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Sir Paul Beresford: To ask the Secretary of State for Transport what estimate he has made of the share of UK greenhouse gas emissions which will come from the aviation sector in 2050, calculated on the same basis as the figures in paragraph 1.6 of Annex K of the UK Air Passenger Demand and carbon dioxide forecasts published in November 2007 and on the assumption that the UK achieves an 80 per cent. cut in carbon dioxide emissions by 2050 but with the other forecasts remaining unchanged. 
[holding answer 17 November 2008]: UK Air Passenger Demand and CO2 forecasts (November 2007) included an estimate of the share of UK emissions accounted for by aviation in 2050. This
assumed the UK domestic target for CO2 reductions in 2050 was 60 per cent. below 1990 levels and that abatement effort to meet the target was predominantly in the rest of the economy, with aviation abatement taking the form of fuel efficiency (resulting from fleet renewal and technological development) and air traffic management improvements, in line with the assumptions underlying the forecasts.
On the basis of the same assumptions used in the November 2007 document, but taking an 80 per cent. reduction target, the share for aviation in 2050 would be around 35 per cent. To account for the non-CO2 climate change effects of aviation, consistent with the 2007 document, for simplicity a radiative forcing factor of 1.9 could be applied to aviations CO2 emissions. On this basis, aviations share would rise to around 41 per cent. The relativity between the CO2 and non-CO2 impacts may change over this time frame which would imply a different radiative forcing factor.
These estimates are based on central emissions forecasts. Forecasts over such a long term time frame are subject to significant uncertainty. Adopting alternative underlying assumptions to reflect these uncertainties would therefore change the estimate of aviations share of emissions.
Under an 80 per cent. target, not all parts of the UK economy would be expected to contribute equally to the total emissions reductions required. Sectors that are more carbon intensive, or in which abatement options are expensive or particularly difficult, would be expected to make up an increasing share of total UK emissions over time.
It should be noted that the Department for Transport is currently updating its forecasts of aviation emissions for all years to 2050 and these are expected to be published before the end of the year. The estimate of aviations share of emissions will therefore be updated in line with those new estimates.
The basis of UK aviation CO2 forecasts is estimates of emissions from UK sales of aviation fuels. This is consistent with the UKs reporting of international aviation emissions to the United Nations Framework Convention on Climate Change. Estimates of emissions from fuel used for international aviation do not form part of the UKs national emissions inventory, as there has been no international agreement on how to allocate them to individual countries.
Mr. Fallon: To ask the Secretary of State for Transport what estimate he has made of the revenue from the new toll charges for the Dartford Crossing in each of the next three years; and what estimate he has made of the amount to be for gone in revenue through the discount to Dartford and Thurrock residents in each year. 
[holding answer 18 November 2008]: In our 2006 consultation document on the proposed new charging regime we estimated that revenues could increase by around £7 million in the first year, or around 10 per cent., though this depends on how many users opt to pay by tag and therefore continue to pay £1.00 for cars. Our 2008 consultation document on the local discount scheme gave an indicative estimate that the local resident discount scheme could reduce revenues by about £2
million, depending on high levels of take-up by those eligible. On this basis the overall increase in revenues would be around £5 million per year.
Mr. Letwin: To ask the Secretary of State for Transport (1) if he will delay implementation of the provisions of the Second EC Driving Licence Directive until the proposed network of multi-purpose test centres has been established; 
Jim Fitzpatrick: The implementation of the new practical motorcycle test has been deferred until the end of March 2009 to enable the development of new solutions for providing a wider range of locations from which to offer the test.
The Driving Standards Agency is discussing with motorcycling stakeholders a testing arrangement based on separate off and on-road modules. A formal consultation will be necessary if a modular test is to be published.
John McDonnell: To ask the Secretary of State for Transport how many times since the formation of his Department the Maritime and Coastguard Agency has sought additional funding to cover budgetary shortfalls; how much funding was (a) sought and (b) granted on each occasion; and what the extent of the budgetary shortfall was in each case. 
