asked the Secretary of State for Air what is now the cost of training a V-bomber pilot and the various members of the crew who would be entrusted with the task of dropping a hydrogen bomb.

V-bomber aircrew, apart from the air electronics officer, are selected from personnel who have completed operational tours on other types of aircraft. The direct and indirect cost of their subsequent specialist training on V-bombers, up to the time of joining V-bomber squadrons, is about £150,000 for the five crew members.

Does not the Minister agree that that is quite a lot?

It is, but I think that it might, perhaps, help to put it into proportion if I remind the House that, while the cost of one Valiant and its crew is as much as a war-time Lancaster squadron of sixteen aircraft, in one sortie a Valiant could hit harder than the whole of Bomber Command hit Germany during the whole of the last war. It is that sort of background which puts these training costs into perspective.

asked the Secretary of State for Air upon what grounds he bases his estimate that the V-bombers could bomb Moscow and then return to this country.

The aircraft's load and fuel consumption, and the known distance between London and Moscow.

Is the assumption made by the Under-Secretary during the last debate itself based on the assumption that the Russians have no aircraft and no defences, and that the aerodromes will be here when they return?

This is not a matter for conjecture. It is a matter of known facts, and I have given the facts to the House.

asked the Secretary of State for Air the nature of the operational considerations which influenced his decision not to place missile bases in Scotland.

It would not be in the public interest to discuss these operational considerations.

Is the Minister aware that there has been a good deal of discussion on this matter in the Press, and that the scientific correspondent of the Daily Express has said that they are not to be placed in Scotland because the missiles might go over neutral territory such as Sweden? Can the right hon. Gentleman confirm or deny that?

Had these missiles been based in Scotland, the question might have arisen. As they are not, it is purely hypothetical.

asked the Secretary of State for Air to what extent the existing arrangements with the United States Air Force fix the maximum number of hydrogen bombs to be kept in the United Kingdom.

The arrangements with the United States Government do not include restrictions on the number of weapons to be stored in the United Kingdom.

Is not this an unsatisfactory, if not an almost lunatic, state of affairs? Has nobody in Her Majesty's Government—the Secretary of State for Air, the Defence Minister, or the Prime Minister—come to some understanding or made some appreciation of how many H-bombs are required in this country? Is it necessary to have more of these devilish weapons than is absolutely necessary in the opinion of the Chiefs of Staff, or whoever it may be?

As I explained to the House last week, the storage for the weapons is actually built by the Air Ministry, and we, therefore, naturally, know where the stocks may be deployed; but information about the actual number of weapons which may be stored here at any one time is not essential for mutual defence purposes.

asked the Minister of Transport and Civil Aviation (1) what plans are in hand for improving the A.56 trunk road between Manchester and Burnley; and by what date it is intended that these plans shall be completed;

We intend to improve this trunk road throughout its length, and our plans include a by-pass of Bury and local diversions at Edenfield and Rawtenstall. We shall also give priority to widening the road through Loveclough. I am not yet able to say how soon these schemes can be carried out.

We welcome the proposals the Minister has in mind, but is he aware that, in the course of three and a half years, over 1,000 people were injured on this road, many of them being killed? Does he appreciate that this is the arterial road for the whole textile industry of North-East Lancashire, and that, so long as there is this tremendous hold up at the level crossing in Rawtenstall, great harm is inflicted upon the industry, and, of course, new industries are discouraged from going to the area?

I am very anxious to get on with the road programme, and I will ask my divisional road engineer to look very carefuuly at what the hon. Gentlemen says.

Does the Minister realise that this road circles the North-East Lancashire Development Area and that the sooner it is completed the better it will be for the industrial development of the area? Can he give any date?

I cannot; but, as I have said, I will ask my divisional road engineer to look into it.

If we were to table a Question again in a few weeks' time, would the Minister then, perhaps, be able to give a firm date for the completion?

Perhaps the hon. Gentleman will put a Question down about it.

asked the Minister of Transport and Civil Aviation what progress has been made in the preparation of plans for reconstruction in the vicinity of the railway bridge over road A.408 at Yiewsley; and by what date he will require the proposals to be submitted if the claims of this essential improvement are to be considered for his programme this year.

We are considering a scheme submitted by the Middlesex County Council and I hope that we shall be able to authorise it in the coming financial year.

asked the Minister of Transport and Civil Aviation whether he has now received the final report from the Road Research Laboratory on the value, in reducing the accident rate, of the practice of painting "Halt" on the road surface adjacent to halt signs.

No, Sir, not yet.

Can the Minister speed up this matter, because in my own borough, over identical periods, at one road junction accidents have been reduced from 15 to 1 and at six other junctions they have been reduced by an average of from 15 to 5? It is important that this scheme should be put into operation. Can the right hon. Gentleman say, at the same time, whether the research people are considering the ideal distance from the road junction at which the sign should be painted—whether it is 30, 40, or 50 yards?

