asked the Secretary of State for Air how many batmen are employed at Thornaby Royal Air Force Station by officers living in married quarters; and what are their duties.

Three are employed part-time. The duties are similar to those carried out by batmen in an officers' mess.

Does the right hon. Gentleman think it right that Regular Royal Air Force personnel should be engaged upon cleaning and polishing thoroughly on Monday the lounge and hall; and dusting and mopping the dining room and morning room? This is an extract from a document for which a constituent of mine was put on five days' confinement to barracks for sending to me? Does the right hon. Gentleman think it right that the time of these men should be wasted in this way? Should not these jobs be performed by the officers' wives?

I think the hon. Gentleman knows that all Regular batmen are volunteers. I think that the case to which he is referring happened some time ago.

asked the Secretary of State for Air whether he will release from further service 2755077 Leading Aircraftman G. A. Kerley, Royal Air Force Station, Sopley, details of whose case have been sent him by the hon. Member for Swindon.

Leading Aircraftman Kerley has not yet applied for release.

As soon as he applies in the proper way—and sometimes aircraftmen do have some difficulty in knowing what are the proper channels—will the Secretary of State give sympathetic consideration to his application, in view of the fact that his wife, who is an invalid and suffering from a very serious disability, has just had a child, and because I am quite certain that if the right hon. Gentleman knew as much about this man's domestic circumstances as I do he would look with great sympathy on his application?

Obviously no decision can be given until the actual application is made, but my experience of the Air Ministry over a good many years—and I think that all hon. Members would agree—is that it gives careful attention to these cases.

asked the Secretary of State for Air whether he is now satisfied with the performance of the Hunter aircraft; whether restrictions upon firing its guns can now be lifted; how far it is still intended to proceed with the production of this aircraft in the numbers originally contemplated; and if he will make a statement.

The Hunter has proved its flying qualities in the Service. There are still certain restrictions on the firing of the Hunter's guns, and a programme of modifications is in progress. As a result of the current review of the defence programme, there will be a small reduction in orders for Hunters.

Can the Secretary of State give us some greater reassurance that this, in itself, fine aircraft will be got through its teething troubles before in fact it is obsolete? Can he not tell us what the programme as to numbers is likely to be in the future?

Obviously it would be wrong for me to give exact numbers, but we hope that quite a number of modified aircraft will be operational before the summer.

The Secretary of State said that this aircraft has proved its flying qualities. In that proof, can he say whether the aircraft comes up to the operational standard of which the F.100 is capable?

Yes. The F.100 is a later aircraft, but it is a comparable aircraft.

asked the Minister of Transport and Civil Aviation whether he has now received a report from the panel of experts examining the Forth tube project.

Not yet, Sir. The panel is working hard. I hope to get its report in a month or two.

Will my right hon. Friend bear in mind that this matter is regarded as urgent in Scotland? Would he not consider asking the panel to give an interim report?

The panel has not so far fallen behind its programme of work, or behind the date when we thought it would be able to report.

Will the Minister give an assurance that, whatever the outcome of the report, the Government will fulfil their promise that a crossing of the Forth will begin within the four years?

That is another question.

asked the Minister of Transport and Civil Aviation whether he will initiate legislation to promote improvement and uniformity in the street lighting of those roads in built-up areas on which there is a substantial volume of traffic.

Street lighting is the responsibility of local lighting authorities, and they are well aware of the recommended standards of lighting for such roads and are, in general, bringing them up to these standards as their circumstances permit.

Is not the legislation with regard to street lighting chaotic at the moment? Is not the difference between grants for street lighting and grants for road improvement deterring local authorities from carrying out lighting improvements which are very necessary from the point of view of road safety? Is there not something which my right hon. Friend can do not only to improve but to create uniformity in street lighting?

If my hon. Friend would like to make any specific points to me on that question, I should be very glad to look at them. None the less, this is the responsibility of local authorities and not the central Government.

Does not the right hon. Gentleman agree that the best encouragement he could give to local authorities to carry out reforms in lighting would be to have a word with the Chancellor with a view to his reducing the interest rates which local authorities have to pay when they borrow money in respect of these necessary works?

asked the Minister of Transport and Civil Aviation how many objections have been lodged to his plans for the first 53 miles of the proposed London-Yorkshire motorway; when hearings of these objections commenced; when the hearings will be completed; and when construction will start.

By the end of the objection period I had received 136, of which a number are objections from owners and tenants in respect of the same piece of property. One of these has now been withdrawn. I am carefully considering all the representations made, and until I have completed this examination I am unable to answer my hon. Friend's further questions.

Can my right hon. Friend give an assurance that when the grants have been decided and the contracts have been placed he will leave it to the engineers to carry out those contracts in the normal way and not compel them to refer to his Department for decisions upon minor matters of detail?

