|Previous Section||Index||Home Page|
Norman Baker: To ask the Secretary of State for Transport how many (a) flights and (b) other shipments were made where (i) spent nuclear fuel, (ii) nuclear waste, (iii) other high-level and (iv) other intermediate radioactive material was transported between the UK and a foreign country in the latest year for which figures are available. 
Jim Fitzpatrick [holding answer 21 January 2008]: There is a variety of categorisations of radioactive material for different purposes so it is not possible to relate shipments exactly to the categories in the question. The data cover all those shipments of radioactive material for which there is a regulatory requirement to notify one or more Government agency.
The Nuclear Industries Security Regulations 2003 require that the Office of Civil Nuclear Security is notified of intended shipments of nuclear material. During 2007 the following notifications were received:
Three shipments of spent nuclear fuel.
16 shipments of uranium fuel elements.
31 shipments of uranium hexafluoride.
Two shipments of uranium dioxide.
Five shipments of Am241.
One shipment of mixed oxide (MOX) fuel elements.
61 shipments of uranium hexafluoride.
34 shipments of uranium dioxide.
Five shipments of Am241.
The regulations covering the transport of radioactive material require notification to the Department for Transport (DfT) of certain categories of shipment, mainly those containing very large quantities of radioactivity. In addition to some of the nuclear industry shipments listed above the DfT received notification of 16 shipments of large sealed sources for industrial/medical use into the UK and 34 shipments from the UK during 2007.
There were nine shipments of UK radioactive waste for treatment overseas (of which six will involve, in due course, repatriation of radioactive waste following the treatment). These shipments were authorised by the Environment Agency under the Transfrontier Shipment of Radioactive Waste Regulations 1993.
Ms Rosie Winterton: The Government added £350 million to formula grant in 2006-07 to fund the improvement in the statutory minimum concession from half-fare to free local bus travel. It is providing £212 million in 2008-09, rising to £217 million in 2009-10 and £223 million in 2010-11 to pay for the further enhancement of the minimum concession to free off-peak travel on local buses anywhere in England. It is also paying authorities around £31 million this year to cover the cost of introducing new smartcard based concessionary travel passes.
Ms Rosie Winterton: On 21 January this year we announced a record £140 million investment in cycling over the next three years via our delivery body, Cycling England. This is an increase of £110 million over the current budget and fulfils a commitment to increase funding for sustainable travel as set out in our strategy document Towards a Sustainable Transport System in October 2007.
It will also allow Cycling England to work with a number of local authorities via their Cycling Demonstration Town programme where they expect to fund a further 10 towns and a large city. This will provide up to 17 demonstration areas covering around
three million people highlighting best practice in the design and promotion of cycling and enables these and other local authorities to learn and be inspired by those lessons.
Jim Fitzpatrick: On 21 January this year, we announced we are investing a record £140 million in cycling over the next three years. This will enable an extra 500,000 children to have access to the new Bikeability cycle training by 2012 and create many additional safer walking and cycling routes to at least 500 schools.
Measures to improve road safety for all cyclists include providing better infrastructure, promoting cycle training, improved training and testing for motorists and encouraging cyclists to protect themselves, by making themselves conspicuous and by wearing a safety helmet.
The new edition of the Highway Code, published in September 2007, includes enhanced advice to all road users to look out for and be aware of vulnerable road users, including cyclists. To make drivers more aware of cyclists the theory test question bank contains a large number of questions about vulnerable road users. The screen-based theory test allows the use of digitised video clips to help test hazard perception with moving images, which include cyclists.
We concentrate our cycle safety publicity on teenagers and younger children, as these are the most vulnerable groups. We have run various cycle safety campaigns over the last 10 years. Currently, cycling safety messages for younger children are included on the Hedgehogs website including advice and games. In 2006 we produced an online advertisement for children called No helmet, no ride, which encourages children to wear a cycle helmet.
There is also the cyclesense website aimed at teenage cyclists, giving advice and tips on cycling safety. In 2007 we ran an MTV/THINK! competition, where teenagers were asked to come up with ideas for TV commercials about road safety, including cycling, aimed at their peers. This activity ran over five months and the three best ideas were produced as TV commercials and teens voted for their favourite ad online.
