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Dr. Ladyman: A range of electronic sensors may be installed in new road schemes. The most common sensors installed under the road surface are inductive loop detectors. These provide traffic data and operate traffic signals and other traffic management systems such as MIDAS (Motorway Incident Detection and Automatic Signalling), the queue protection system that operates on some motorways. The guidelines for the provision of loop detectors are contained in the Design Manual for Roads and Bridges, HD20/05 Detector Loops for Motorways and the standards for their installation are contained within MCH 1540 Specification for the Installation of Detector Loops on Motorways and All-Purpose Trunk Roads. Both documents are available from the Highways Agency.
Mrs. Dunwoody: To ask the Secretary of State for Transport how many foreign-registered vehicles have been inspected in the South East International Transport Project during the 2006-07 financial year; how many prohibitions were issued as a result, broken down by type of offence; and how many prosecutions have resulted from those inspections during the current financial year. 
|Traffic enforcement offences|
Prosecutions have not resulted from these activities because Vehicle and Operator Services Agency are unable to secure attendance of non-UK resident offenders in court, nor can any penalty given in their absence be enforced.
Currently, action VOSA can take against foreign haulers includes direction out of the country, notification of the offence to the appropriate authority within their member state for local redress or, in certain circumstances, vehicle impounding.
Mr. Weir: To ask the Secretary of State for Transport whether his Department investigates the claims made by the promoters of fuel improvement products in relation to reductions in (a) fuel use and (b) emissions. 
Gillian Merron: The Department for Transport published a Good Practice Guide on Fuel Saving Devices (Good Practice Guide 313) in February 2003. This guide, which is aimed primarily at fleet operators, gives general advice to potential purchasers on the testing of fuel saving devices and after-market fuel additives. The guide is available on the Freight Best Practice website (http://www.freightbestpractice.org.uk /pubsub.aspx?SectionID=1).
The Department encourages inventors and those marketing products claimed to deliver fuel or emissions savings to obtain test data from independent experts to support their claims. A fact sheet is available from the Department which advises inventors, or other interested parties, of reputable test laboratories that might be approached for assistance in verifying claims, of Trade Associations, and of possible sources of funding for innovative technologies.
Where false or unsustainable claims are made for a fuel treatment that is offered for sale, action against the advertiser would be a matter for the Advertising Standards Authority or Trading Standards.
Mr. George Osborne: To ask the Secretary of State for Transport (1) what role the Department has in monitoring the compensation arrangements for homeowners affected by the operation of Manchester airports second runway; 
Gillian Merron: Applications for compensation in relation to Manchester Airports second runway are being considered in conformity with Part 1 of the Land Compensation Act 1973. Manchester airport has been operating this scheme since 5 February 2002. The Government have no role in its implementation. Statutory blight and discretionary purchase powers also apply in the case of major road schemes.
The Future of Air Transport White Paper (2003) invited airport operators to bring forward their own non-statutory compensation schemes where new
runways are supported in the White Paper or where land is safeguarded for new development. The scope and content of these schemes is a matter for the individual airports to determine.
Mr. Greg Knight: To ask the Secretary of State for Transport what the location is of each stretch of motorway which has speed restrictions in force on a 24-hour basis to protect the work force where the roadworks are not being carried out on a 24-hour basis. 
Dr. Ladyman: There are no speed restrictions in place purely to protect the work force. The following table gives the location of speed restrictions which are currently in force, on motorways, on a 24-hour basis where works are not being carried out on a 24 hour basis.
|24/7 speed restrictions where works are not 24/7|
Speed restriction40mph; all cameras live; operatives working dayshift only. The predominant reason for the speed limit at Weaver is that parapets are being removed/replaced in sectionsthere is Variogard (barriers) up resulting in narrow lanes, hence the speed limit restriction for safety. The workforce issue is therefore a secondary reason
Narrow lanes in place 24 hours. Open excavations with a temporary Varioguard barrier in place. Reduction of speed limit is needed where temporary barriers and narrow lanes are in place to protect the safety of the travelling public
Work is taking place on the roundabout underneath the motorway junction-speed restriction of 50 mph is on M1 above to reduce speed of traffic entering slip road where speed is reduced to 30 mph for safety of travelling public and workforce
Mr. Greg Knight: To ask the Secretary of State for Transport what estimate he has made of the number of accidents caused on stretches of motorway (a) which are unlit and (b) with lighting since 2000; and if he will make a statement. 
Mr. Greg Knight: To ask the Secretary of State for Transport for what reason the M1 motorway was closed on 11 September near to junction 21; why a complete closure was deemed necessary in both directions; and by whom that decision was made. 
The southbound carriageway of the M1 motorway was closed between Junctions 21 and 20 shortly after 07.35 hours on 11 September, as a result of a traffic accident between a heavy goods vehicle and
a car. Both vehicles overturned, damaging the verge safety barriers and causing severe damage to the carriageway surface. In addition there was substantial oil spillage.
Early indications from our monitoring are that hard shoulder running has increased capacity by 13 per cent. and significantly improved journey times without any adverse effect on safety. However, in order to obtain a statistically significant measure of the traffic impact of hard shoulder running, a period of at least 12 months of operation will be required. Due to
the relatively low number of accidents that occur on motorways, at least three years of after accident data will also be needed before an overall conclusion can be reached on the impact of hard shoulder running on safety.
Mr. Kenneth Clarke: To ask the Secretary of State for Transport how many night flights there were from (a) Heathrow, (b) Gatwick, (c) Stansted and (d) Nottingham East Midlands airports in each of the last five years; and if he will designate Nottingham East Midlands Airport under section 78 of the Civil Aviation Act 1982 and put a night movements limit on that airport. 
Gillian Merron: Night movements between 2330 and 0600 at Heathrow, Gatwick and Stansted are controlled by a movements limit and a supplementary noise quota to encourage the use of quieter aircraft. The movements limits and noise quotas are set for a season, the seasons change with the clocks. There are also controls between 2300-2330 and 0600-0700 to prevent the noisiest aircraft from operating.
|Movements against limit 2330-0600 (movement limits in brackets( 1) )|
|(1) The movements limit in some seasons has been enhanced under the end of season flexibility rules whereby 5 per cent. or 10 per cent. of the previous season's movements limit can be carried forward if it has not been used.|
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