I am afraid that that is rather a long way away at the moment.

asked the Minister of Transport and Civil Aviation for how long work was held up on the Loughton by-pass on route A.5, while the beams for the bridge, which had to be constructed, had to be redesigned owing to the inadequacy of the original design; and what total extra cost will have been incurred on account of this delay.

In this case the contractors have an outstanding claim against the county council for compensation in respect of delay to the progress of the works. Until this has been disposed of, I do not think I should make a statement on the points to which my hon. Friend refers.

Is my right hon. Friend aware that this delay was aggravated by the fact that the county surveyor had to refer even minor matters to his Ministry? Is he further aware that the extra cost involved was in no way the fault of the contractors concerned, but was due to the methods of bureaucracy?

On the broad issue, if my hon. Friend can give me any suggestions which will help to speed up road construction, I shall be only too pleased to consider them, but this specific case is sub judice as far as I am concerned.

asked the Minister of Transport and Civil Aviation what up-to-date technical information he has as to the extent to which the cost of building the new highways envisaged in his programme could be reduced if the construction could be carried out in a rapid and comprehensive manner instead of in piecemeal fashion necessary under the present system; and whether he will arrange with the Road Research Laboratory to make a report on this subject at an early date.

Once a scheme for a new road has been authorised the work is carried out as rapidly as possible in accordance with the best modern practice. It is true that certain improvements are authorised in sections, according to their priority in relation to that of schemes elsewhere, but that is necessary and reasonable.

Would the Minister agree with me that traffic is increasing very much more rapidly than the provision of roads to accommodate it? Does he not think there ought to be some radical change in our approach to this matter?

I agree with the hon. Gentleman that we certainly have to do more to keep traffic flowing. As to the details of the particular plan, I cannot answer in this Question.

asked the Minister of Transport and Civil Aviation whether he can now announce a starting date for the new Linlithgow Bridge over the Avon.

Not yet, Sir, as tenders have not yet been invited.

Is the Joint Parliamentary Secretary aware that it is nearly a year since he said that it was a first priority? Can this not be speeded up a little?

I am very familiar with this matter. I saw the right hon. Gentleman and some of his friends in connection with it eighteen months ago. There was some difficulty with the Stirling County Council but that has now been sorted out, the consulting engineers have been reappointed, and they hope to invite tenders by the end of February, with a view to the proposed work being started a little later.

asked the Minister of Transport and Civil Aviation if he is aware that there were double the number of road accidents in 1955 compared with the average for the previous five years on the Otley-Wetherby Road between Pool and Harewood Bridge; and why the dangerous road surface was not repaired until there had been these accidents and two deaths.

I am aware of the accidents which have occurred. The slippery surface which developed at the end of July, 1955, was promptly dealt with by the highway authority in August. The increase in the accident rate was not confined to the slippery section nor to the short period during which it remained slippery. In particular, there is no evidence that either of the two fatal accidents was due to any condition of the road surface.

asked the Minister of Transport and Civil Aviation what inquiries he has made regarding the siting of a new bridge crossing the Tyne.

The Tyne Tunnel Joint Committee has informed us that the best site would be between Jarrow and Howden on approximately the same line as that selected for the proposed tunnel.

Will the Minister look at this matter again, because there is a considerable difference between the bridge and the tunnel? The best site for the bridge is not necessarily the best site for the tunnel, and there are various interests in the North-East which think that the location of the bridge should be different from that of the tunnel.

I fully recognise that a tunnel is a different thing from a bridge. It does not necessarily follow, therefore, that the most suitable place for a bridge would be the most suitable place for a tunnel. On this occasion, however, it is the view of the joint committee of the two county councils that that is the case.

Will the hon. Gentleman bear in mind that a survey was made— and would have been acted on some years ago—for a bridge which would have connected the two county boroughs of South Shields and Tynemouth, which is a much more suitable place?

No doubt the right hon. Gentleman will make representations to the county councils on that subject. We, however, are dealing with the joint committee, and the two county councils are of the opinion that this is the most suitable place for the bridge, if it is to be constructed.

But the point to which I am alluding is not within the jurisdiction of the county councils.

In that case I can only suppose that that is a slightly different project from that which we are discussing.

Would the hon. Gentleman hazard a guess as to what would happen if the right hon. Gentleman the Member for South Shields (Mr. Ede) were put into closer communication with the hon. Member for Tynemouth (Dame Irene Ward)?

I should always be happy to act as a liaison between hon. Members.

asked the Minister of Transport and Civil Aviation if he is aware of the dangerous location of pedestrian crossings at Gypsy Corner, Western Avenue, Acton; and what steps he proposes to take to remove the crossings to safer positions, in view of the heavy accident rate at this point.

A number of accidents have taken place near this signal-controlled junction, but I do not think that it would help if we were to shift the pedestrian crossings. I hope the duplication of the western arm of Western Avenue, scheduled to begin next year, will improve matters.

