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Chris Grayling: To ask the Secretary of State for Transport what estimate he has made of the change in cost to the passenger of public transport in real terms in each year since 1997, broken down by mode of transport. 
|Table 1: real changes in the cost of transport: UK 1997 to 2006(Index 1997 = 100)|
|Bus and coach fares||Rail fares|
Office for National Statistics
Mr. Waterson: To ask the Secretary of State for Transport what steps he is taking to improve the transport infrastructure of (a) Eastbourne and (b) East Sussex for the purpose of (i) facilitating economic growth, (ii) reducing environmental damage and (iii) widening access to services and opportunities to the population. 
Gillian Merron: Local transport plans (LTP) are the mechanism by which local authorities undertake transport improvements at the local level. The objectives of the East Sussex LTP include the reduction of congestion to improve the efficiency of the transport network, the protection of the environment and the improvement of access to services. East Sussex county council received over £10 million from Government to implement its LTP in 2007-08. In Eastbourne the plan's objectives will be delivered via the Eastbourne local area transport strategy which is aimed at addressing local needs.
In addition a number of improvements to the trunk road network in east Sussex have been prioritised by the south east region for funding from the regional funding allocation for major transport schemes. The A27 Southerham-Beddingham improvement (£32 million) is currently under construction and, subject to successful completion of statutory procedures, the Bexhill-Hastings Link Road (£47 million) and the A21 Baldslow junction improvement (£18 million), have both been prioritised for funding by the region over the next five years to 2010-11. East Sussex county council have reported that the Bexhill to Hastings Link Road estimated cost has increased to around £89 million and the region are currently considering whether it is still a priority at the higher cost. In addition, £15 million worth of congestion relief improvements on the A27 at Wilmington have also been prioritised by the region for 2015-16.
On 22 May we published a consultation document Strengthening Local Delivery accompanied by a draft Local Transport Bill. The draft Bill would ensure that
local authorities have the right mix of powers to improve their local bus services, following on from the proposals in Putting Passengers First.
The Concessionary Bus Travel Bill, currently before Parliament, provides for a national bus travel concession for older and disabled people in England. The Bill extends the existing statutory concession of free off-peak local bus travel within an eligible person's local authority area, introduced in 2006, to free off-peak local bus travel anywhere in England, widening access to services and opportunities for a significant number of Eastbourne and east Sussex residents.
With regard to Rail investment, figures are not available specifically for east Sussex but the county will benefit from a number of recent improvements. All older slam-door' rolling stock south of the Thames has been removed from the network. The electric multiple units now used by southern TOCs are less than three years old, and are more reliable, and faster than their predecessors. With the accompanying power supply upgrade of recent years, passengers on Southern, Southeastern and South West Trains have also benefited from £2.7 billion worth of investment since 2003.
Chris Grayling: To ask the Secretary of State for Transport what assessment his Department has made of the effectiveness of the Traffic Management Act 2004 in reducing congestion in each Government office region. 
Gillian Merron: A research commission to assess parts 2, 3 and 4 of the Traffic Management Act 2004 commenced on the 4 June 2007, and where appropriate results will be presented by Government office region.
Anne Milton: To ask the Secretary of State for Transport what estimate his Department has made of the survival chance of a pedestrian hit by a vehicle travelling at (a) 20 mph, (b) 30 mph, (c) 35 mph, (d) 39 mph, (e) 40 mph, (f) 50 mph and (g) 60 mph; and if he will make a statement. 
At 20 mph there is about a 1 in 40 chance of being killed.
At 30 mph there is about a 1 in 5 chance of being killed.
At 35 mph there is about a 50/50 chance of being killed.
At 40 mph there is about a 9 in 10 chance of being killed.
At 30 mph there is about a 1 in 5 chance of being killed.
At 40 mph there is about an 8 in 10 chance of being killed.
Dr. Ladyman: The total cost to the Department of the Thames Safety Inquiry, the public inquiry into the identification of victims following major transport accidents and the Marchioness Formal Investigation was approximately £6.3 million. Since the individual inquiries ran either concurrently or within a very short time of each other, a breakdown for each separate inquiry is not obtainable except at disproportionate cost.
