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Mr. Llwyd : To ask the Secretary of State for Wales what amounts were spent on the community care programme for each county council area, each district council area and for Wales as a whole since the introduction of the programme ; and if he will make a statement.
Column 40programme is not collected centrally. However, the amounts identified within the overall standard spending assessments for each county in Wales are given in the following table. Separately identifiable provision was not made for district councils.
Provision for care in the community identified within standard spending assessments £ million |1993-94|1994-95 ---------------------------------------- Clwyd |6.8 |14.4 Dyfed |4.6 |10.7 Gwent |5.5 |12.6 Gwynedd |3.5 |8.0 Mid Glamorgan |5.1 |13.6 Powys |1.6 |3.6 South Glamorgan |4.9 |11.0 West Glamorgan |5.4 |12.1 |-------|------- Wales |37.5 |86.0
Sir Teddy Taylor : To ask the Secretary of State for Wales what has been the total of European regional development fund grants accruing to local authorities in Wales in each of the most recent five years ; if he will make a statement clarifying the manner in which such grants are taken into account in assessing the standard spending assessments of local authorities in Wales ; and what recent changes there have been in such procedures.
Each local authority's outstanding loan debt is taken into account when it's standard spending assessment is determined.
Since ERDF grants are used to redeem debt, the relevant debt figures for each authority is reduced annually by the amount of ERDF grant it has received up to the end of the last full financial year for which payments information is available. This procedure, which is agreed with the Welsh local authority associations, has not changed in recent years. Further details may be found in the "Local Government Finance Report (Wales) 1994- 95" (HC 168).
ERDF Grant Payments made to Local Authorities by Financial Year Authority |1989-90 |1990-91 |1991-92 |1992-93 |1993-94 |£ |£ |£ |£ |£ -------------------------------------------------------------------------------------- Aberconwy |0 |0 |0 |0 |0 Alyn and Deeside |0 |308,000 |677,000 |4,000 |138,000 Arfon |58,000 |0 |0 |65,000 |344,000 Blaenau Gwent |105,000 |73,000 |407,000 |150,000 |398,000 Brecknock |10,000 |0 |117,000 |0 |107,000 Cardiff |1,841,000 |273,000 |687,000 |1,982,000 |72,000 Carmarthen |98,000 |0 |127,000 |0 |0 Ceredigion |60,000 |66,000 |369,000 |570,000 |249,000 Clwyd |1,501,000 |292,000 |2,318,000 |2,123,000 |1,721,000 Colwyn |0 |0 |0 |0 |159,000 Cynon Valley |203,000 |85,000 |288,000 |430,000 |1,400,000 Delyn |292,000 |856,000 |764,000 |431,000 |496,000 Dinefwr |201,000 |1,000 |0 |575,000 |131,000 Dwyfor |0 |1,141,000 |826,000 |858,000 |322,000 Dyfed |175,000 |1,858,000 |10,640,000|1,043,000 |4,053,000 Glyndwr |0 |74,000 |3,000 |0 |0 Gwent |115,000 |1,315,000 |3,634,000 |1,565,000 |2,791,000 Gwynedd |1,448,000 |1,091,000 |2,492,000 |595,000 |1,541,000 Islwyn |6,000 |0 |1,116,000 |121,000 |834,000 Llanelli |465,000 |25,000 |574,000 |1,139,000 |1,032,000 Lliw Valley |0 |0 |185,000 |139,000 |225,000 Meirionnydd |31,000 |780,000 |784,000 |1,698,000 |997,000 Merthyr Tydfil |10,000 |13,000 |0 |0 |147,000 Mid Glamorgan |4,956,000 |4,291,000 |1,997,000 |3,694,000 |4,448,000 Monmouth |0 |0 |121,000 |73,000 |38,000 Montgomeryshire |642,000 |24,000 |1,270,000 |1,074,000 |329,000 Neath |74,000 |37,000 |709,000 |0 |374,000 Newport |261,000 |358,000 |741,000 |1,960,000 |765,000 Ogwr |708,000 |83,000 |0 |96,000 |274,000 Port Talbot |81,000 |0 |0 |0 |47,000 Powys |1,023,000 |249,000 |1,824,000 |1,815,000 |661,000 Preseli Pembroke |58,000 |0 |1,158,000 |556,000 |173,000 Radnorshire |31,000 |0 |316,000 |745,000 |169,000 Rhondda |415,000 |658,000 |907,000 |270,000 |807,000 Rhuddlan |3,000 |981,000 |1,956,000 |1,682,000 |1,011,000 Rhymney Valley |288,000 |77,000 |539,000 |185,000 |289,000 South Glamorgan |286,000 |69,000 |2,689,000 |5,210,000 |1,016,000 South Pembrokeshire |405,000 |288,000 |43,000 |0 |131,000 Swansea |0 |3,924,000 |215,000 |1,228,000 |1,456,000 Taff Ely |0 |19,000 |97,000 |238,000 |277,000 Torfaen |120,000 |706,000 |383,000 |1,219,000 |1,015,000 Vale of Glamorgan |0 |6,000 |517,000 |205,000 |155,000 West Glamorgan |1,556,000 |291,000 |5,582,000 |2,715,000 |2,386,000 Wrexham Maelor |0 |240,000 |2,259,000 |476,000 |132,000 Ynys Mon |710,000 |436,000 |1,404,000 |40,000 |82,000 |------- |------- |------- |------- |------- Total |18,218,000|20,988,000|50,735,000|36,969,000|33,192,000
Berwick-upon-Tweed, as representing the House of Commons Commission what is the timetable for progress on child care arrangements in Parliament.