Is the hon. Gentleman aware that the traffic lights controlling east-west and west-east traffic do not synchronise, which causes confusion in the minds of pedestrians wanting to cross the road? Is he also aware that although the pedestrian crossing lights show green, pedestrians very frequently cannot cross because of the heavy traffic filtering from other directions? If he cannot find and provide any other alternative, will he consider the introduction of an all-red phase to give pedestrians a chance to cross the road in safety?

I am aware that there have been a number of accidents here recently and that it is because the two streams of traffic are not stopped at the same time. The reason for that is to facilitate traffic turning to the right. I will certainly look into the point which the hon. Gentleman has raised, but so far as we have been able to study the matter it is not likely to be put right until we have been able to carry out major road improvements there. In five out of the seven recent accidents the pedestrians did not cross at the lights but some distance from them.

asked the Minister of Transport and Civil Aviation whether he is aware that the Midland Federation of Road Safety Committees is disturbed at his action in refusing grant of any road safety publicity expenditure for 1955–56 which is in excess of the expenditure for the previous year; and, in view of the smallness of the amount to be saved and of the rate of increase in accidents, if he will reconsider his decision.

I am aware of the concern expressed by the Midland Federation of Road Safety Committees. I recognise the great value of the road safety campaigns run by local authorities, but I am afraid I cannot increase road safety grants for the current year ending on 31st March.

While I am glad that the Minister appreciates the anxiety that his has caused, may I ask whether his Answer means that after 31st March he will feel able, as in the past, to agree to any realistic increase of grant in this respect, particularly in view of the alarming increase in road accidents?

I will certainly consider very carefully what the hon. Lady has said.

In view of the appalling increase in road accidents, could the Minister not reconsider, with the Treasury, the desirability of increasing by very small amounts grants for these active and most useful campaigns by local authorities, and not wait many months before taking the necessary steps in that direction?

I do not think, perhaps, that the right hon. Gentleman heard my last words. I am only concerned at the moment with the current year which ends on 31st March, and I cannot do anything in these remaining weeks.

asked the Minister of Transport and Civil Aviation how many local authorities have not set up local road safety committees; and what percentage that number bears to the total number of local authorities empowered to set up such committees.

One hundred and seventy-four local authorities or 13½ per cent. of the total.

Is there nothing else that my hon. Friend can do to persuade those local authorities which have not set up road safety committees to set up these very valuable committees?

We regard them as extremely important and valuable from the point of view of road safety, and we are doing all we can, through the Royal Society for the Prevention of Accidents, to encourage local authorities to do so. I hope that the publicity which my hon. Friend's Question has given to this matter will result in some other local authorities setting up these committees.

asked the Minister of Transport and Civil Aviation what plans he has for making the National Road Safety Campaign more effective.

I am planning to continue the National Road Safety Campaign through the local Road Safety Committees set up by local authorities and with the help of the Royal Society for the Prevention of Accidents. In addition, I intend from time to time to contribute to the general campaign by means such as the specially written booklet on "Sense and Safety," which was published on 17th January. Another immediate measure is the free distribution of the Highway Code for one year to people renewing their substantive driving licences. This starts today.

Can the Minister say whether he has read the statement issued by Mr. Maurice Rickard on resigning as publicity consultant to the National Road Safety Campaign? In view of the lamentably small number of local authorities that have set up road safety committees—as disclosed in his earlier answer to the hon. Member for Crosby (Mr. Page)—does not the Minister think that some more centralised road safety publicity campaign is necessary?

I know Mr. Rickard's views, and those of many other people who naturally feel very worried about the number of deaths on the roads. I shall certainly look very carefully into the point raised by the hon. Member.

Will the Minister take as a precedent the campaign carried out by the Labour Government in 1947?

asked the Minister of Transport and Civil Aviation whether he is prepared to introduce regulations making side windows in small vans obligatory so that the accident risk may be reduced.

asked the Minister of Transport and Civil Aviation if he will introduce regulations making compulsory the provision of side windows in trade and similar vans, so as to increase the range of the driver's vision.

My right hon. Friend could not contemplate this action as he is not satisfied that considerations of road safety justify compulsion.

Is the Joint Parliamentary Secretary aware that in Coventry over a period of twenty months there have been seven accidents which could be attributed directly to this lack of side windows, that the Coventry Water Undertaking desires to fit them, and that if it did so the Purchase Tax on each vehicle would be increased by £100, which is quite impossible? Will not the Minister look at the matter again?

I am not concerned with the question of Purchase Tax—that is a matter for the Treasury. From the point of view of road safety, we are not of the opinion that the provision of side windows would have any appreciable effect. Under Regulation 16 of the Construction and Use Regulations, 1955,

"Every motor vehicle shall be equipped either internally or externally with a mirror so constructed and fitted to the motor vehicle as to assist the driver if he so desires to become aware of traffic to the rear of the vehicle."