We are waiting upon the result of the survey of 100 sites by the Road Research Laboratory. It has completed some of it, but not all of it. We shall have to compose ourselves in patience for a little longer. In the meantime, we are consulting with local authorities about these and other road signs, so that we are making use of the interval. I am aware of the success in the hon. Gentleman's borough.

asked the Minister of Transport and Civil Aviation the number of fatal and non-fatal accidents which have occurred in Cable Street, London, E.1, and The Highway, London, E.1, during the years 1955, 1956 and 1957, respectively.

As the reply consists of a table of figures, I will, with permission, circulate it with the OFFICIAL REPORT.

Is the hon. Gentleman aware that the proposal of the Minister to have one-way traffic on these two streets is viewed with great apprehension by the residents in the area? They are certain, just as the Stepney Borough Council is certain, that if one-way traffic is introduced in these two streets there will be faster traffic, but more fatal accidents. Will the hon. Gentleman undertake to review this question of one-way traffic again before he finally gives his consent?

I know that there has been a lengthy discussion on this matter, but the police are convinced that a one-way system in these two streets will be for the general benefit. I went to inspect them myself, and I am bound to say that I was convinced that it was right to make the experiment. If the experiment turns out to be a failure it will cease, but in the meantime in that street, which is very narrow, I am certain that there will be advantage in having one-way movement, particularly having regard to the heavy vehicles there and the narrow pavement, where so often there are accidents due to the fact that there is a standing vehicle and when another is passing it pedestrians on the pavement are injured by the overhang of the lorry. I am certain that the experiment is well worth while carrying out.

On a point of order. In view of the importance of this problem to my constituents in the area, especially the old people and the children, I beg to give notice that I shall raise the subject on the Adjournment at the earliest opportunity.

asked the Minister of Transport and Civil Aviation in how many night road accidents in the past twelve months the presence of unlighted vehicles on the road has been a contributory factor; and whether he is satisfied with the present regulations and their observance.

Some 890 accidents involving personal injury in Great Britain in 1957 were attributed by the police wholly or partly to the absence of front or rear lights on one of the vehicles concerned. I am satisfied that the standards prescribed for the lighting of vehicles are adequate, but I am grateful to my hon. Friend for the opportunity he has given me for emphasising the danger inherent in poor observance.

May I draw my hon. Friend's attention to the last line of the Question, which asks whether the Minister is satisfied with the observance of the regulations?

Yes. Broadly, I think they are carried out as well as they can be.

Will my hon. Friend look into the point that there are a number of vehicles running about the roads today which are not fulfilling the regulations laid down by Parliament a few years ago that they should carry two effective reflectors at the rear, in that the reflectors have been dislodged, displaced or lost? Will he ask his right hon. Friend the Home Secretary whether the police might look into this a little more closely?

I will call the attention of my right hon. Friend to the point, but without specific instances it is difficult to follow up such a general thought.

While he is looking into the question of lights on vehicles, will the Minister give attention to the present-day stop and direction lights, which on a number of vehicles are almost like headlights and can be blinding?

I agree that many of them are not entirely satisfactory. They will gradually become right as the new standards of manufacture come into operation.

asked the Minister of Transport and Civil Aviation the percentage of failures among candidates taking the driving test for mopeds during the past twelve months from any convenient date; and what percentage of these failures was due solely to lack of knowledge and application of the Highway Code.

The information for which my hon. and gallant Friend asked is not readily available.

Would my hon. Friend agree that his Chief Traffic Examiner is on the record in a recent report to the Committee on Road Safety as saying that these failures are largely due to lack of knowledge and application of the Highway Code? If that is true, and in view of the very low accident rate among riders of mopeds, will he consider the possibility of restricting the test for riding a moped to a theoretical one based largely on knowledge of the Highway Code?

We have considered doing that, but our view is that a practical test is necessary as well. Although a number failed on the theoretical side, there is quite a number who also failed on the practical side.

asked the Minister of Transport and Civil Aviation the cost of providing and constructing new roads and bringing into conformity with the new scheme the existing roads in the Elephant and Castle area.

The total cost of constructing the two roundabouts and the associated roads at this junction will be about £1½ million, including the cost of acquiring land and property.

asked the Minister of Transport and Civil Aviation what were the recommendations made to him by the London County Council and the Southwark Borough Council on the choice of surfacing material on the carriageways in the new Elephant and Castle area before the decision was made that part of the carriageways should be of mastic asphalt and part of hot rolled asphalt; what is the estimated cost and period of useful life of each of these road surfacing materials; what would be the extra cost if the whole surface instead of part of the surface were of mastic asphalt; and whether he is satisfied that such extra cost would not be fully compensated by a longer useful life, which, in the estimation of the Southwark Borough Council, would be twice that of hot rolled asphalt.

The Southwark Borough Council recommended hand-laid mastic asphalt. The London County Council, whose scheme it is, provided in its specification for hot rolled asphalt because it was cheaper. The extra cost of using mastic asphalt throughout would be about £13,000, and I am not satisfied that the additional cost would be justified by a longer potential life of about five years.

May I ask the right hon. Gentleman whether the £13,000 extra cost on a total of £1½ million is worth all this trouble, in view of the undoubted fact that the use of hot rolled asphalt will mean that the road will require resurfacing in much less time than if mastic asphalt is used? In view of the amount and nature of traffic that will use this road compared with the present time, is it worth while going to the trouble of disturbing the road surface in five or seven years' time, when for another £13,000 it could be used for a longer period?