46. Mr. Spearing : To ask the Lord President of the Council what considerations he takes into account when placing notices in the Order Paper to suspend Standing Order No. 102 relating to debates on matters concerning the European Community and Union.
Mr. Newton : A motion is occasionally tabled to de-refer a European Community document which stands referred to a European Standing Committee, so that it may be debated on the Floor of the House. The considerations will vary depending on the nature of the document concerned.
Mr. Newton : I am currently engaged in constructive discussions with the hon. Member for Newcastle upon Tyne, East (Mr. Brown). Our aim is to find ways of enabling the House to do its business in more sensible ways, at more sensible hours, without either unacceptably reducing the Government's capacity to carry their programme or unacceptably reducing the Opposition's flexibility in deploying and pressing their case. It is my hope that those discussions will enable us to map the way forward before the summer recess.
49. Mr. Jenkin : To ask the Lord President of the Council what plans he has considered to improve the scrutiny of EC legislation by the United Kingdom Parliament in advance of its enactment by the Council of Ministers.
Mr. Newton : I expect to respond shortly to the report by the Select Committee on European Legislation entitled "Scrutiny after Maastricht" (First Special Report, 1993-94) which contained detailed proposals for the scrutiny of legislative proposals under the co-decision procedure.
Mr. Winnick : To ask the Lord President of the Council if he will list those hon. Members who have had oral questions 1 to 10 to the Secretary of State for Employment more than three times during 1994.
Mr. Newton : It is hoped that the House will have an opportunity to consider the recommendations contained in the Catering Committee's First Report of Session 1992-93 on Line of Route facilities before the summer recess.
Mr. Freeman : The proposal to build a piggyback freight railway from the midlands to the channel tunnel is being put forward by a private sector group. It is for them to seek planning permission and finance. The Government have not been asked to assist the project. More generally, we welcome in principle any worthwhile proposal to ship more freight by rail, either conventional containers or the whole lorry trailer and load.
Mr. Key : Research commissioned by the Department and summarised in the Green Paper, "Paying for Better Motorways" (Cm 2200), indicates that only about half of car drivers use motorways most months or more frequently.
Mr. Barry Field : To ask the Secretary of State for Transport what indications there are from previous privatisations of transport industries of the effects on passengers of the privatisation of British Rail.
26. Mr. Mullin : To ask the Secretary of State for Transport what assessment he has made of the line closures that are likely to result from the privatisation of British Rail ; and if he will make a statement.
Mr. Freeman : There is no reason for privatisation to lead to any increase in the number of lines or stations being proposed for closure. The safeguards are at least as strong as they have been in the past.
Mr. Freeman : My right hon. Friend the Secretary of State has set a target timetable for the franchising of services by the franchising director. The first six franchises are to be awarded by the end of 1995, and over half of British Rail's current passenger services are to be
Column 45franchised by April 1996. The franchising director published a programme in April setting out how he intends to meet these targets.
Mr. Freeman : Evidence from previous transport privatisations shows that the introduction of competition encourages the development of better quality services. I am confident that customers--passengers and freight consignors--will benefit from more services of higher quality, improved efficiency and better value for money.
Mr. Norris : When my right hon. Friend the Secretary of State for Transport met the US transportation secretary last month he once again signalled the United Kingdom's willingness to continue talks. We hope that the United Kingdom's approval of the Virgin/Delta deal will help get the talks going again.
Mr. Key : The Department has no plans to increase capacity on this section of the A12, nor to construct any new junctions. We would therefore expect the cost of any new A12-A134 interchange which might be needed to facilitate development to be met by the developers.
Mr. Norris : EC carriers are now free to set their own fares, and the EC licensing and market access provisions encourage competition. Since the beginning of 1993 we have seen some straight fare reductions, and various offers of seasonal tickets and promotional fares.
Mr. Key : It is for local highway authorities to design schemes which control the volume and speed of traffic on their roads. My Department provides technical advice on the regulations and individual design features in circulars and traffic advisory leaflets.
Mr. Anthony Coombs : To ask the Secretary of State for Transport what are the public costs associated with the Kidderminster, Blakedown. Hagley bypass incurred so far ; and if he will break this down between (a) design, (b) compulsory purchase and (c) public inquiry costs.
Letter from Lawrie Haynes to Mr. Anthony Coombs, dated 16 June 1994 :
You asked the Secretary of State for Transport about the public costs incurred so far with the Kidderminster, Blakedown and Hagley Bypass and if he would give a breakdown between : (a) design, (b) compulsory purchase and (c) public inquiry.
The overall cost so far is about £15.4 million (inclusive of VAT). This does not include in-house staff costs, which are not readily available but are comparatively small.
