It is about 7 years now since I went through military bridging, but here are some thoughts anyway...
Gashman:
My understanding is that many of our european friends changed their military flying training syllabuses to make them JAR compliant. I know the French equivalent of DHFS at Toulouse did. Therefore military bridging isn't really an issue for them at the moment, and I suspect that they will just tweak them to make them EUOps compliant.
bobbyT:
In terms of costs for accommodation, bear in mind that if you can use resettlement for the training you should get service accommodation as you are on duty. I did my CPL/IR at Exeter and stayed in the Wardroom Mess at RM Lympstone, which kept my boss happy too as it didn't hit his T&S budget. Only snag was having to put on a jacket and tie for breakfast, but they were very welcoming to that strange crab over there...
wokkamate:
When the JAR military bridging was worked out, the RAF staffed the fixed-wing part, and the RN staffed the rotary-wing part. One snag with this was that RN RW IRs were non-procedural, so they didn't even try to get recognition for a RW IR. However, I believe that an RAF RW IR should be fully compliant with a JAR one (with, perhaps, the exception of the Puma due to lack of an ADF). Indeed, I recall meeting one of Westland's TPs doing his IRT in a Merlin sim at Benson with a CAA examiner watching.
I don't know how it is being worked out this time, but it may be worth asking questions. RW IRs don't come cheap.
My experience was that Bristol Groundschool were very good at driving the CAA and getting them to accept 'interim' arrangements. They would be a good starting point.