.4||4.8||4.9||5.1||5.0|
Dr. Ladyman: As part of their ongoing Local Plan Review process, Basingstoke and Deane borough council assessed the capacity of the M3 in the Basingstoke area, including junctions 6 and 7. This assessment was discussed with Hampshire county council and the Highways Agency. Agreement was reached in principle on the need to accommodate traffic resulting from the Local Plan proposals by a combination of management measures and capacity increases.
Mrs. Dunwoody: To ask the Secretary of State for Transport what the average percentage change in annual rail fares over the previous year was in each year between 1997 and 2004; and if he will make a statement. 
Regulated fares were limited to an average annual increase equal to inflation until 1998, 1 per cent. less than inflation from 1999 until 2003, and by 1 per cent. above inflation from 2004 onwards. Information on both regulated and unregulated fares levels is collated by the Office of Rail Regulation and published in their publication "National Rail Trends".
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Mr. Hollobone: To ask the Secretary of State for Transport what assessment he has made of the effectiveness of (a) Network Rail and (b) the British Transport Police in preventing trespassing onto railway lines (i) in England and (ii) in the Kettering constituency; and what further steps are planned. 
Derek Twigg: No assessments have been made by the Secretary of State. The primary responsibility for preventing trespass on the national rail network lies with Network Rail, who work closely with the British Transport Police, others in the rail industry and the wider community.
Derek Twigg: The requirements of the European Railway Safety Directive (2004/49/EC) on the independent investigation of accidents and incidents, including their application to the UK section of the Channel Tunnel, have been transposed in the UK by The Railways (Accident Investigation and Reporting) Regulations 2005.
The remaining elements of the Directive cover the development and management of safety, safety certification of railway undertakings and safety authorisation of infrastructure managers, and the appointment and functions of Safety Authorities. These are being transposed to the Channel Tunnel by a binational Regulation of the Channel Tunnel Intergovernmental Commission (which will be given effect in the UK by Statutory Instrument). The Intergovernmental Commission aims to complete its transposition by the Directive's deadline of 30 April 2006.
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Gregory Barker: To ask the Secretary of State for Transport (1) what assessment he has made of the implications for safety of over-crowding on trains along (a) the Hastings to London Victoria and (b) Brighton to London Victoria lines; and what steps he plans to take to reduce the impact of overcrowding on train services; 
(2) what estimate he has made of the volume of passengers using peak time train services along the (a) Brighton to London Victoria and (b) Hastings to London Victoria line in 200405; and if he will make a statement; 
Derek Twigg [holding answer 7 November 2005]: Crowding on all London passenger services, including between Hastings-London Victoria and Brighton-London Victoria are measured against Passengers in Excess of Capacity Rules (PIXC) rules. This is against the number of seats on longer-distance services and against total capacity (seats plus, standing) for services where the first stop that passengers alight (or last stop where passengers board) is not more than 20 minutes from the terminal station. This allows for the scheduled stops within the 20 minute threshold at Clapham Junction and East Croydon in both directions.
The latest available count data (2004) show that all morning and evening peak Brighton to Victoria and Hastings to Victoria services are within their official passenger capacities, except for the 1632 Victoria to Brighton service. The Train Operating Company has allocated less carriages to the 1632 Victoria to Brighton train in order to provide longer trains to meet the greater passenger demand in the high peak period after 1700. However, an alternative service between Victoria and Brighton is scheduled shortly after this service at 1636, and this does provide spare capacity.
Ultimately the responsibility for the day-to-day safety and welfare of passengers using the railway rests with the Train Operating Companies. Focus is being given to improve timetabling, infrastructure maintenance and renewals and other factors that can impact on reliable delivery of train services, which will in turn impact on crowding levels.
Mr. George Howarth: To ask the Secretary of State for Transport what procedures are in place to assess the level of investment required in the infrastructure of the railways to ensure its safe operation against the commercial requirements of those operating the franchises. 
Under the Health and Safety at Work Act etc 1974 it is for Network Rail and the train operators to ensure that they operate their undertakings to reduce risks "so far as is reasonably practicable" and to ensure that safety benefits are taken into account in their investment plans. The Health and Safety Executive is responsible for ensuring that train operators comply with appropriate health and safety law.
11 Nov 2005 : Column 786W
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