Of this, design costs amount ot £1.95 million. This includes the costs of a number of consultants, ground investigation works and an archaeological survey, and of printing and compiling a range of documents.
We have not yet reached compulsory purchase stage, but we have acquired property under either statutory or discretionary blight at a cost of £13.26 million. We will however be in a position to sell many of these properties after completion of the scheme and in the meantime many are rented to tenants. The net cost will therefore be lower.
The direct cost of the Public Inquiry was about £189,000, not including the costs of our consultants for this purpose, which are included in the figures above.
Mr. Key : As the cones hotline is not an operational matter for the Highways Agency, the chief executive has written to the hon. Member. Letter from Lawrie Haynes to Mr. Brian Donohue dated 16 June 1994 :
You asked the Secretary of State for Transport if he would make a statement on the Department's cones enquiry line. As this is an operational matter for the Highways Agency, I am replying to your question.
The cones hotline has been running for exactly two years. In that time it has dealt with 5,200 telephone calls of which just over 3,000 have been pursued as formal complaints or requests for information. It gives motorists direct access to the highway authority responsible for the motorway and trunk road network ; and as such fits squarely with the wider Citizen's Charter initiative and the policy of improving driver information.
The Cones Hotline is covered by the Highways Agency's Road User's Charter' which sets out standards of service for the
Column 47road network. In following this we undertake to deal with Hotline enquiries as efficiently as possible ; and if it is established that there is no good reason for cones to be present, we undertake to get them removed.
We have recently invited expressions of interest, through the EC Journal, from specialist companies who might be well placed to run the Cones Hotline on the Agency's behalf. This is part of a continuing review to ensure that the Hotline provides the most efficient and effective service.
Mrs. Dunwoody : To ask the Secretary of State for Transport, pursuant to his answer of 4 May, Official Report , column 565 , what percentage of male grade 7s received (a) box 1 and (b) box 2 markings in 1991-92, what were the figures for typists ; what proportion of typists were (i) male and (ii) female ; and if he will make a statement.
Mr. Norris : In the 1991-92 reporting year, 4.7 per cent. of male grade 7s received box 1 and 52.4 per cent. box 2 performance markings. No male typist received a box 1 or 2 marking. 0.3 per cent. of typist grades were male and 99.7 per cent. female.
Mrs. Dunwoody : To ask the Secretary of State for Transport, pursuant to his answer of 7 March, Official Report , column 3 , what is the total cost to date of the DISC network policy project ; and what tangible results have been obtained from the expenditure thereon.
Mr. Norris : The DISC network policy project finished in July 1993 when a policy governing the provision of wide-area computer network services was endorsed by the departmental Information Systems Committee. The project to develop the policy cost approximately £117, 000--made up of consulting fees and official time. The end product was a policy that defines the framework within which the Department's executive agencies and other units address their individual requirements for data communications and the mechanism by which the Department as a whole achieves economies of scale in meeting these requirements.
Dr. Marek : To ask the Secretary of State for Transport if he will give details of the latest projections he has received from United Kingdom airlines of the proportion of both full day peak and morning peak time slots scheduled for a typical mid-August 1994 week at Heathrow and Gatwick as a proportion of total slots available for both periods.
Mr. Norris : In a 1994 mid-August week the proportions of available slots allocated to airlines in the full-day peak--0700-2059--and the morning peak--0700-1159--are, respectively, 96.8 per cent. and 98.5 per cent. at Heathrow, and 95.2 per cent. and 95.9 per cent. at Gatwick.
Mrs. Dunwoody : To ask the Secretary of State for Transport, pursuant to his answer of 7 March, Official Report, column 3, on the study of EC directives undertaken by Coopers and Lybrand, what consideration was given to using civil service staff to undertake the work ; and if he will make a statement.
Mrs. Dunwoody : To ask the Secretary of State for Transport, pursuant to his answer to the hon. Member for Truro (Mr. Taylor) of 3 March, Official Report, column 833, if he will list the budgets for the various public information campaigns for the current financial year ; and if he will make a statement on the extent to which the budgets will be affected following his recent statement of the 20 per cent. efficiency gains.
|£ million ------------------------------------------------------------ Road safety campaigns |6.30 drink drive |2.50 kill your speed and child road safety |3.00 other road safety |0.80 Other transport safety and public information campaigns |0.65
These budgets are not affected by the recently announced 20 per cent. efficiency gains statement, but as with all voted expenditure they are constantly reviewed in the light of the priorities and the resources available to meet them.
Responsibility for marine and coastal public information campaigns and the relevant budgets is being transferred to the Marine Safety Agency and the Coastguard Agency.
Mr. Dobson : To ask the Secretary of State for Transport whether he or any of his Ministers or civil servants had any communications with members of the board of British Rail or Railtrack on the subject of the signalling staff pay offer ; and if he will make a statement.
Mr. MacGregor [holding answer 17 June 1994] : Negotiations about the pay of signalling staff are a matter for Railtrack. But I, my Ministers and senior civil servants have made clear to members of the boards of British Railways and Railtrack on a number of occasions the importance which the Government attach to controlling public expenditure and restraining paybill costs.