We believe that the fitting of mirrors of that kind is a great deal more conducive to safety than having side windows, in which case it would be necessary for the driver to turn his head when, as a matter of fact, it would be better if he looked in front of him.

Cannot we persuade the Minister to adopt a more crusading attitude in this matter? Is it not a fact that this business of road casualties is a grim and desperate battle in which no means should be neglected to prevent casualties, however few they may be?

Nobody is better aware than I, as Chairman of the Road Safety Committee, of the gravity of the accidents which at present occur. We see no reason whatever to suppose that the provision of windows behind the driver's seat is going to be of any value at all in averting accidents, and we think that mirrors are a better and more scientific way of guarding against accidents.

Does not the Minister understand that the object of side windows is to enable the driver to see sideways, and the object of mirrors is to enable him to see backwards, which are quite different things? Will he not think again, if he can?

The hon. Gentleman apparently does not understand what the principal Question was. It does not refer to side windows beside the driver's seat, but to side windows behind the driver's seat.

As I am dealing with certain accidents which have occurred and not with problematical theories, would the Minister be prepared to look at evidence from Coventry concerning these accidents to see if his opinion is right?

I am always willing to look at any evidence in order to confirm the opinion to which I have already come.

In view of the hon. Gentleman's reply to one of my hon. Friends, will he look at the Question again, when he will see that there is no suggestion of side windows being fitted behind the driver as he suggested?

This refers to the provisions of the Purchase Tax Orders, and they refer to windows behind the driver's seat.

asked the Minister of Transport and Civil Aviation what revised estimate he made of the loss on disposal of vehicles by the British Transport Commission before proposing to legislate to terminate the Transport Levy.

A reassessment was made of the capital loss based on the latest information available. With other compensation payable to the Commission under the Transport Act, 1953, the total amount was estimated as approximately £12¼ million.

How was it possible to arrive at that estimate when the disposals which were planned in regard to the parcels, meat and remaining vehicles had not taken place? Does this mean that, the estimate now having been fixed at £12 million, the Minister will abandon all further sales so that the loss falling on the Commission will not be greater than that amount?

First, this is an estimate, and, secondly, before long the House will no doubt be discussing legislation upon which this whole question can be examined.

Will the Minister give an undertaking that if the estimate is greater than that, the Government will, in view of the proposal to terminate the Levy at the end of the year, bear that loss, and that it will not fall on the Commission?

If the hon. Gentleman would care to put down that question, I will answer it.

asked the Minister of Transport and Civil Aviation if he will now state when he proposes to terminate the appointments of the members of the Road Haulage Disposal Board.

I am not at present in a position to make any statement on this matter.

Will the Minister tell us what further work the Road Haulage Disposal Board has to do, in view of the fact that there was no tender whatever for the parcels company, that the only tender for the meat organisation had to be rejected because it was fishy; and why, since the remaining vehicles up for disposal are very few in number, the Board is kept in existence?

I think that if the hon. Gentleman studies a little more carefully the duties which the Board has to do he will see that there are certain very important remaining duties which devolve upon it.

asked the Minister of Transport and Civil Aviation if he will so exercise his powers of appointment under Section 1 (2) of the Transport Act, 1947, that the top control of British Transport shall be placed in the hands of experienced transport trade unionists, instead of in the hands of men whose working lives have been spent in other than the transport industry.

No, Sir. While it is my constant desire to use the skill and wise counsels of the trade union movement to the full, I am convinced that the British Transport Commission is best directed by a well balanced board who, between them, have experience of the transport business and also wide knowledge of administrative and industrial practice.

Is the Minister laying it down as a principle that inexpert persons shall be in charge of expert and difficult technical problems? Can he give any reasons for that surprising proposition?

I am laying it down as a principle that I am going to pick the best men I can find for the job.

Can my right hon. Friend say whether this Question is a sign of a change in the Socialist Party policy from Socialism to syndicalism?

I would not know anything about that.

asked the Minister of Transport and Civil Aviation if he will give a general direction to the British Transport Commission to consider the possibility of following the example of the cement industry and agree not to increase their fares on freight charges during the next six months.

I would refer my hon. Friend to the answer which I gave to my hon. Friend the Member for Scotstoun (Sir J. Hutchison) on 25th January.

Does not my right hon. Friend think that the example set by the cement industry and followed by other industries is a very commendable one? Why is it that a nationalised industry cannot follow that example?

I certainly think that the example of private enterprise industry in this respect is a very commendable one. Perhaps one of the differences is that some, or perhaps all, those industries are making profits, while the railways— which are mentioned in my hon. Friend's Question—are certainly not.

Is the right hon. Gentleman not aware that it is much easier to reduce prices or keep them steady when one is overcharging than when one is charging at cost price?

