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Civil aviation safety in the UK is regulated by independent aviation safety regulators: the European Aviation Safety Agency (EASA) and the UK Civil
Aviation Authority (CAA). As such the Department for Transport does not itself assess the reliability of aircraft products and parts.
The European Aviation Safety Agency (EASA) assumed responsibility for the regulation of aircraft design issues in 2003. Continued compliance with these standards is assured through continuing airworthiness monitoring by the manufacturer (Airbus), overseen by the regulator (EASA).
Paul Clark: Civil aviation safety in the UK is regulated by independent aviation safety regulators: the European Aviation Safety Agency (EASA), which is responsible for the regulation of aircraft design, and the UK Civil Aviation Authority (CAA). As such the Department for Transport is not in itself making an assessment of the safety of the A330 aircraft.
At present, the Civil Aviation Authority remains confident that the appropriate effort and resources are being deployed to ensure the continued safe operation of the Airbus A330 type. If this situation changed, as a result of evidence from the accident investigation, the CAA has the power to take the appropriate safety action in respect of UK-registered aircraft or aircraft operated by UK operators.
Mrs. Villiers: To ask the Minister of State, Department for Transport what research his Department has undertaken into the risks posed by the effect known as coffin corner in relation to aircraft. 
Paul Clark: Civil aviation safety in the UK is regulated by independent aviation safety regulators: the European Aviation Safety Agency (EASA) and the UK Civil Aviation Authority (CAA). As such, the Department for Transport has not conducted any research into the coffin corner effect.
Stephen Hammond: To ask the Minister of State, Department for Transport what research he has (a) commissioned and (b) evaluated on changes in levels of usage of bus services by those on low incomes arising from the (i) national and (ii) local concessionary bus fare schemes. 
Mr. Khan [holding answer 16 June 2009]: The Department for Transport has commissioned research from the Institute of Transport Studies (ITS) to review the impact of the national and local concessionary travel schemes on overall usage of bus services. This work is expected to provide some specific information on use by those on low incomes, although this is not the primary focus.
Mr. Leech: To ask the Minister of State, Department for Transport how many assessments under the driving quality monitoring scheme were conducted in (a) Liverpool, (b) Leeds, (c) Sheffield and (d) Glasgow in 2008-09; and how many of the assessments in each area found the quality of driving to be unacceptable. 
|Total DQM assessments||Unacceptable serious faults||Unacceptable dangerous faults|
Robert Neill: To ask the Minister of State, Department for Transport, what estimate he has made of the sum which the London supplementary business rate for Crossrail will raise in gross revenue in each year of its operation; and what percentage of the cost of the project this contribution represents. 
Mr. Khan: The funding package for Crossrail announced by the Prime Minister in October 2007 reflects a contribution of £4.1 billion in relation to the Business Rate Supplement, £3.5 billion of which will be borrowed by the Mayor of London against the revenues to be raised from a business rate supplement in the future and the remaining estimated £600 million being business rate supplement revenues to be contributed directly to the project during the period of construction.
The Crossrail Sponsors Agreement (signed by Transport for London and the Department for Transport in December 2008) includes a forecast profile of the year on year amounts to be raised by the Mayor through the Crossrail business rate supplement to support his contribution to
the project. However, the forecast profile was not published in the redacted form of the Sponsors Agreement laid in the Library of the House last December. This was due to the commercial sensitivities around the year on year funding detail of the project as a whole, with the majority of contracts still to be let and with agreements to be reached with lenders.
It is for the Mayor to determine his approach to raising a business rate supplement for Crossrail, within the framework to be set out by legislation, and to determine the gross revenue to be raised in each year of its operation. Under schedule 1 of the Business Rate Supplements Bill, which is currently being considered by Parliament, the Mayor will be required to set out a wide range of information in a prospectus to be used as the basis for consulting on the proposal to levy a business rate supplement. This information will include project costs and estimates of the amount of money the Mayor expects to raise from the business rate supplement year on year.
Mr. Leech: To ask the Minister of State, Department for Transport pursuant to the answer of 2 June 2009, Official Report, column 295W, on departmental conditions of employment, what his most recent estimate is of the cost of modifying systems in his Department's shared service centre to accommodate the workings of the flexible benefits project. 
Chris Mole: The cost of modifying systems in the Department for Transport's shared service centre to accommodate the workings of the flexible benefits project is £62,700. This includes architecture changes, programming and payroll reconfiguration.
Mr. Leech: To ask the Minister of State, Department for Transport pursuant to the answer of 3 June 2009, Official Report, column 485W, on departmental conditions of employment, on what calculations the estimate that the level of take-up required to break even with the scheme is about 2 per cent. over three years was based. 
Chris Mole: The cost of implementing and administering flexible benefits over three years is £173,000, including reconfiguration of the shared services centre system. To break even with the scheme will require a 2 per cent. take-up of the benefits we are considering, which equates to an estimated annual spend of £535,000, with aggregated employer national insurance contribution savings of £183,000 over three years. The costing model has been verified by Deloitte who are acting as our benefit consultants.
Mrs. Villiers: To ask the Minister of State, Department for Transport how much his Department has spent on hiring non-departmental premises for (a) hospitality and entertainment and (b) training events in the last 12 months. 
Chris Mole: In the most recent completed financial year, 2008-09, the Department for Transport's agencies spent £12,700 on hiring non-departmental premises in respect of hospitality and entertainment and £369,468 in respect of training events.
Mr. Philip Hammond: To ask the Minister of State, Department for Transport what (a) newspapers and (b) periodicals are delivered to the private office of each Minister in his Department; and at what cost in the latest period for which figures are available. 
Evening Standard 1( st) Edition
Evening Standard West End Final
Standard West End Final Extra
Local Government Chronicle
|Calendar year||Number of local authority projects receiving conditional approval|
Prior to receiving a full outline business case and granting conditional approval, the Department may grant provisional approval for a local authority project. There are currently four local authority PFI projects with provisional approvals:
Nottingham Express Tram extension;
Hounslow highway maintenance; and
Isle of Wight highway maintenance.
|Calendar year||Number of non-local authority projects issuing OJEU notices|
Mrs. Villiers: To ask the Minister of State, Department for Transport what plans he has for the future use of the private finance initiative in the (a) procurement, (b) construction and (c) operation of transport projects. 
Chris Mole: The Department for Transport updates details of the signed (i.e. in construction and operational phases) private finance initiatives (PFI) projects it sponsors on the HM Treasury website at six monthly intervals:
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