It is rather difficult to debate this technical matter, but I think I can answer the right hon. Gentleman by saying that cane disadvantage about the type the Southwark Borough Council wants is that the road becomes very highly polished and dangerous to traffic. It is better, on the whole, to leave it to the London County Council, which is the authority to construct the road.

Regarding the argument about the polished road, if we put this where buses stop and start, we shall polish the road. Will it lessen the danger to traffic on that account? In view of the fact that I have given the right hon. Gentleman time to deploy his arguments and consult his experts, I beg to give notice that I shall raise this matter on the Motion for the Adjournment at the earliest opportunity.

asked the Minister of Transport and Civil Aviation to what extent owners of houses to be demolished in connection with the extension of Eastern Avenue through the borough of Leyton are to be compensated financially at different rates according to whether they are or are not in occupation when their property is acquired for the purpose of demolition.

Compensation is worked out on the same basis in both cases, but owners in occupation who have to vacate on account of the scheme will be entitled in addition to a sum for disturbance.

Is the Minister aware that a good deal of anxiety exists already among my constituents and others in like position, lest they have to leave their houses and do not get the compensation anticipated? Will he look into this matter to see that a proper and equitable standard of compensation is paid?

I have set out the general principle in my Answer, but I would say to the hon. Gentleman that I and my Ministry are most anxious that cases arising of dispossession or acquisition of land for road works should be fairly and equitably treated. If the hon. Gentleman can bring me any specific case or problem, I will certainly look into it.

asked the Minister of Transport and Civil Aviation how many pedestian bridges have been erected to date over thoroughfares in the Metropolitan Police area; how many have been removed or replaced by pedestrian crossings or underground crossings; and what is the average cost of erecting bridges and of constructing tunnels for pedestrians.

Eight publicly-owned footbridges have been put up across thoroughfares in the Metropolitan Police area and four have subsequently been removed. Of the latter, two have already been replaced by subways and the other two are to be replaced, one by a subway and the other by a new footbridge. The cost of a footbridge generally varies between £3,000 and £8,000 and of a subway between £20,000 and £30,000 depending on local conditions.

May I ask the Minister whether some of these overhead bridges are to be replaced by permanent ones, as is the case in one or two places? Is it now the general policy not to go any further with bridges, whether permanent or temporary?

Generally speaking, bridges are not very popular. People do not like going up steps, and they do not like using them. The preference is to put in a subway wherever we can, but as the hon. Member will see from the figures I have given, unfortunately, they are very expensive.

May I ask my hon. Friend if the press-button light signals are very much cheaper than either the bridges or subways? Have they not proved very satisfactory on some of the approach roads to London?

No, they are by no means as satisfactory. The only safe solution is the segregation of pedestrians and vehicles at different levels.

asked the Minister of Transport and Civil Aviation what recommendations he has given to, or what consultations have taken place with, local authorities and the London Transport Executive in respect of the provision of more adequate parking places in the Greater London area in order to encourage motorists to park their cars in those areas instead of driving into and parking in the inner London area.

The London and Home Counties Traffic Advisory Committee is at present considering this problem in consultation with local authorities in the London Traffic Area. I expect its advice within the next few months.

While thanking the Minister for that reply, which is encouraging, may I ask him whether he is aware that in many areas round London, and especially outer London, the congestion is becoming most acute, and that certainly it will help local authorities in this area and the central London area if the inquiry is speeded up?

Yes, Sir. We are well aware of the urgency of it, and we are pressing the London and Home Counties Traffic Advisory Committee in the matter, and the Transport Commission. We are most anxious to make the best provision we can.

asked the Minister of Transport and Civil Aviation if he will encourage local authorities to include signals giving directions to pedestrians in all traffic signals erected at intersections in the busiest streets of cities and towns.

Where conditions permit and it is safe to do so, guidance to pedestrians is incorporated in traffic light signals at busy intersections. But the scope for such installations is limited.

Can my hon. Friend say why this is limited? Are not there many places in London now where directions could be given? What are the limiting factors?

The limiting factors are obvious. In order to have a phase for pedestrians crossing it is necessary to have an all-red phase in which traffic is held up altogether. A further limitation is where there is traffic filtering while the main stream is held up. Finally, pedestrians in London tend to cross irrespective of what the lights say.

Is not the Minister aware that there are many spots in the provinces where the "Cross Now" signal could be used, and would not it be an advantage to use these in some places in London? Will he look at that point again?

If the hon. Gentleman will give me details of any points where he thinks this signal should be introduced, I will gladly look at them, but to put in the "Cross Now" signal means an all-red phase in which the whole of the traffic is held up.

asked the Minister of Transport and Civil Aviation what steps he is taking to fill in gaps in the centre islands of dual carriageway roads, so as to prevent vehicles from making right turns; whether he is aware that some motorists park their vehicles on dual carriageways; and if he will make a statement on this practice.