Go to the bottom of the class.

asked the Minister of Transport and Civil Aviation the number and aggregate unladen tonnage of the vehicles owned by British Road Services at the date of the Royal Assent being given to the Transport Act, 1953; the number sold by the Disposals Board to 1st January, 1956, and their aggregate unladen tonnage; and the number of vehicles and their aggregate unladen tonnage remaining in the ownership of British Road Services at 1st January, 1956.

The number of vehicles at the time the 1953 Act received the Royal Assent was 36,776. The number of vehicles sold up to 1st January last was 18,832. The number remaining in the hands of British Road Services at 3rd December, 1955—the latest date for which figures are at present available— was 16,731. There was a reduction of 1,200 in the size of the fleet due to vehicles bought or sold in the course of normal replacement. Figures for tonnage could not be obtained in the time available and I will write as soon as possible to my hon. Friend.

asked the Minister of Transport and Civil Aviation if he has now completed his examination of the problem caused by winking traffic indicators on motor vehicles; and if he will make a statement.

No, Sir. The Road Research Laboratory, following their interim report, are carrying out a further investigation into certain aspects of the problem and I must await their report on this.

Will the Minister give the House an assurance that when he is further examining this matter he will not be unduly influenced by considerations of the export market but will pay attention solely to the need for the safety and convenience of drivers?

I shall have to try to do both.

Has there not been a very long delay about this matter? We were assured that we should have that report from the Laboratory by the end of last year and some statement by the Minister. Now we are told that further investigation is taking place. The longer action is delayed the more difficult it will be. Can we have an assurance when we will have an announcement?

The right hon. Gentleman is on a good point when he says that we ought to get this cleared up as soon as possible. I will do what I can.

asked the Minister of Transport and Civil Aviation (1) what steps he is taking to make periodic inspection of motor cars compulsory;

(2) if he will now set up further vehicle-testing stations similar to the one at Hendon.

As I announced last week, the Government have accepted the principle of compulsory periodic vehicle testing. The vehicle-testing station at Hendon is a pilot venture from which I hope to gain much useful information. I do not intend at the moment to open any more in advance of a general scheme.

Is the Minister aware that since these two Questions were put down the Government have reversed their policy in this matter and decided to follow the policy of the Labour Party? We hope that that will be continued, of course. Is he further aware that we shall study his detailed proposals on this matter with the very greatest care?

I appreciate that since the hon. Gentleman put these Questions down things have happened elsewhere, but I hope there are no politics in trying to stop deaths on the road.

Before the Minister decides to set up many more testing stations like the one at Hendon, will he consider the possibility that that kind of expense could be better used in other ways? Is he aware that the Birmingham Accident Prevention Road Safety Campaign is also of the opinion that that could be so?

We had better wait until the Bill comes back to the House.

Would the Minister agree by way of encouragement to introduce a regulation to ensure that only those cars which have passed the vehicle test at Hendon shall be allowed to park in New Palace Yard?

asked the Minister of Transport and Civil Aviation the average period which elapses between the hearing of representations and objections in respect of proposals to close public footpaths and the announcement of his decision.

A local inquiry is not often necessary in these cases. Circumstances vary so greatly that no useful average period between hearing and decision can be given. The length of that interval depends on the complexities of the case and, in particular, whether the merits of different substitute routes have to be investigated.

Is the Minister aware that the question relates, not to the amount of time taken in arriving at a decision, but the amount of time taken in announcing the decision after it is reached? Is he aware that according to the Commons, Open Spaces and Footpaths Preservation Society, the average length of time taken in making the decision on appeals to the Ministry of Housing and Local Government is only three months, but that in the case of appeals to his Department it is much longer and often prejudices the future of the footpath concerned?

I will certainly have a look at that point.

asked the Minister of Transport and Civil Aviation if he is now in a position to make a statement on the policy to be adopted for civil aircraft in this country in so far as backward-facing seats are concerned.

This is a matter on which expert opinion is not unanimous. It is to be discussed by the International Civil Aviation Organisation in September this year, and any decision affecting British aircraft must await the outcome of the discussion.

While being aware, of course, that this has gone on for a long time and that opinion is not unanimous on the subject, may I ask the Minister if he appreciates that people would like to know at what decision the Government may arrive? May we hope that it will not be later than September?

I quite appreciate the hon. Lady's interest in this matter. I do not think that I can give an undertaking that a decision will not be later than September. The matter will only be discussed in September. Meanwhile, it is generally recognised that the Government's policy is that we should not make rearward-facing seats mandatory, in view of conflicting opinions on the matter, until some international agreement is arrived at, which would mean that all airlines could do the same thing.

asked the Minister of Transport and Civil Aviation the average number of days in a year in which scheduled services of British airlines are unable to use London, Idlewild, and Paris, Le Bourget, airports, respectively.