Jim Fitzpatrick: The Maritime and Coastguard Agencys (MCA) budget is under continuous review through dialogue between the Agency and the Department for Transport, taking account of the ministerial targets and other priorities. It is through this process (including routine annual estimates, winter and spring supplementary reporting) that agreed budgetary adjustments are made including both increases and decreases in expenditure and increases and decreases in income generated. This also includes funding transfers to and from other Agencies/Departments reflecting changes in work requirements.
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Mr. Greg Knight: To ask the Secretary of State for Transport how much funding was provided from central Government to local government for the creation of park and ride schemes in the latest period for which figures are available; and what monitoring processes are in place to assess the effectiveness of such expenditure. 
Paul Clark: Park and ride schemes in English local authorities outside London are one of a number of measures generally funded through the integrated transport block, which the Department for Transport allocates to support local authorities local transport plans (LTPs). Allocations total £576 million for 2008-09.
During the first LTP period (2001-06), local transport authorities in England (outside London) spent a total of £72.5 million of DfT funding on improving 92 existing park and ride facilities and delivering 76 new park and ride schemes.
LTP guidance issued by the Department emphasises that it is the responsibility of local authorities to put systems in place to monitor and evaluate the effectiveness of such schemes. In addition, DfT commissions research periodically into the overall effectiveness of the integrated transport block funding: the latest findings from 2006 indicate that projects undertaken with this funding represent good value for public money.
Mr. Leech: To ask the Secretary of State for Transport how many road traffic collisions resulting in death or serious injury and involving one or more drivers with a recorded blood alcohol level of between 50 and 80 mg per 100 ml of blood were recorded in each of the last 10 years, broken down by police authority. 
The level of alcohol in the blood of road accident fatalities aged 16 or over who die within 12 hours of a road accident is provided by coroners in England and Wales and by Procurators Fiscal in Scotland. This information is only available for around two-thirds of motor vehicle drivers killed in personal injury road accidents. Information on the blood alcohol level of drivers who are not killed is not collected.
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Norman Baker: To ask the Secretary of State for Transport what the responsibilities of the Safety, Service Delivery and Logistics Group are; what projects the group is conducting; and from which budget project expenditure is met in each case. 
Jim Fitzpatrick: The Safety, Service Delivery and Logistics (SSDL) Group was created on 1 April 2007 as part of a Department for Transport (DFT) reorganisation. The new structure combined the former DVO Group with GCDA (Government Car and Despatch Agency), the Road and Vehicles Safety Standards (RVSS) directorate and the Logistics and Freight policy division. In April 2008, SSDL was joined by the Information Management Directorate (IMD). The Group brings policy and delivery agendas closer together and provides added momentum to the pace of change needed to deliver the Department's objectives.
The SSDL Group aims to be a leader in modern and efficient public service while promoting road safety, effective logistics, and a cleaner environment. The Group works closely with its partners to deliver quality services to customers.
Of the five SSDL agencies, the Driver and Vehicle Licensing Agency (DVLA), Driving Standards Agency (DSA) and the Vehicle and Operator Services Agency (VOSA) are classified as trading funds and capital expenditure is therefore funded from repayable loans which are provided to them from the DFT or from statutory fees.
Jim Fitzpatrick: The negotiations are still continuing between the EU member states and the European Parliament on the Third Maritime Safety Package. If agreement on the package is reached in the next few weeks, the UK will implement most of the legislation by 2011.
Jim Fitzpatrick: There are a number of technical problems with the text of the convention that have prevented the UK, together with many other EU member states and third country states, from ratifying the Hazardous and Noxious Substances (HNS) Convention, 1996. As a result, the requirements for bringing the convention into force internationally have not yet been met.
In order to correct the inherent problems with the current convention, the international maritime community has agreed to develop a protocol, the text of which was agreed at the Legal Committee of the International Maritime Organisation in October 2009. The UK will ratify the amended convention as soon as possible after the protocol has been agreed at a Diplomatic Conference (expected to take place in 2010).
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