It is my Department's policy to see that as few gaps as practicable are left in the central reservation of dual carriageways, and my powers under Section 45 of the Road Traffic Act, 1956 are being used to give effect to this on existing roads as opportunity offers.

In spite of the highly satisfactory nature of that Answer, may I ask whether my right hon. Friend is aware that there still seem to be an enormous number of gaps in the centre islands of dual carriageway roads, that right turning is common and that this is a dangerous practice, as is also that of using the nearside lane of the dual carriageway for parking, which is also extremely common? Would my right hon. Friend initiate some effective action of enforcement, which would probably involve using police sent out especially to stop parking in near-side lanes?

I am very sympathetic to what my hon. Friend has said because it is a dangerous practice and it restricts road space, and thus greatly impedes traffic. One of the difficulties is to discover how we can get better enforcement without making more regulations, which I am not very willing to do. If my hon. Friend has any ideas about how we could get a tighter and better implementation, avoiding right-hand turning and stopping parking in the wrong place, and will let me have them, I will look at them with pleasure.

asked the Minister of Transport and Civil Aviation why he has referred to the London and Home Counties Traffic Advisory Committee for their consideration a proposal to impose a speed limit of 40 miles-per-hour on the stretch of trunk road A.40 which runs past Northolt.

This proposal was made to us by the Uxbridge Borough Council. In accordance with the usual procedure in such cases, I propose to seek the advice of the London and Home Counties Traffic Advisory Committee, and my intention to do so was recently advertised, in order to give objectors the opportunity to make their case.

Does my hon. Friend know that this is one of the safest stretches of road in the country, that it consists of about two miles of straight double-track dual carriageway, with no access from either side and no houses, and that if he or his right hon. Friend puts a 40 m.p.h. speed limit on this stretch of road, then he must from the start impose a 40 m.p.h. speed limit on all the new motorways which are to be constructed?

No, Sir. I have said that this is a proposal by the Uxbridge Borough Council, which will now be considered by the London and Home Counties Traffic Advisory Committee. I do not doubt that the Committee will take into account the comments of my hon. Friend.

Will my hon. Friend bear in mind that this is only an advisory committee and that it rests with his right hon. Friend the Minister subsequently to reach common-sense decisions?

Yes, Sir, the Committee gives us good advice, but we shall certainly take a common-sense decision after receiving it.

asked the Minister of Transport and Civil Aviation how much it would cost to complete the dual carriageway on that part of A.40 which runs over the Middlesex-Buckinghamshire boundary where work was suspended on the outbreak of war; and when he proposes to restart that work.

About £.250,000. I am considering the possibility of including this project in my programme, but I cannot yet give any date.

Will my right hon. Friend bear in mind that if his object is to stop accidents, he will stop far more by completing this bit of dual carriageway, as this place is really dangerous, than by imposing a 40 m.p.h. speed limit on perfectly safe stretches of road?

Perhaps my hon. Friend will bear in mind that we are now engaged in the largest road programme this country has ever had, and I shall endeavour to extend it when I can.

asked the Minister of Transport and Civil Aviation whether he will make a further statement regarding the future of Blackwall Tunnel.

Yes, Sir. I am informing the London County Council that I am prepared to consider a scheme for the duplication of Blackwall Tunnel. I hope that it will be possible to begin work as soon as detailed plans and estimates have been considered and approved.

Is my right hon. Friend aware that his announcement will give the greatest satisfaction to those many thousands of travellers who have suffered interminable hours in Blackwall Tunnel for many years? Can he give the House any indication when it is expected that this work will be completed?

I should like the work to start as soon as possible, but consulting engineers will probably have to be appointed and the old scheme may have to be looked at again. I agree with my hon. Friend that this is one of the worst traffic bottlenecks in London. I have told the L.C.C. it can go ahead and I hope it will expedite the work as much as possible.

Is the Minister aware that the London County Council will receive this news with the greatest gratification after many years of pressing for this scheme?

asked the Minister of Transport and Civil Aviation how many of our ports are equipped with tank cleaning and oil separating plant which specialises in the cleaning of sea-going tankers and ballast tanks; and, in view of the rapidly expanding oil trade, what steps are being taken to construct such plants in our ports which handle such cargoes so that they can compete with Continental ports.

Practically all our ports used regularly by ocean-going tankers have facilities of this kind provided by the interests concerned. These interests, particularly the port authorities and ship repairers, are well aware of the need to provide the facilities on a competitive basis.

Is the Minister aware that my information is that the full equipment is not available in many of our large ports? Is he also aware that oil tankers are developing much faster than dry cargo-carrying vessels and that we want to maintain our marine supremacy? Will he ensure that each of our ports has the equipment necessary to deal with oil tankers?

I repeat—and I think that the hon. Gentleman knows it well—that the repair facilities are provided on a commercial basis. I have a complete list of all the ports and facilities available which I will send to the hon. Member.

asked the Minister of Transport and Civil Aviation what response he has received to his latest appeal for the co-operation of Central London employers and their staffs for the staggering of working hours in Central London.

This appeal was made to 26,000 firms and 115 have already asked the Committee conducting the campaign for advice.