It rarely occurs that the scheduled services of British airlines are unable to make use of any of these airports for so long a period as 24 hours. In fact, there were no such occasions in 1955 at London Airport, Idlewild, or Le Bourget, apart from a period when the latter was closed during a strike of French Air Traffic Control Officers.

Is the Minister aware that there is some concern that London Airport is not able to be used nearly as frequently as the other two that he mentioned because of fog? Has he made any estimate of the loss of revenue arising from that, and is anything being done to speed up fog dispersal units?

It is true to say that London suffers from fog to a certain extent more than other aerodromes. I have no estimate of the amount of money lost. There have been various estimates. I think the hon. Gentleman will realise that one of the chief reasons for building Gatwick is that it can be an alternate for bad weather. With regard to fog dispersal, one must remember that F.I.D.O. will only clear fog and not low cloud or heavy rain, which also cause diversion from London Airport.

Will the Minister therefore agree that it is a very good thing for the safety of passengers in this country and those coming from other countries that Prestwick Airport should be available?

Prestwick is at present the second international airport in the United Kingdom.

asked the Minister of Transport and Civil Aviation how soon he expects the Britannia to be in service; and for what routes he has approved its use.

I understand that British Overseas Airways Corporation expects to have Britannias in service on the route to South Africa in July or August of this year. The Corporation intends to introduce the Britannia to other routes, beginning with the route to Australia, as deliveries and the completion of training arrangements permit.

asked the Minister of Transport and Civil Aviation if he will make a statement on the finding of salt water in a British European Airways Viscount refuelled at Gibraltar.

asked the Minister of Transport and Civil Aviation in what circumstances the Viscount airliner flying from Gibraltar to London on 2nd January forced-landed in France; and if he will make a statement.

Yes, Sir; since this incident occurred it has been established that the fuel taken on board at Gibraltar was contaminated with sea water. When the Viscount was 70 miles west of Bordeaux, flying at 21,000 feet, No. I engine failed followed by No. 2 and shortly No. 4. The crew took emergency action and it appeared that a ditching operation would have to be made. Through the able assistance from the French Air Traffic Control authorities, the captain, who displayed the highest standards of airmanship, was able to make a landing at the military airfield at Cazaux.

I am sure the House will join with the Minister in what he has said about the captain's skill and courage in making a forced landing. Can the hon. Gentleman assure us that there will be a full inquiry into how this affair arose, and will he also say whether this is not almost a unique event in the history of British airlines and is certainly not likely to be repeated?

I can assure the House that there is every likelihood that there will not be a recurrence of that type of incident. British European Airways and the petroleum company have taken most careful steps since the incident occurred. A report, which is, of course, primarily the responsibility of the Corporation, will be sent by the Chairman to my right hon. Friend for him to study.

While I have no doubt that the Minister will study the report with the greatest interest, is it not a fact that the crew of the aircraft displayed most outstanding skill and presence of mind? Might I suggest that it would not be inappropriate to make some recognition of their achievement?

I am glad that the hon. Gentleman joins me in the words that I uttered in my original reply. This is a matter for the Chairman and Board of the Corporation, in the first instance at any rate.

Is the hon. Gentleman aware that this is a matter far beyond the mere concern of the Corporation? It is a matter of great public interest to know that an investigation is being made and that steps will be taken to prevent such an incident occurring in future. The public will want to know exactly how the incident occurred.

I can only repeat that my right hon. Friend recognises his overriding responsibilities for safety, and it is for that reason that Lord Douglas will furnish him with a full report which he will study with the greatest care when it arrives.

While I agree with hon. Members who have paid tribute to the captain of the aircraft, is my hon. Friend satisfied with the inquiry by the Corporation? Does he not think that it is a matter which should be investigated by the Criminal Investigation Department?

No, Sir; I do not think so. The facts seems to be fairly clear. I ought perhaps to add that B.E.A. has suspended its engineer at Gibraltar because, having discovered that contamination was present, he failed to follow B.E.A.'s instructions about action to be taken when fuel contamination is discovered.

Is the hon. Gentleman aware that the public will want some report? If Lord Douglas is not able to publish his report, will the hon. Gentleman ensure that the public gets some report when the investigation is completed?

If there were any overriding reason why my right hon. Friend felt that he should make a further statement, he would of course do so, but it would not preclude Lord Douglas from making some statement on behalf of the Corporation. I hope the House will allow us to leave the matter there, because it is at present under consideration.

asked the Minister of Transport and Civil Aviation when he anticipates that he will receive the Report of the Ports Efficiency Committee which is investigating delays to road vehicles in dock areas.

The Committee is pursuing its inquiries as quickly as possible, but I cannot say when it will be able to present a Report on this matter.

Does my right hon. Friend appreciate the urgency of this matter in that the lack of facilities in the ports for marshalling goods brought by road transport is not only increasing the cost of exports, but also the cost of imports? It is a matter of national urgency at the present time, particularly having regard to the efficiency achieved by Continental ports.

