§ Mrs. Margaret EwingTo ask the Secretary of State for Transport (1) if he has any plans to review the fire resistance standards for car upholstery set out in BS AU 169 1978–1985 to meet criteria parallel to the new regulations for domestic household furniture which has to be introduced as of 1989–90;
(2) if he will extend more stringent regulations, to apply to roof linings, carpeting and sound insulating material in motor vehicles;
(3) if he will introduce, as a compulsory requirement for motor vehicles sold in the United Kingdom, the fitting of impact inertia switches to the electrical pumps of the fuel system;
(4) what recent Government representations have been made to car manufacturers with regard to the reduction of the risk of accidental fire;
(5) what recent attempts have been made by the Government to reduce risk of accidental fire in motor vehicles; and, in particular, what attempts have been made with regard to (a) redesign of fuse ratings and electrical circuits to incorparate low-powered equipment on separate low-rated fuse circuits and heavier high-powered equipment on separate high-rated fuse circuits, (b) redesign and strengthening of impact zones, (c) greater use of fire resistant plastic laminates in body construction, and (d) incorporation in motor vehicles of automatic fire fighting systems.
§ Mr. Peter Bottomley[holding answer 26 June 1988]Over the past two years we have made representations to632W the manufacturers about the instances of vehicle fires. The response has generally been constructive. Manufacturers are currently examining information from Home Office reports complied from fire brigade data. They have also provided information about fusing methods and given assurances that existing fuel cut-off devices on vehicles fitted with high-pressure fuel injection systems are sufficient to prevent fire risk from this source. They are considering how best to obtain further information on under-bonnet car fires. Given the information and assurances provided by the manufactures on cut-off devices fitted to prevent fuel leakage from pressurised fuel systems, we have no plans to make the fitting of inpact inertia switches to such fuel systems compulsory.
The transport and road research laboratory is about to commission a short research programme investigating car electrical systems. This will include fusing arrangements and will identify low fire risk wiring methods. Any future action will depend on the findings of this research.
There are no plans to extend the strength of impact zones in relation to fire risks. The performance of cars is monitored through our accident investigation study. Shortcomings in the design of individual models are taken up with the manufacturer to rectify the problem in question. The fitting of automatic fire extinguishers could not be justified.
BS AU 169 is a test method to establish the burning rate of materials and does not differentiate between good and bad materials. The inflammability of car trim and upholstery is not a major cause for concern as the occupants of a car can escape quickly except in major crashes where the vehicle structure is severely distorted. In those instances, the slight delay in the spread of any resultant fire afforded by current fire resistant trim materials would make no difference to the occupants. We have no plans to ask BSI to review the test method or to introduce requirements for fire resistant materials in cars.
In the case of coaches, however, there is a risk as escape is not so straightforward if a fire has taken hold. For that reason, we have taken the initiative in getting provisional agreement on inflammability requirements for the interior of coaches included in an EEC directive. We will be making the new requirements mandatory at the earliest opportunity. The plastic laminates used in coach interiors will have to meet the fire resistance requirements laid down in the standard.