Does not the Minister think that it would be a good idea at this stage, following up his very useful circular, to have an intensive campaign throughout the country, particularly in urban areas, to urge upon firms and employees the need for the staggering of hours? Should not it be brought home to them that if they do not agree to this there is the danger of a further deterioration in services at peak periods and even higher fares—and that if they do not agree voluntarily it might be necessary to introduce a compulsive element?

I will certainly look into what the hon. Gentleman has said. We are agreed that it is vitally important, for the sake of the travelling public, that we should make more progress with the staggering of hours.

asked the Minister of Transport and Civil Aviation the number of licences revoked or suspended, respectively, for offences committed under Section 19 of the Road Traffic Act, 1930, and Section 16 of the Road and Rail Traffic Act, 1933, for the last quarter of 1957; and the comparable figures for the corresponding quarter of the previous year.

No carriers' licences were revoked or suspended for offences under these Sections during the last quarters of 1956 and 1957. Two vehicles were removed from licences for periods of three months during the last quarter of 1956.

Does not the Joint Parliamentary Secretary appreciate that, in view of the large number of offences committed and convictions obtained, it is desirable that penalties should be more severe and that a fine of a few pounds is an inadequate penalty to act as a deterrent? Would not he agree that it is only by a revocation or suspension of licences that firms which have committed offences against the Road Traffic Acts will be deterred from further offences?

It is within the discretion of the licensing authorities to decide what to do in the matter, and they normally consider that a fine is sufficient. In the case of a persistent offender licensing authorities do use these far more drastic penalties, but as a rule a fine is sufficient to deter the offender.

Cannot the Minister do anything to draw the attention of traffic commissioners to the desirability of increasing penalties? Is he aware that only this morning I received a letter from the Minister of Transport and Civil Aviation referring to a number of offences committed by drivers and by the road haulage operator concerned, where a total fine of only £15 10s. was imposed for several offences? That is guile inadequate. Cannot the attention of the traffic commissioners be drawn to this matter?

I do not doubt that the licensing authorities will read what the hon. Member has said; but they have statutory independence in the matter and I would be reluctant to send them a direction.

asked the Minister of Transport and Civil Aviation why heavy goods vehicles are not included in the list of vehicles for compulsory tests of roadworthiness.

It is our experience that heavy goods vehicles are generally better maintained than light goods vehicles, and they are already liable to inspection under the provisions of the Road and Rail Traffic Act, 1933. Although we propose to start with private cars, motor cycles and goods vehicles of up to 30 cwt. unladen, when the scheme is successfully under way I will consider extending it to other classes of vehicles, such as those which the hon. Member has in mind.

While the Minister's statement about the roadworthiness of heavy vehicles may be correct, may I ask whether he is aware that a number of vehicles operated for general haulage purposes are in a shocking state of repair and, because of difficulties of inspection, are not caught up by the provisions of the 1933 Act? Will he consider speeding up the road tests for these heavy vehicles as soon as possible?

I wonder if the hon. Member is aware that we inspect over 100,000 vehicles a year under the 1933 Act.

Would my right hon. Friend include in all future tests of roadworthiness for goods vehicles a provision that the emission of black smoke due to the poor condition of the engine, which is already an offence and is noxious to people living in built-up areas, should be taken into account by his inspectors?

I will look into the point made by my hon. Friend. As he says, it is already an offence under certain circumstances, but I will certainly look at the point. I think that it is a valuable one.

asked the Minister of Transport and Civil Aviation if he will assign officers of his Department to the testing stations for motor vehicles to be operated by private garages to ensure that consistent standards of inspection are objectively applied.

This would not be practicable in view of the number of staff that would be required. However, the standards with which all testing stations must comply will be laid down by my Department, and the garages will be subject to regular inspection to ensure that uniform standards for the tests are applied. I am very anxious that all proper safeguards should be applied to the testing procedure.

Is the Minister aware that there is an increasing opinion that garages will not act disinterestedly in regard to the testing of motor vehicles? Did he see the leader in The Times yesterday which took that point of view? Would not it be far more effective and efficient if the testing took place by the Minister's own inspectors rather than that it should be delegated to private garages, which have their own axes to grind in the matter?

I think the hon. Gentleman's general distrust of private garages is misplaced. I propose to lay a White Paper as soon as possible putting forward the details of the whole of this testing scheme to the House of Commons, when I think it will be seen that it is the best solution. Incidentally, as the hon. Gentleman knows, any municipality that wants to join in this scheme is welcome to do so, providing that it provides its own testing stations. The White Paper will set out the safeguards, and I think the House will see that they are quite adequate to ensure, in the motorists' interests, a fair deal.

asked the Minister of Transport and Civil Aviation whether he will include road steam traction engines in the regulations for vehicle tests on the same basis as veteran-type cars and motor cycles.

We intend to limit the tests initially to motor cycles, private cars and goods vehicles not exceeding 30 cwt. unladen weight, but I will consider the hon. Member's suggestion if and when the scheme is extended to cover heavier types of vehicles.

Is the Minister aware that his decision to regulate tests so that rallies for veteran cars and motor cycles may take place is much appreciated and that it would be a great pity if by regulations he did not allow the steam traction engines to steam up the roads now and again on their charitable occasions?

