HC Deb 14 January 1976 vol 903 cc375-6
9. Mr. Cryer

asked the Secretary of State for the Environment if he will state what policies he is pursuing to encourage the transfer of traffic from road to rail.

Mr. Marks

The 1974 Railways Act introduced grants for private rail sidings and related facilities and a new system of financial support which means that freight operations now bear a smaller proportion of the costs they share with passenger services.

Mr. Cryer

But would not my hon. Friend agree that the prospects for transferring freight from road to rail are gloomy for 1976, since 51 private sidings closed in 1975 and under the 1974 Act only three sidings are being considered for grant? Is it not time that the Government urgently considered the integration of National Carriers Ltd. and Freightliners Ltd. with the railways as the first step towards an integrated transport system and getting rid of some of the absurd competition between the same sectors of the publicly-owned industry, as a presage of getting rid of some of the juggernauts that are causing such concern in our road system?

Mr. Marks

The policy on sidings is an attempt to increase the number of sidings. It is inevitable that overall there will be a reduction, because many existing sidings were in old works, some of which are themselves being demolished. Three grants have already been approved and 11 other firms are now in the later stages of submitting applications. The building of a siding to a particular works has a considerable effect on the transfer of road traffic to rail.

Mr. Fry

Would the Minister make it clear that there are limits to what can be achieved in this direction and to what British Rail itself can handle? It is important that the public should be dis- abused of the idea that an enormous amount of traffic can be moved from road to rail. Has he any evidence on the findings of Professor Hall, who suggested that the economy might be better served by turning our rail track into express highways?

Mr. Marks

We shall certainly look in our transport review at all suggestions. There are considerable problems in converting railways to bus routes, particularly where railways run on embankments, as they frequently do. It is true that there is a limit to the transfer which can be made from road to rail. We shall do all in our power, where it is economically sound and efficient, to see that as much as possible is done.

Mr. Bradley

Why will not my hon. Friend implement the quantity licensing provisions of the 1968 Transport Act?

Mr. Marks

At my present stage in this office I should like some notice of a question like that.

Mr. Burden

Is the Minister aware, when talking about transferring transport to railways, that on 2nd January British Rail completely lost a passenger train with all its passengers for 11 hours? This is not a great incentive to put freight on the railways.

Mr. Marks

I am tempted to say that such matters are the responsibility of the British Railways Board, but we are investigating this matter as a result of letters from hon. Members on both sides of the House.

Mr. Walter Johnson

Is my hon. Friend aware that the Government's financial policies are forcing up fares and freight charges on British Rail to such a degree that there is now customer resistance? Surely that is in contradiction to the policy on which this Government fought the last two General Elections.

Mr. Marks

What the Government must face is that there is a big demand for reductions in public expenditure. We are maintaining high rates of investment in the railways. This year's was the highest for some time and it is likely to continue in real terms. Fares are a matter for the Railways Board; it must judge how best to adjust fares to the traffic that it hopes to engender.