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Mr. George Osborne: To ask the Chancellor of the Exchequer what the average length of a phone call to the tax credit helpline was in the last period for which figures are available; what percentage of calls to the tax credit helpline were answered within (a) one minute, (b) two minutes, (c) five minutes and (d) at all; and what the average waiting time was for calls to be answered by a tax credit helpline operator. 
Dawn Primarolo: We do not have available information on the average length of a phone call to the tax credit helpline. Information on percentages of calls answered within specific times other than 20 seconds is not kept.
Mr. Gordon Prentice: To ask the Chancellor of the Exchequer what is the cost of the programme to digitise telephone conversations between members of the public and staff of HM Revenue and Customs in relation to queries about tax credits. 
The benefits of the Witness Call Archiving project are that they allow call recordings to be stored in an easily retrievable way that helps with queries, complaints, call monitoring etc. This system allows appropriately authorised users to search and replay calls remotely, this ultimately saves a significant amount of time in the complaints/query process.
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Mr. Laws: To ask the Chancellor of the Exchequer how many disputed tax credit cases were decided in each month since June 2004; what proportion of disputes have been decided in the disputant's favour; how many tax credit disputes received since April 2003 have yet to be decided; and how many disputes have been raised since June. 
To ensure they provide the most accurate information available, HM Revenue and Customs has changed its method of counting decisions made in 200506 since I answered the hon. Gentleman on 21 July 2005 and 10 October 2005, Official Report, columns 2033W and 282W. Figures for July 2005 to November 2005, inclusive, are around:
|Month (2005)||Disputed overpayment decisions (households)|
Dawn Primarolo: VAT is already charged on aircraft fuel supplied for flights within the UK at either the standard rate or reduced rate of 5 percent., depending on the type and quantity of fuel being supplied.
The Department's air quality technical panel process was initiated following commitments in the Air Transport White Paper related to the future
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development of Heathrow. It is expected to complete its report during February. This activity concerns the approach to modelling of air quality at Heathrow only. The report will be placed in the House Library.
Tom Brake: To ask the Secretary of State for Transport pursuant to the answer of 11 July 2005, Official Report, column 759W, on automatic number plate recognition, how long information collected by the police will be held as a record on police computer databases before deletion in (a) the pilot programme and (b) the proposed national scheme. 
Pursuant to the reply I gave the hon. Member for Carshalton and Wallington on 11 July 2005, Official Report, column 759W, my officials have been working closely with the Association of Chief Police Officers (ACPO) to ensure that information collected by Automatic Number Plate Recognition (ANPR) technologies and retained by the Police is cognisant of the relevant data protection legislation. The specific ACPO guidance states:
a period of two years in a 'live, searchable system' incorporating 'a controlled access environment' after 90 days. This period of retention is to facilitate the searching of that data on a case-by-case basis, should a crime committed during the deployment come to light during that two-year period. It would be expected that after the initial 90 days period, the data will be 'partitioned' for the rest of its retention period. In the period of 91 days to two years, the data will only be accessed for a justified policing need. Access to this data will be 'controlled and documented' to ensure its compliance with the proportionality, justification and use. In exceptional circumstances there may be operational grounds to justify retention of ANPR data beyond the two-year period. Should this occur a record of the grounds should be retained".
This document covers the European Convention for Human Rights. Data Protection, the Regulatory Investigative Powers Act 2000 and the Freedom of Information Act 2000 relating to the Police use of ANPR (excluding speed enforcement devices) and is applicable to all police forces in England and Wales.
(2) what percentage of the costs of strengthening bridges to accommodate 44 tonne lorries has been borne by (a) the Highways Agency, (b) local authorities, (c) Network Rail, (d) Railtrack, (e) British Rail and (f) other organisations. 
Since 1 January 1999 the United Kingdom has been required to implement EU Directive 89/460/EC, which allows the use of road vehicles with 11.5 tonne axle loads and plated vehicle weights of 40 tonnes. These vehicles are more demanding in loading terms than a 44 tonne vehicle on six axles. The Directive applies to principal routes" used in international traffic, and in the UK these have been assumed to be motorways, all purpose trunk roads and the primary route network.
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Under The Railway Bridges (Load Bearing Standards) Regulations (England and Wales) Order 1972 (SI 1705/1972) bridges carrying highways over railways are required to take a 24 tonne rigid lorry or a 32 tonne articulated lorry. So any strengthening to take 40 tonne (or 44 tonne) lorries is the sole responsibility of the relevant highway authority.
When the Directive came into force, all bridges on the motorway and trunk road network were able to accommodate 40 tonne vehicles. In the six years from 200102 to 200607 £205 million has been provided to strengthen bridges on the local authority primary route network to take 40 tonne lorries. In the same period £703 million has been provided to strengthen local authority bridges not on the primary route network, but not all of these bridges are required to take the 40 tonne loading.
|2001||A174 Skelton and Brotton Bypass|
|Burntwood Bypass Phase 1 and 2, Staffordshire|
|A151 Weston Bypass|
|C541 Addlethorpe Bypass and Bernd Improvement|
|A131 Great Leighs|
|A6023 Denaby Main Diversion|
|A511 Ashby Bypass|
|A27 Polegate Bypass|
|A43 Silverstone Bypass|
|A6 Clapham Bypass|
|A66 Stainburn and Great Clifton Bypass|
|Wyre Piddle Bypass, Worcestershire|
|A428 Crick Bypass|
|2003||A350 SemingtonMelksham Diversion|
|Barnsley Coalfields Link Road (aka Shafton Bypass)|
|A6 Great Glen Bypass|
|A53 Hodnett Bypass|
|5 Nesscliffe Bypass|
|500 Basford, Hough and Shavington Bypass|
|6 RothwellDesborough Bypass|
|6 Rushden and Higham Ferrers Bypass|
|6 Alvaston Bypass|
|650 Bingley Relief Road|
|4146 Stoke Hammond and Linslade Bypass (Northern Section)|
|South Thames Development Route|
|41 Aston Clinton Bypass|
|527 Biddulph Inner Bypass|
|Ashton-Under-Lyne Northern Bypass (Greater Manchester)|
|2004||St Clements Way, Thurrock (aka West Thurrock Marshes Relief Road)|
|A607 Rearsby Bypass|
|Mansfield Ashfield Regeneration Route|
|A63 Selby Bypass|
|A10 Wadesmill Colliers End|
|2005||A167 Chilton Bypass|
|A21 Lamberhurst Bypass|
|A47 Thorney Bypass|
|A142 Fordham Bypass|
|Gloucester South West Bypass (Castlemeads section)|
|A5 Weeford-Fazeley Improvement|
|A158 Coastal Access Improvement Phase 1Partney Bypass|
|A428 West Haddon Bypass|
|A57 Cadishead Way (Brinell Drive to City Boundary) (Greater Manchester)|
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