I will bear that in mind.

asked the Minister of Transport and Civil Aviation whether, by amending the Road Traffic Act, 1956, he will restore the power of magistrates to disqualify drivers who do not stop after an accident.

asked the Minister of Transport and Civil Aviation the number of drivers who failed to stop after an accident for the years 1955, 1956, and 1957; and, in the light of the information contained in the reports on these cases, if he will make a statement of his policy with regard to the amendment of the Road Traffic Act, 1956, to give magistrates power to disqualify drivers who fail to stop after an accident.

I think the penalties for failing to report an accident are adequate. That is why this offence was not included in the list, set out in the Road Traffic Act, 1956, of offences for which a court may order disqualification. I will, however, review the matter when the next suitable opportunity offers.

In thanking the Minister for that information and his promise to look into the matter, may I ask him to regard it with urgency? Is not he aware that a hit-and-run driver cannot be banned and cannot even have his licence endorsed and that all that can be done is to impose a maximum fine of £20? The figures to which the Minister has referred show that this is a serious gap in the 1956 Act which should be stopped up at the earliest possible moment.

asked the Minister of Transport and Civil Aviation what volume of passenger traffic he estimates will be handled at Prestwick by 1960.

I expect that there will be about 175,000 terminal passengers together with a further 150,000 to 200,000 passengers in transit on flights to and from North America.

In thanking the hon. Gentleman for that Answer, may I ask whether he realises that that is a great increase on the number which was handled last year? Can he assure us that, in view of that estimate, the redevelopment which has to take place at Prestwick will be in keeping with the estimated increase in traffic and that at Prestwick he will nor repeat the errors into which we were forced at London Airport?

My right hon. Friend and I have several times said that new schemes are necessary for Prestwick to meet the demands of the jet era. These are under consideration at the moment and I will certainly take into account what the hon. Member has said.

asked the Minister of Transport and Civil Aviation what consultations he is having with the Secretary of State for Scotland in regard to the road problems which will originate from the redevelopment of Prestwick Airport.

We are acting in the closest consultation with my right hon. Friend the Secretary of State in all matters concerning the redevelopment of Prestwick airport, including road problems. An engineering survey of the road problems has already been arranged.

I appreciate all that the hon. Gentleman is seeking to do at Prestwick, but may I ask whether he realises that apart from the problem of redevelopment, which, I take it, is a minimum of redevelopment, there is now the problem of time and that time is running very much against us? Is it possible that the reconstruction may be speeded up?

I will certainly bear in mind what the hon. Member says. I should like to reaffirm, as my right hon. Friend has already said, that the Government consider this our second international airport.

asked the Minister of Transport and Civil Aviation the number of staff engaged in his Department in the Accident Investigation and Safety branches; what were the comparable figures for 1951; and how many of the staff appointed since 1951 have engineering or other technical qualifications.

The Civil Aviation Accidents Investigation Branch of my Ministry has a technical staff of 21. A selection for one further appointment has recently been made. The comparable figure for 1951 was 19.

Probably I do not have the definitions correct, but are there not two departments, one dealing with safety and one with accidents? Can the Minister give the figures separately?

Yes, Sir. The Civil Aviation Ground Services staff, which is the technical name, has a staff of over 400 and is primarily concerned with air safety too. The figures I gave to the hon. Member represent the work of the staff of the Accidents Investigation Branch. I thought he probably wanted to know about the people who went out and did the work when an air accident occurs. In that case, the number is twenty-one—twenty-two including a recent appointment. We should like to raise the figure to twenty-four, which we think would be adequate.

asked the Minister of Transport and Civil Aviation if he will now state the detailed steps taken by his Department to implement the recommendations made on 1st May, 1957, of the commission of the public inquiry into the accident to the aircraft G-AJBO, regarding the enforcement of regulations concerning aircrew tests.

I hope to introduce by the end of this summer revised procedures for testing pilots following my acceptance in principle of the recommendations in the accident report dated 17th October, 1957. Discussions have taken place with interested parties and detailed procedures are now being worked out. I will make a fuller statement as soon as I am in a position to do so.

Does not the Minister agree that this has now gone on for a long time? It is ten months since the Commissioner made his recommendations. Was it not the substance of his recommendations that if tests and regulations are laid down, they should be enforced? Can the right hon. Gentleman assure us that he has an adequate staff to ensure that the operator carries out the regulations laid down by the Minister for general safety and for the competence of air crews?

There has been an interval of six months since the Report. I am just as anxious as the hon. Member to get something done; it is most important. In reply to the second part of his supplementary question, I would say that my staff is adequate to enforce the regulations.

asked the Minister of Transport and Civil Aviation if he will ask the Air Registration Board to consider the desirability of civilian airliners having seats constructed to stand 15G instead of 9G as at present, in the interests of safety.

Present evidence indicates that no worth-while gain in safety would result from increasing the strength of seats beyond 9G. The Air Registration Board agrees with this view.

As in a slow crash or belly landing the movement of seats can cause accident and sometimes death to passengers, will my right hon. Friend bear in mind the practice of the Royal Air Force, which insists upon having seats with fixtures up to 20G instead of 9G, and consider whether it would be better to bring airliners into line with R.A.F. practice?

