In relation to the additional information that the Committee requested, I am pleased to enclose a map of Rail Net Europe's territory and the Trans-European Network of routes. These are available from RNE at: Joint Office, RailNetEurope, Annagasse 12/5, A-1010 Wien, Austria; or from http://www. railneteurope.com/.

  Please note that the RailNetEurope list of Members and respective States that the Committee requested is as follows:

BS	Banedanmark	Denmark
BV	Banverket	Sweden
BLS	BLS Lötschbergbahn AG	Switzerland
CD	Ceske Drahy	Czech Republic
CFL	Société Nationale des Chemins de fer Luxembourgeois	Luxembourg
CH/OSE	Chemins de Fer Hélleniques/Hellenic Railways	Greece
CFR	Companie Nationale des Chemins de fer Roumain	Romania
DB	DB Netz AG	Germany
EUROTUNNEL	EUROTUNNEL	France/England
JBV	Jernbaneverket	Norway
ÖBB	Österreichische Bundesbahnen	Austria
RoeEE	Raab—Oedenburg—Ebenfurther Eisenbahn AG	Austria/Hungary
GySEV	Györ-Sopron-Ebenfurti Vasut-Rt	Austria/Hungary
PKP-PLK	Polskie Koleje Panstwowe	Poland
ProRail	ProRail	Netherlands
Network Rail	Network Rail	Great Britain
RHK	Ratahallintokeskus	Finland
RENFE	Red Nacional de los Ferrocarriles Espanoles	Spain
REFER	Rede Ferroviária Nacional, EP	Portugal
RFF	Réseau Ferré de France	France
RFI	Rete Ferroviaria Italiana	Italy
SCANDLINES	Scandlines	Germany/Sweden
SBB	Schweizerische Bundesbahnen	Switzerland
CFF	Chemins de fer fédéraux suisses	Switzerland
FFS	Ferrovie federali svizzere—Infrastructure Division	Switzerland
SNCB	Société Nationale des Chemins de fer Belges	Belgium
NMBS	Nationale Maatschappij der Nationale Spoorwegen	Belgium
SNCF	Société Nationale des Chemins de fer Français	France
SZ	Slovenske Zeleznice	Slovenia
VPE	Vasúti Pályakapacitás-elosztó Kft	Hungary
ZSR	Zeleznice Slovenskej Republiky	Slovakia

  In regard to an example of where Technical Standards for Interoperability (TSIs) could reduce costs arising from the complexities of freight companies working across a number of borders, we would suggest two standards for consideration: The Telematics TSI details the type of performance reporting once the train is running that is required between infrastructure managers and railway undertakings, and the Rolling Stock TSI sets the requirements for rolling stock running in all EU countries.

  With regard to Rail freight movement and punctuality; from 1996 to 2004 UK rail freight has grown by a yearly average of 5.0 per cent and by a total of 41 per cent from 19.4 billion gross tonne miles in 1995-96 to 27.2 billion gross tonne miles in 2003-04. Rail's market share has increased from 6 per cent to 11 per cent. Delay minutes for major passenger and freight operators (as reported in the annual return) is as follows: passenger l1,394,367 and freight 2,279,360 network rail delay minutes.

  Further to the request for an explanation of the stand-alone safety case for the Channel Tunnel, please note that the Channel Tunnel Safety Case safety case has been developed based upon the specification of the service. The Channel Tunnel Rail Link is unique in the UK, in that it is a high speed, cab signalled, fully "Automatic Train Protected" facility, and therefore requires a different maintenance and operating regime with different standards. The higher speeds mandate that personnel are not allowed near the line and that more inspections are required to maintain the facility. It was agreed that as much of the system was French—French standards would be used; these have, it is worth noting, been proven in France over a 20 year period.

  Finally, the Committee asked us whether we had reviewed the proposal for a rail freight route submitted as written evidence by Mr Kelvin Hopkins MP, of the Rail Freight Group. This is a proposal for a significant enhancement to the network and therefore it is currently a matter for the Strategic Rail Authority, and going forward would be a strategic matter that as such would transfer to the Government for consideration.

6 December 2004