Mr. Hancock: To ask the Secretary of State for Transport if he will take steps to ensure that (a) there is adequate space for a reasonable number of bicycles on each train and (b) secure cycle parking is available at stations. 
Mr. Tom Harris: Bidders for the franchises that are out to tender currently (East Midlands, West Midlands, New Cross Country and InterCity East Coast) are required to consider bike-rail integration and facilities at stations in their bid submissions. The Government's aspiration is to see 95 per cent. of journeys originating from stations with adequate cycle parking facilities.
Last year the Government asked Cycling England, our advisory group on cycling, to look into how we might better encourage bike and rail journeys. Cycling England has accepted this remit and is now looking to see where progress can best be made further to improve bike and rail integration.
Also, we will continue to encourage Train Operating Companies (TOCs) to carry bikes on trains where possible. This is in line with the Cycling Policy document first published by the former Strategic Rail Authority (SRA) in 2004 and recently adopted by the Department. The Cycling Policy document advises TOCs to facilitate the carriages of cycles on off-peak services and encourages the carriage of folding cycles at all times. However, I accept that during the peak hours, where capacity is under pressure, there will be occasions where it is in the interests of the majority of passengers not to permit non-folding cycles on board.
It is right that TOCs are given a steer by Government as to how they should ensure they are fully maximising the potential of bike and rail to help reduce car use. However, TOCs are best placed to know where and when pressure on services exists and they must be free to impose restrictions accordingly, although I hope that such restrictions are carefully considered and kept to a minimum.
Gillian Merron: The Secretary of State has had no recent discussions regarding the West London Tram. However, officials from Transport for London and the Department for Transport continue to discuss Londons investment options and priorities as part of the Comprehensive Spending Review.
Mr. Laurence Robertson: To ask the Secretary of State for Transport (1) what estimate he has made of the potential extra cost to local authorities of providing transport for pupils to attend special schools as a result of the repeal of section 75 of the Local Government and Provisions Act 1975; and if he will make a statement; 
(2) what estimate he has made of the cost of obtaining a licence by people who wish to contract with local authorities to provide transport for children to and from special schools; and if he will make a statement. 
Gillian Merron: The decision to repeal section 75(1)(b) of the Local Government (Miscellaneous Provisions) Act 1975, known as the contract exemption, was motivated by the paramount need to ensure the safety of those being carried under contracts for the hire of a Private Hire Vehicle (PHV).
PHV licence fees are set by local licensing authorities and vary widely from area to area. Making reasonable assumptions about the numbers of drivers, vehicles and operators likely to be involved in total across all sectors, and about average licence fees, we estimate that the total cost will be about £1 million.
It should be borne in mind that many contracts will already be carried out by drives, vehicles and operators that are already licensed or to whom the contact exemption did not apply. Furthermore, the proportion of licensing cost which will be passed on to those awarding contracts will depend on contracts terms in each case.
Andy Burnham [holding answer 24 May 2007]: This is a matter for the chair of The Royal Bournemouth and Christchurch Hospitals NHS Foundation Trust. We have written to Sheila Collins informing her of the hon. Members inquiry. She will reply shortly and a copy of the letter will be placed in the Library.
Mr. Morley: To ask the Secretary of State for Health what assessment her Department made of the needs of people with lymphoma in the preparation of the Our Health, Our Care, Our Say White Paper. 
Andy Burnham: There was no specific assessment of the needs of people with lymphoma as part of the Our Health, Our Care, Our Say White Paper. The White Paper's broad focus meant it did not deal with specific illnesses, but focussed instead on principles that would improve care for all patients such as greater integration between health and social care, more treatment in the community and better preventative and early intervention services.
Mr. Jenkins: To ask the Secretary of State for Health what estimate she has made of the number of children under the age of five years who died following abuse or neglect in each of the last five years; and if she will make a statement. 
The Government have not estimated the number of children under the age of five years who have died following abuse or neglect in the last five years. The Government do not collect that specific information.
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