I am aware of my Friend's interest in this matter. One must, however, make highly technical judgment in these matters of the force of gravity on passengers in civil aircraft. As I said in my Answer, the view of the Air Registration Board, whose statutory duty it is to advise me about these things, is that the present 9G standard is about right.

Is the Minister aware that the whole point about this is that there is no reason to increase the strength while the seat faces forward, because the force is put upon the lap-strap and not upon the seat, but that if he has the seats facing rearwards, it would be necessary to have greater strength in the seats?

asked the Minister of Transport and Civil Aviation if he will instruct his representative on the International Civil Aviation Organisation to raise the question of backward-facing seats as being desirable in the interests of all airlines and their passengers.

The matter was last discussed by the International Civil Aviation Organisation in September, 1956, on the initiative of the United Kingdom. No fresh evidence has come to light since then to justify a renewed approach but I am keeping the matter under review.

If, as a result of the inquiry into the Munich crash, my right hon. Friend thinks it necessary to reopen the matter, will he do so, because it would be a great thing for this country to take the lead in introducing a safety measure all over the world—in American airlines as well as British—by fitting backward-facing seats, which are obviously safer in the event of a crash in which the plane is going slowly along the ground?

My hon. Friend might like to know that members of the Institute of Aviation Medicine have participated or are participating in the investigations into the Munich and Winter Hill accidents, and I will look very carefully at what they may say.

May I press the Minister on that? He says that no further evidence is available, but none is required. All the experts are really satisfied that the rearward-facing seat is safer, and the only question that has arisen is that of the commercial desirability of changing the seats round. In view of that, does not the Minister think he ought to take a fresh initiative with the international organisation, or set a lead from here?

I have not ruled out the question of doing that, but I do not agree with the hon. Gentleman that all the experts are entirely agreed. They are not, and that is one of the reasons why we are seeking some fresh evidence about this.

May I ask the Minister whether, in view of the fact that, while the experts may not be in complete agreement, there are a great many people who travel by air who believe that it is much safer and would much prefer to sit in backward-facing seats, he will accordingly press that there should be at least some backward-facing seats in all aeroplanes?

Perhaps the hon. Gentleman will remember that I said recently in the House that modern British aircraft are already fitted so that the seats can face either forward or backward, and, in some modern British types there is a proportion of seats which already face backwards.

asked the Minister of Transport and Civil Aviation if he will make available to hon. Members by publication in the OFFICIAL REPORT the letter dated 22nd October which he sent to the British Transport Commission concerning advances to be made to it under the Transport (Railway Finances) Act, 1957, together with the reply he received thereto.

Yes, Sir.

In thanking the Minister for publishing this letter, the existence of which we discovered only when he made his recent speech at Sevenoaks, may I ask whether he chose that particular occasion on which to refer to the fact that he had informed the Transport Commission that if it got into further financial difficulties, no further advances would be made to it than were provided under the Transport (Railway Finances) Act? Was it merely a coincidence that the Minister made his speech on the very day that the award for the London busmen was announced and on the eve of the hearing by the tribunal of the claim of the railwaymen? Was not this rather an interference with collective bargaining?

The fact is that the letter was mentioned to the House by my right hon. Friend the Chancellor of the Exchequer in the economic debate on 29th October, only a week after it was written. There was, therefore, no improper concealment. On the more general situation, the House must understand that we have committed ourselves, by a decision of the House, to finance the Transport Commission to the extent of £250 million to cover its future deficits. In my view, that is as far as we should go in the public interest and that is what I said in my speech.

Letter from the Minister of Transport and Civil Aviation to the Deputy Chairman of the British Transport Commission

22nd October, 1957

I wrote to your Chairman on 19th September about some of the measures the Government had decided must be taken to curb inflation and support the value of the pound sterling. In that letter I explained that the aim for the public sector was to keep the level of investment expenditure over the next two years within the level attained this year and I gave the amounts within which the Commission would he expected to keep their actual expenditure on investment in 1958 and 1959.

The same considerations must apply to the advances made to the Commission under the provisions of the Transport (Railway Finances) Act. 1957, to meet deficits on revenue account of British Railways. I am therefore letting you know in good time that it has been decided that for 1958 and 1959 no advance will be made to the Commission above the level contemplated in the White Paper. For 1958, therefore, the amount will not be in excess of the actual ascertained deficit for 1957 as certified by the Auditors in due course. For 1959 the advance will be reduced in accordance with the forecast on which the White Paper is based. I thought that the Commission would wish to know exactly how they stand over the next two years, in the light of the Government's present financial policy, under the provisions of the Act.

(Signed) HAROLD WATKINSON.

Letter from the Deputy Chairman of the British Transport Commission to the Minister of Transport and Civil Aviation

I have received your letter of 22nd October in regard to the advances made to the Commission under the provisions of the Transport (Railway Finances) Act, 1957. and have conveyed the contents to the Commission.

(Signed) J. BENSTEAD.

asked the Secretary of State for Foreign Affairs how long it is estimated that the surcharge on shipping using the Suez Canal will need to be continued in order to pay off the costs of clearing the canal.

