Baroness Jones of Moulsecoomb

Recent papers on the collapse of the Atlantic Meridional Overturning Circulation (AMOC) provide a range of views on the likelihood, extent and timing of potential changes in AMOC. They provide useful evidence on this rapidly evolving area of science; they do not represent a significant update to the findings of the Intergovernmental Panel on Climate Change (IPCC). The IPCC Sixth Assessment Report is the most comprehensive assessment of climate science to date and determined that there is a high likelihood of the AMOC weakening in the 21st century, but an abrupt collapse is unlikely (although not impossible) in this timeframe.

The Government has not assessed the effect of any slowing or collapse of the Atlantic Meridional Overturning Circulation (AMOC) on economic planning. The Sixth Assessment Report from the Intergovernmental Panel on Climate Change has determined that there is a high likelihood of the AMOC weakening in the 21st century, but an abrupt collapse is unlikely in this timeframe. The Government is monitoring ongoing research into how AMOC might change in the future and what impacts that would have.

Defra officials meet formally with the Canal and River Trust senior management three times a year, at which a range of issues are discussed. The minutes of those meetings are published on the Trust’s website.

All navigation authorities in England and Wales are responsible for operational matters on their waterways, including setting fees and charges for those using them and the use of corresponding enforcement powers, under the relevant statutory provisions.  The Government does not have a role in that but recognises that boaters using navigable waterways require a valid licence from the relevant navigation authority and are expected to comply with the terms of their licences for the benefit of all waterway users. The Canal and River Trust has provided assurances that appropriate enforcement action on its waterways is only used as a last resort in response to persistent non-compliance, to ensure fairness to all boaters who do comply.

The Government has no such plans. Navigation authorities are responsible for operational matters on their waterways, including setting the terms and conditions of their boat licencing regimes.

Following receipt of the Health and Safety Executive’s final opinions, the final decision for any restriction will be made by the Secretary of State, with the consent of the Scottish and Welsh Ministers, and published on GOV.UK.

If the whole water industry was nationalised, share- and debt-holders would need to be compensated, which could cost over an estimated £90 billion. This is based on Ofwat’s Regulatory Capital Value 2024 figures for companies in England and Wales.

The Government has no intention to nationalise water companies. In addition to the significant costs attached, it would take years to unpick the current ownership model, during which time the sector's issues would only get worse. The Government instead wants to tackle the situation as quickly as possible by improving the privatised regulated model.

That is why, alongside providing the regulators new powers to take tougher and faster action through the Water (Special Measures) Bill, the Government has also announced a full review of the water system. This will shape further legislation that will fundamentally transform how the current system works and clean up our rivers, lakes and seas for good.

All manufacturers must demonstrate that their vehicles satisfy a range of regulated technical requirements before placing their products onto the market in Great Britain. There are several different approval schemes available, and the process will vary depending on the specific scheme and type of vehicle, but each contains provisions to ensure that any potential risk to people is minimised as far as practicable.

Separate legislation sets maximum vehicle weights and axle loads, and these limits minimise the risk of damage to roads, bridges and other infrastructure.

Data on road injury collisions are reported by police using the STATS19 system. The number of casualties involved in collisions where the driver failed to stop at the scene in each year since 2017 are shown in the table below broken down by severity of injury and by whether the vehicle which failed to stop was hit.

STATS19 does not record details of subsequent prosecutions, so it is not possible to say what proportion of these collisions resulted in prosecution.

Data on motoring offences does not fall under the policy remit of the Department for Transport and is published separately by the Ministry of Justice.

The Government agrees that everyone who wishes to cycle should be able to afford to do so. The Government is aware that people on low incomes are currently unable to access the Cycle to Work scheme, and will consider other options for making cycling more affordable as it develops its future plans for active travel.

As a statutory consultee, Active Travel England makes recommendations for the provision of cycle parking in line with the standards set out in Local Transport Note 1/20 in developments it is consulted on. In particular, Table 11-1 establishes minimum quantum standards based on different land uses, while chapter 11 in its entirety sets out good design principles to ensure that new cycle parking is secure and convenient.