The Departments leaflet Drive Safe Cycle Safe also encourages drivers and cyclists to share the road safely. The Department has grant funded a number of projects to improve road safety for cyclists including a ROSPA produced DVD on safety for cyclists and lorries.
Rob Marris: To ask the Secretary of State for Transport how many 0845 or similar cost telephone numbers are used by (a) her Department and (b) related departmental bodies for public access to services. 
|Numbers of 0845 or similar cost numbers||Comments|
Mr. Hayes: To ask the Secretary of State for Transport what assessment has been made of the effect of the positioning of a back-up control centre for Galileo in a different country from the primary control centre on the (a) costs and (b) operational effectiveness of the system. 
Ms Rosie Winterton: The European Space Agency, which has the responsibility for the technical development of Galileo, has worked with European industry on the optimum design of the Galileo system, including the level of resilience that needs to be built into a system of this kind. This work identified the need for two fully interchangeable control centres that are geographically separated to protect against natural hazards such as earthquakes. The costs of the two centres are included in the cost ceiling of €3.4 billion for Galileo in the period of the Financial Perspective 2007-13.
Ms Rosie Winterton: The Department for Transport, in partnership with the Welsh Assembly Government, the Wales Office, the Foreign Commonwealth Office and other Departments, continues to promote Cardiff as a location for the Galileo Supervisory Authority (GSA).
However, substantive discussions between member states on a permanent location for the GSA's offices will not take place until the authority's remit and powers have been defined in a European Regulation. This is expected to be passed later in the year.
Mr. Hayes: To ask the Secretary of State for Transport what progress has been made on determining (a) which legal regime will govern the concession contract of the Galileo programme and (b) which courts will have jurisdiction over the contract. 
Ms Rosie Winterton: It was originally envisaged that Galileo would be built and operated by a private sector body under a concession contract. However, the Transport Council concluded in June last year that these concession negotiations had failed and should end. Instead, the Community has agreed that the deployment and initial operation of Galileo to 2013 should be taken forward through a public procurement managed by the Commission.
The December Transport Council agreed that decisions on arrangements for the subsequent operation of the European Global Navigation Satellite Systems could be taken only after further studies, and invited the Commission to undertake these by the end of 2008 bringing forward proposals at the appropriate time. Issues over which legal regime would govern any concession contract for operations, or which courts would have jurisdiction, will be considered at that point.
Justine Greening: To ask the Secretary of State for Transport when she expects National Air Traffic Services Ltd to submit a design that is feasible and safe regarding mixed mode options for expanding Heathrow capacity as outlined in paragraphs 3.43 to 3.45, page 49 of the Adding Capacity at Heathrow Airport public consultation document; and if she will make a statement. 
Jim Fitzpatrick [holding answer 24 January 2008]: If the Government give policy support for mixed mode operations following the Adding Capacity at Heathrow Airport consultation, it would then be a commercial decision for the airport operator, BAA, to determine whether they wish to pursue mixed mode operations.
If they do, BAA would seek the support of NATS (formerly National Air Traffic Services Ltd), the air navigation services provider, to develop a detailed airspace change proposal in accordance with arrangements under the Civil Aviation Authority (CAA)'s independent Airspace Change Process.
At this stage, it is not possible to give accurate timings on when NATS might develop a detailed airspace change proposal for subsequent review and decision by the CAA. However, if Government gives a policy decision in support of mixed mode operations in 2008, BAA pursues its development soon after, and regulatory approval subject to detailed design is secured, DfT estimates, as set out in the consultation document, that introduction of mixed mode within the current capacity limit might be possible by 2010-11 and mixed mode above the current capacity limit by 2015.
Justine Greening: To ask the Secretary of State for Transport with reference to the Adding Capacity at Heathrow Airport public consultation document, what monetary value she has placed on the reduction in costs to passengers noted in paragraph 2.37, page 143-144; and if she will make a statement. 
[holding answer 25 January 2008]: The breakdown of the monetised benefits from each option in the Adding Capacity at Heathrow Airport
consultation document is given in table 4.3 (p79) of UK Air Passenger Demand and CO2 Forecasts', available at:
|(1) Non-zero impact is estimated, but the result rounds to nought at zero decimal places. (2) No impact has been estimated. Note: Figures are rounded to zero decimal places.|
|Next Section||Index||Home Page|