In his report to the General Assembly the Secretary-General estimated that on the basis of the current level of canal traffic a 3 per cent. surcharge would reimburse the costs of clearing the canal in about three years.

Will the Minister inform the House whether the Exchequer makes a contribution towards these costs, whether it is paid to the United Nations organisation, or whether the shipping industry carries the full burden of the folly of the Government in entering on this venture?

The details of the scheme have not yet been fully divulged to us by the Secretary-General, but we are having discussions with the shipping interests in this country about the matter.

Does not my right hon. Friend agree that the shipping industry is the least culpable of all in this matter, and that it is an unjust impost to place this tax upon that industry and to tax it for the failure of the campaign?

I know that nobody has yet come forward with a better plan for reimbursing the United Nations for clearing the Canal.

asked the Secretary of State for Foreign Affairs what steps are being taken by British Information Services in the United States of America to correct the distorted impression of Great Britain given in a recent television programme broadcast throughout the United States of America.

The resources of the British Information Services are constantly employed to further understanding of the United Kingdom and to deal with criticism. I am glad to say that, no doubt partly as a result of the regular and frequent flow of accurate information made available by the British Information Services, friendly news about Britain considerably outweighs any distorted material.

How much is television used in this respect? Is my right hon. Friend aware that these programmes, according to Press reports, give various incidents, such as demonstrations against United States bases in this country, as being typical of the British attitude, when they are not even typical of the party opposite? Does not my right hon. Friend think that distortions like that ought to be corrected in the medium in which they are given?

I understand that about 250 television stations in the United States use our British information material. It must be borne in mind that a one-sided programme is the kind that makes news, and that it is not by any means typical of television programmes put out in the United States.

asked the Secretary of State for Foreign Affairs what action he is taking to improve British information services in the United States of America.

The operations of the British Information Services in the United States are always being reviewed and steps are taken to ensure that a fair picture of developments in this country is presented as effectively as possible.

Has the right hon. Gentleman seen reports that the overwhelming majority of people in the United States do not know or understand what British policy is on a variety of major issues? Is not that a very unsatisfactory state of affairs as between two allies which causes much misunderstanding? Is the right hon. Gentleman taking active steps to deal with it?

I do not know whether the hon. Gentleman really has this great knowledge about what all the people in America know or do not know. We have considerably increased British information services in the United States. I believe that hon. Members of this House who have been in the United States will attest to the very good work done by these services?

Is the right hon. Gentleman aware that, having regard to the means at their disposal, some of us in this House regard those in charge of British information services in America as highly efficient and extremely good officers?

asked the Secretary of State for Foreign Affairs if he will invite the United Nations to station observers in the Aden Protectorate along the frontier with Yemen.

I have nothing to add to the reply which my right hon. and learned Friend gave to the hon. Member for Eton and Slough (Mr. Brockway) on 19th February.

Does not the Minister of State agree that it would be an unmitigated disaster if British troops were involved in another war with the Arabs and that experience in the Gaza strip has shown that the presence of United Nations observers can do much to reduce the dangers of conflict and to fix responsibility if a conflict should break out?

I agree with what the hon. Gentleman says. In fact, my right hon. and learned Friend did say that we were examining these proposals. One of the difficulties is that the troubles in the Aden Protectorate are as much a question of subversion as of overt attacks across the border.

Would not my right hon. Friend agree that it is the duty of the British Government to see that British territory is defended?

indicated assent.

asked the Secretary of State for Foreign Affairs whether he will make a further statement on the action taken regarding the resolution of the Consultative Assembly of the Council of Europe on the regulation of the export of live horses and livestock for slaughter.

The Assembly's Resolution was formally noted by the Ministers' Deputies at their meeting on 16th December last year. It is for individual Governments to take such action as they wish, to make the recommendations effective. As I told the hon. Gentleman on 27th November last year, Great Britain already has legislation to deal with the matter.

So that we can set a good example, will the Minister continue to encourage other countries to follow our lead?

We are always being told that we ought to set good examples and make moral gestures. I hope that on this occasion it bears fruit.

asked the Secretary of State for Foreign Affairs to what extent it is the policy of Her Majesty's Government that there should be parity of representation on the United Nations Disarmament Sub-Committee between the Communist Governments and the non-Communist Governments.

Owing to the Soviet Union's boycott of the Disarmament Commission, the Sub-Committee has not been reconvened and the question of its membership therefore does not arise at present.

Surely that does not prevent the Government making their position clear. Is not it a fact that the Sub-Committee is composed at the moment of four representatives of Western Powers and the Soviet Union representative? Will not the Government indicate mat they are prepared to consider favourably proposals for establishing parity between the Western Powers on the one hand and the Soviet and its associated Governments of the Warsaw Pact on the other hand?

The Soviet Government object to the composition of the Disarmament Commission and not the Sub-Committee. That has not arisen yet. Proposals of the kind made by the right hon. Gentleman would be most unwelcome to a number of countries, whose policy is one of non-alignment. They are not prepared to be labelled either pro-or anti-Communist.