Dr. Ladyman: The potential economic impact of the new A500 through Stoke on Trent was assessed as set out in the Department of Transport, Local Government and the Regions (DTLR) document Guidance on the Methodology for Multi-Modal Studies (GOMMS, 2000).
With regard to Transport Economy Efficiency, the quantitative economic modelling carried out before start of works in 2004 shows that the A500 Scheme has a Benefit to Cost Ratio of 4.0. The Benefit to Cost Ratio is a measure of the economic efficiency, and is calculated by dividing the benefits by the costs, and a BCR of 4 is considered High Value for Money.
With regard to Wider Economic Impacts, the qualitative assessment shows that the A500 Scheme lies within and will directly serve the Stoke-on-Trent designated regeneration area, and that Development will depend upon the A500 Scheme.
Mr. Hancock: To ask the Secretary of State for Transport when he last met representatives of the aviation industry to discuss the reduction of carbon emissions from aircraft over the next 10 years; and what the conclusions of the discussions were. 
Gillian Merron: We have regular meetings with various stakeholders, including representatives from the aviation industry, to discuss a range of issues. It is not the normal practice of Government to release details of meetings with private individuals or companies.
Andrew Rosindell: To ask the Secretary of State for Transport what recent assessment he has made of whether the proposed seven year construction time for the Crossrail project will be achieved. 
Derek Twigg: I understand from Cross London Rail Links Ltdthe company responsible for Crossrail designthat seven years remains a reasonable estimate for the overall period of main construction works.
Mr. Baron: To ask the Secretary of State for Transport how many and what proportion of accidents involving heavy goods vehicles (HGVs) in the UK involved foreign-registered HGVs in each of the last five years for which figures are available. 
Derek Twigg: Alternative plans submitted by train operators for the implementation of the recommendations of the Brighton Main Line Route Utilisation Strategy are currently under consideration by the Department for Transport. An announcement will be made in due course.
Gillian Merron: The Department was formed in May 2002. Three of the Departments agencies, the Driver and Vehicle Licensing Agency, the Highways Agency, and Vehicle and Operator Services Agency, do not record details of overseas travel separately from other travel and subsistence costs, and the information could be obtained only at disproportionate cost. Figures for the Department and its remaining agencies are contained in the following table:
The figure stated for DfT(c) for financial year 2004-05 differs from that included in the answer given to my hon. Friend the Member for Tamworth (Mr. Jenkins) on 16 February 2006, Official Report, column 2407W. It is with regret that in the earlier answer, the cost of domestic flights was included in error. The air travel element in the current table consists entirely of international flights.
David Simpson: To ask the Secretary of State for Transport what the total cost was of overnight accommodation for (a) civil servants and (b) special advisers in his Department staying overnight in (i) Great Britain, (ii) Northern Ireland, (iii) the Republic of Ireland and (iv) other countries in each of the last three years. 
Gillian Merron: The Department for Transport does not separate travel and subsistence costs for Northern Ireland from those for Great Britain. The figures for the last three years are contained in the following tables.
|(a) Civil servants|
|GB and NI||Republic of Ireland (IE)||Other||Total|
|(b) Special advisers|
|GB and NI||Republic of Ireland (IE)||Other||Total|
The amount spent on overseas travel in 2005-06 is higher than in previous years largely as a consequence of travel arising from the UKs presidency of the European Union between July and December 2005
Dr. Ladyman: We continue to develop and implement our wide-ranging road safety strategy Tomorrows RoadsSafer for Everyone, which set casualty reduction targets to be met by 2010. The first three-year review of the strategy, published in April 2004, confirmed that the 2010 targets remained appropriate. A second review is now under way.
The 2004 casualty figures show we are now over halfway towards our 2010 target of a 40 per cent. reduction in the number of people killed or seriously injured, and over three-quarters of the way towards our 50 per cent. reduction target for children:
the number of people killed or seriously injured in road accidents has fallen by 28 per cent. from the baseline average of 1994-98, and
the number of children killed or seriously injured has fallen by 43 per cent. from the 1994-98 baseline.
After setting the target to reduce child fatal and serious injuries, we published Child Road SafetyAchieving the 2010 Target. This reviewed progress on child safety and identified the action still needed. This action plan is currently being reviewed. Measures to help us reach our target include:
Kerbcraft practical pedestrian training;
20 mph zones around schools, where appropriate; and
child specific projects within the Neighbourhood Road Safety Initiative, which aims to improve road safety for people living in deprived areas.
Dr. Iddon: To ask the Secretary of State for Transport what estimate he has made of the number of accidents caused by drivers who are aged (a) 30 to 64, (b) 65 to 74, (c) 75 to 85 and (d) over 85 years in each of the last three years. 
Personal injury road accident data in Great Britain are collected by the police and reported to the Department using the STATS19 accident report format. Results are published in detail in Road Casualties Great BritainAnnual Report. The report for 2004 was published on 29 September 2005 and a copy placed in the House of Commons Library.
Mr. Austin Mitchell: To ask the Secretary of State for Transport whether he plans to introduce continued driver development by making Pass Plus or similar schemes compulsory to try to reduce the number of people killed or seriously injured. 
Dr. Ladyman: There are no plans to introduce continuous driver development for car drivers but from autumn 2008 and 2009 respectively bus and lorry drivers will be required to hold a Certificate of Professional Competence which will include a requirement for continuing training in order to drive vocationally. A research project has recently been setup to consider how to increase the take-up of the Pass Plus scheme.
The Department is undertaking a research study, The Cohort Study of Learner and Novice drivers II, which will include an assessment comparing the effect on casualty rates of newly qualified drivers who took the Hazard Perception Test against those who did not. The results of that study will be published in 2007.
Mrs. Ellman: To ask the Secretary of State for Transport when he last discussed Hall Lane Strategic Gateway in Liverpool in relation to plans for rebuilding Royal Liverpool university hospital; with whom these discussions were held; and if he will make a statement. 
Gillian Merron [holding answer 12 June 2006]: The Secretary of State has not had any discussions about the Hall Lane Strategic Gateway. Officials in the Government office for the North West liaise on a regular basis with officials from Liverpool city council on the progress of their major schemes including the Hall Lane scheme. I understand that the council considered the scheme at a meeting of its executive board on 16 June 2006.
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