I know my hon. Friend's interest in this matter and, therefore, I am quite sure that he will appreciate, just as well as I do, the immense amount of work involved even in getting the basic statistics to enable the Ports Efficiency Committee to start the job.

While the Minister is awaiting these statistics and Report, will he inform ship-owners and exporters that there is neither congestion nor delay at the ports of Cardiff, Barry, Newport or Swansea in South Wales?

I shall be delighted to do so, and I am very obliged to the hon. Gentleman for doing it for me.

asked the Minister of Transport and Civil Aviation which ports are not being used to their full capacity for handling shipping.

The effective capacity of a port depends upon a number of factors, and I could not attempt to particularise the individual ports which may have spare capacity for different classes of traffic. Port authorities bring to the notice of shippers and shipowners the capacity they have available for particular trades. The distribution of traffic between ports is ultimately the responsibility of the shippers.

asked the Minister of Transport and Civil Aviation how much manpower has been saved by the installation of labour-saving machinery in the docks in recent years; and to what extent time has been saved in loading and unloading.

Although progress is being made with the installation of labour-saving machinery in the ports, it is not possible to specify exactly the saving in manpower, but some remarkable savings of time in the turn-round of ships have been achieved by the installation of machinery, particularly in handling bulk cargoes.

Does my right hon. Friend mean by that that the ships are now being turned round in the ports more quickly or more slowly than before the war?

It is so difficult to give an exact comparison. In some ports they are certainly being turned round more quickly. If my hon. Friend is interested. I will give him all the information I can.

asked the Minister of Transport and Civil Aviation how many ocean-going vessels are owned by British companies and operate under another flag; and how many British ships have been transferred to another flag during the past five years.

A company which is qualified to own a British ship cannot lawfully own a ship trading under a foreign flag. During the last five years. 511 ships of 500 gross tons and over, formerly registered in the United Kingdom and Colonies, have been transferred to other registers.

In view of the number of ships which are being transferred to maritime nations which will not conform to I.L.O. conventions, will the Minister take steps to prevent the future transfers or sales of these ships to such countries unless he has special reasons for agreeing to them?

I do not think that any of us likes these flags of convenience, but the difficulty is that there is a very narrow balance of advantage whether this restriction would help or hinder the shipping industry.

Does not this question draw attention to a very serious matter in shipping? Is not it the case that, owing to high taxation in this country and the disregard of international conventions by other countries, shipowners who patriotically keep their ships under the British flag are working at a great disadvantage?

I do not think that that is the same question. The difficulty is that some owners, at least, have transferred their flags to other countries. I do not think that the question of high taxation is the only point which arises.

asked the Minister of Transport and Civil Aviation what experiments or tests have been made into the use of inflated dinghies or life-rafts for the saving of life at sea; and if he will make it compulsory for ships to carry such life-saving apparatus.

Extensive trials of inflatable life-rafts have been carried out by my Department and the Admiralty, and I have approved the use of these rafts in both merchant ships and fishing boats. I am in process of making Regulations requiring their carriage in a wide range of fishing boats. Their compulsory carriage in merchant ships is for further consideration and, in part, depends on amendment of the 1948 International Conventions for the Safety of Life at Sea. Her Majesty's Government have already proposed this amendment to all signatories of the Convention. In the meantime, I have the matter under active review with the shipping industry, and I am glad to say that many ships are being voluntarily equipped with this apparatus.

Will the Minister press for a change of attitude of the convention of 1948 so that these dinghies can be used, in view of the fact that the senior officers of his Department are satisfied that it is necessary to use dinghies and that they can save life at sea?

I agree with the hon. Gentleman and will certainly do what I can to increase their use.

asked the Minister of Transport and Civil Aviation if he is aware that the safety of many coastal vessels depends on the strength of the canvas which covers the hatches; that when this is torn by the sea the hatch covers become loose and liable to be washed away; and if he will make a regulation for a locked bar to be placed across every row of hatch covers in order to retain the firmness of the hatches even when the canvas is broken.

Load-line rules which govern these matters already require hatch covers to be provided with steel bars or other equivalent means for efficiently and independently securing each section of hatchway covers after the tarpaulins are battened down.

Is the Minister aware that at the inquest on the men who were lost on the motor vessel "Citrine" off Falmouth a few weeks ago, a representative person said that it was a mockery that the safety of a vessel should depend upon the canvas cover on the hatches? Surely something should be done to make hatch covers safe, apart from the wedging of the canvas?

I have looked at the report of the loss which the hon. Gentleman has mentioned. I do not think he knows that I have already ordered a preliminary inquiry. I do not think I ought to comment further on the matter.

