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Norman Baker: To ask the Secretary of State for Transport (1) if she will publish on the roads section of her Department's website a list of each of the road schemes approved and funded by her Department with (a) the costs of each scheme at approval, (b) the latest ministerially approved costs and (c) the estimated carbon dioxide impact of each; 
Ms Rosie Winterton [holding answer 21 January 2008]: We are currently reviewing the information provided about major road schemes on the Department's and Highways Agency's websites, including information on scheme cost estimates. I can confirm that it is our intention to provide website information on the cost estimates for all local authority and Highways Agency schemes which have received a funding approval.
I can also confirm that it is our intention to publish the latest appraisal summary table, as well as other relevant information for each local authority major scheme currently at an approval stage on the Department's website. Appraisal summary tables for Highways Agency schemes are already available within the project pages on the agency's website. Information on the carbon impacts of each scheme is provided in the scheme's appraisal summary table.
Mr. Harper: To ask the Secretary of State for Transport if she will make it her policy to allow non-cash payment methods for tolls levied on the M48 Severn Bridge; and if she will make a statement. 
Ms Rosie Winterton: We want it to be as convenient as possible for people to pay tolls and we are looking at how to solve the practical obstacles to credit card payments. A local working group made up from the Highways Agency, Welsh Assembly Government and Severn River Crossings plc was set up in November last year to work through the issues and come up with a way forward.
Mr. Harper: To ask the Secretary of State for Transport what assessment she has made of the impact of charging tolls on vehicles travelling in both directions on the M48 Severn Bridge on the flow of (a) heavy goods vehicles and (b) all vehicles on the A48 in Gloucestershire. 
Robert Neill: To ask the Secretary of State for Transport for what reasons sections 32 to 36 of the Disability Discrimination Act (Taxi accessibility regulations) 1995 have not yet been brought into force. 
Ms Rosie Winterton: The Government recognise the vital role that taxis play in the transportation of disabled people and we are committed to delivering more accessible taxis. We need to choose the best way in which to deliver an increased number of taxis that are accessible to people with all types of disability.
Under sections 32 to 36 of the Disability Discrimination Act 1995, the Government have powers to regulate in this area. There are, however, advantages and disadvantages associated with regulation and, in
light of the Government's better regulation agenda, I am currently re-evaluating all the options, both regulatory and non-regulatory. I will announce our proposals shortly.
In the meantime, we are encouraging taxi licensing authorities to ensure that local policies take account of the needs of all taxi users. The Department issued best practice guidance to local authorities in 2006. Part 3 of the Disability Discrimination Act also now applies to both hackney cabs and private hire vehicles and it gives disabled people a right of access to goods, services and facilities.
Taxi drivers now have to take reasonable steps to ensure that disabled people are able to use their vehicles, but they do not have to modify the vehicle itself. The Disability Rights Commission (now superseded by the Equality and Human Rights Commission) issued guidance in 2007 on what may be considered reasonable in relation to disabled people and access to taxis.
Norman Baker: To ask the Secretary of State for Transport what percentage changes she anticipates in transport-related carbon dioxide emissions by (a) 2020 and (b) 2050 under Government plans. 
Jim Fitzpatrick [holding answer 24 January 2008]: Without accounting for the impact of policy measures, analysis suggests that emissions of carbon dioxide from UK transport would continue to increase to 2020. However, by implementing the policy measures quantified in the 2006 Climate Change programme and the 2007 Energy White Paper, domestic emissions from transport are projected to be up to 20 per cent. lower in 2020 than they would have been in the absence of these measures.
Because of the uncertainty of long-term forecasting, the Government have constructed a number of scenarios to model the costs of achieving long-term emission reductions. In the central scenario from the UK MARKAL-Macro model reported in the 2007 Energy White Paper, (under which the UK achieves a 60 per cent. reduction in domestic CO2 emissions by 2050), the transport sector sees emission reductions from 2000 levels of about 5 per cent. by 2020, and of about 45 per cent. by 2050.
The results of this model are not forecasts; the model presents the most cost-effective way of achieving the target in 2050, given, for example, an analysis of what technology can in principle deliver.
Norman Baker: To ask the Secretary of State for Transport what recent estimate she has made of the average carbon dioxide emissions per person per journey from London to (a) Bristol, (b) Birmingham, (c) Newcastle and (d) Edinburgh by (i) air, (ii) rail, (iii) lorry and (iv) car. 
[holding answer 28 January 2008]: Transport Direct (www.transportdirect.info) the Department's multi-modal journey planner, provides average CO2 emissions per person for journeys within
Great Britain. The planner gives the following estimates of kg CO2 per passenger:
|(1 )Journey by this mode is not possible but is calculated on average emissions for the relevant distance.|
(2 )Assuming one occupant.
These figures do not include lorry travel as the Department does not collect figures on passengers travelling by this mode. However, the Department for Environment, Food and Rural Affairs Company Reporting Guidelines (http://www.defra.gov.uk/environment/business/envrp/pdf/envrpgas-annexes.pdf) give average emission factors per km for lorry journeys, separated by type of vehicle and laden factor (the extent to which the lorry is loaded to its maximum carrying capacity).
For example, the average CO2 emissions from a 0 per cent. laden rigid HGV (carrying no load), travelling from London to Edinburgh, is approximately 359 kg. With a laden factor of 100 per cent., this average increases to about 517 kg. Actual emissions will vary depending on, for example, the particular vehicle, driving style and laden factor. Similar calculations can be made using the guidelines for journeys between any two points in the UK.
Dr. Murrison: To ask the Secretary of State for Defence (1) what assessment he has made of the merits of the provision of laser eye surgery for personnel with visual defects to improve their operational effectiveness; 
(2) what representations he has received from organisations and individuals on the provision of laser eye surgery for personnel with visual defects to improve their operational effectiveness. 
For personnel in specified groups or professions, the MOD already provides certain
refractive devices, including defence and respirator spectacles, corrective flying spectacles, and soft contact lenses.
Current departmental policy permits the majority of personnel in all three services to undergo certain forms of Corneal Refractive Surgery (CRS). Procedures which are in most cases permitted are Photorefractive keratectomy (PRK); Laser epithelial keratomileusis (LASEK); Laser in-situ keratomileusis (LASIK); and Intrastromal corneal ring segments (ICRS). Procedures not permitted are radial keratotomy (RK), astigmatic keratotomy (AK), or any form of invasive intraocular surgical procedure.
The Defence Medical Services (DMS) have received informal, representations from a few companies offering to provide laser eye surgery for service personnel. There is evidence of improving safety and efficacy of laser eye surgery and DMS specialists are currently engaged in reviewing this evidence in the military context.
Mr. Baron: To ask the Secretary of State for Defence pursuant to his answer of 21 January 2008, Official Report, column 1580W, on armed forces: housing, by what date he expects (a) all, (b) 95 per cent. and (c) 90 per cent. of (i) single living accommodation bed-spaces and (ii) service families accommodation properties to be in the top grade for condition. 
Derek Twigg: The tables give the standard pension entitlement, by years of service and rank, to those commissioned and non-commissioned Army personnel reaching their immediate pension point under the Armed Forces Pension Scheme 1975 in Financial Year 2006-07.
|Commission ed Army p ersonnel|
|£ per year|
|Years of reckonable service||Captain and below||Major||Lieutenant Colonel||Colonel||Brigadier|
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