In view of the disquiet in West Cornwall at the rather unfortunate remarks at that inquest by somebody who was really in no position to make them, would my right hon. Friend bear in mind that there is a real need for giving information so as to allay suspicion of and unfairness to the people who constructed and manned that vessel, and that it should be quite definitely stated whether the remarks are true or not? There has been considerable anxiety not only in West Cornwall but in Glasgow as well.

This is a very important point, and that is why I have asked for a preliminary inquiry.

asked the Minister of Transport and Civil Aviation (1) what progress was made during 1955 by British Railways in the installation of automatic train control; how many miles of permanent way operated by the British Transport Commission were fitted with such equipment, and how many locomotives, respectively, at 1st January, 1955, and 31st December, 1955; and what progress in improved railway safety is planned for 1956;

(2) in view of recent railway accidents at Milton, Berkshire, Barnes and elsewhere, unattended signal boxes and similar failures of railway organisation and administration, what consultations he has had with the British Transport Commission and what special steps he proposes to take during 1956 to allay the rising apprehension of the railway travelling public, improve safety measures, and increase automatic and other equipment of the latest types, designed to reduce the number and extent of accidents and smashes on British Railways.

On the general question of railway safety, I would refer my hon. Friend to what I said on 25th January in answer to my hon. and gallant Friend the Member for Knutsford (Lieut-Colonel Bromley Davenport) and the hon. and learned Member for Aberdeen, North (Mr. Hector Hughes) about discussions I have had with the British Transport Commission and the steps being taken by the Commission and the trade unions. I would also remind him of the significant statement issued by the British Railways Productivity Council last Friday about planned productivity through work study for increasing efficiency in British Railways. All this shows an improving situation of promise for the future.

As regards automatic train control, the most important thing is to have a system which is safe, efficient and reliable and which will command the unquestioning confidence of the railwaymen. This can only be developed by thorough practical trials, and development during 1955 reached an advanced stage. Three thousand and thirty track miles and 3,462 locomotives are fitted with automatic train control equipment, but these figures include the 2,953 track miles and 3,408 locomotives of the former Great Western Railway and the Tilbury Line. The number of locomotives so fitted is almost the same as at the beginning of 1955, but 27 additional track miles were fitted between London and Grantham towards the new trial length of 210 track miles which should be completed by the middle of this year.

Do not these figures reveal the fact that during the last few years practically no progress has been made in the installation of additional automatic train control devices, excepting those that were in existence at the time of nationalisation on the old Western region? Is my right hon. Friend aware that there is rising public apprehension in regard to railway accidents and that what is needed is a specific assurance that there will be an improvement in the rate of equipment in that connection during 1956?

I do nol think my hon. Friend was in his place last Wednesday or he would have heard my answers to these questions when I gave a quite clear assurance that we were pressing on with this equipment as quickly as we can.

Will the Minister make it quite clear that he does not accept the suggestion which appears in Question No. 24 that unattended signal boxes are a failure of railway organisation, because it is a normal and safe practice to close signal boxes at different times during the 24 hours?

It would not be proper for me to go into that sort of detail until I have seen the technical reports of recent accidents from my inspecting officers.

asked the Minister of Transport and Civil Aviation whether he has completed his examination of the proposal for a new railway line from London Airport via Whitton to Waterloo.

The possibility of a rail link to London Airport is still under examination. A possible railway alignment has been found, and the next stage would be to commission an engineering survey.

Will the Minister press on with this proposal? The efficiency of London Airport would be vastly increased if some fast nonstop rail communication to Waterloo or some other rail terminus were provided at the earliest possible moment, as it would obviate the present dreary journey from the airport and reduce traffic congestion?

The dreary journey will be cut down when the Cromwell Road extension is completed. I must make the point that any agreed scheme would have to take its place among other capital investments.

But was not a committee set up to consider the installation of a monorail between central London and London Airport? Has that committee reported and, if so, what is its report?

The committee was charged with looking into the possibility of a monorail, and it is at the present moment considering that as well as the railway, but I do not think that one should necessarily wait for such a scheme as the monorail if one can find another way to speed up the time taken to get to and from London Airport.

Will the possibility of having a rail extension to London Airport affect the decision to move the Air Terminal to Kensington?

No, Sir. When the Air Terminal is moved to Cromwell Road we hope that the time taken by the B.E.A. buses to get to London Airport will be cut down by between ten minutes and a quarter of an hour.

asked the Lord Privy Seal if he will state the policy of the Government regarding British co-operation with other European countries in the peaceful uses of atomic energy.

Collaboration between a number of European countries in the peaceful uses of atomic energy is still under discussion between them, and it is too soon yet to say in what form British participation in such collaboration will be possible.

Has the right hon. Gentleman seen the important statement made by M. Guy Mollet on the Euratom proposal, and noted his expression of the view that this country should be associated with Euratom more closely than it has been with other European projects? Will the right hon. Gentleman bear in mind the importance, from the political point of view, of seeing that this matter is no confined within a narrow "little Europe" basis?