It is for local authorities to decide on appropriate cycle parking provision that would best serve the needs of their local communities.

Comprehensive monitoring, in compliance with Environment Agency and water company standards and practices, is undertaken by HS2 Ltd’s supply chain in the vicinity of all HS2 construction activities. All of the monitoring data is subsequently shared and reviewed regularly with the Environment Agency, and for the Colne Valley area, with Affinity Water.

No adverse effects on groundwater or surface water ecosystems have been detected to date during construction of the Colne Valley Viaduct or Chilterns Tunnels, or from other construction activities across the wider Chalk aquifer through which HS2 passes. Monitoring will continue into the post-construction phase to confirm that there are no residual or developing water related issues.

The Department works closely with Motability Foundation and is responsible for the disability benefits that provide a passport to the Motability Scheme. Motability Foundation is an independent charitable organisation that is wholly responsible for the terms and the administration of the Scheme, along with oversight of Motability Operations.

Most vehicles available within the Scheme are leased for three years, however some are for longer periods. The policies relating to the operation of the scheme are determined by the Motability Foundation and not DWP.

The Department works closely with Motability Foundation and is responsible for the disability benefits that provide a passport to the Motability Scheme. Motability Foundation is an independent charitable organisation that is wholly responsible for the terms and the administration of the Scheme, along with oversight of Motability Operations.

Motability is leading on work to ensure that disabled people’s needs are understood and supported as the transition to Electric Vehicles (EVs) continues. Motability Foundation has commissioned research into EV design to understand the challenges that disabled people may face in using them and has conducted extensive research to understand the barriers disabled people face when using EVs charge points. Working in partnership with the UK Government’s Office for Zero Emission Vehicles, the British Standards Institution was commissioned to develop a national accessible charging standard for EVs charge points. To assist their customers, a charge point is fitted as part of a Motability lease, and for customers unable to have a charge point they receive a subscription to one of the public charging networks.

The UK REACH restriction process relating to lead in ammunition was initiated in 2021 by the then Defra Secretary of State, with the agreement of the Scottish and Welsh Governments. This triggered a process under the UK REACH regulations, with the dossier preparation and opinion process led by the Health and Safety Executive (HSE). The two consultations which form part of this process both garnered large numbers of responses (2859 and 8159) necessitating extensions to the legislative deadlines in order to take account of the information submitted.

We expect to receive HSE's final restriction opinion on the risks of using lead in ammunition to human health and the environment in autumn 2024. The decision to apply any restrictions, or not to do so, will subsequently be made by the Defra Secretary of State, with the consent of the Scottish and Welsh Ministers.

The Home Office do not keep a central record of discussions with local police forces about contractual arrangements with technology firms.

While the Government is unable to comment on individual cases or ongoing legal proceedings, it is currently considering responses to a public consultation on a recommendation by the Independent Inquiry into Child Sexual Abuse that the limitation period should be removed for civil claims brought by victims and survivors of child sexual abuse; and that the burden of proof should be reversed in child sexual abuse civil cases so that an action can proceed unless the defendant can satisfy the court that it is not possible for a fair hearing to take place. A Government response will be issued in due course.

The Home Office does not hold information centrally on the number of attempted or actual protests, or resulting arrests, that have taken place outside the Drax power station. Information of this nature is held by the relevant police force and is not collected by the Home Office.

This Government has set out our ambition to halve violence against women and girls within a decade, using every tool available to target perpetrators and address the root causes of violence.

Prevention and education are fundamental to our approach, and we will tackle the root causes of these crimes, including supporting our education system to teach children about respectful and healthy relationships and consent.

This Government has set out our ambition to halve violence against women and girls within a decade, using every tool available to target perpetrators and address the root causes of violence.

Prevention and education are fundamental to our approach, and we will tackle the root causes of these crimes, including supporting our education system to teach children about respectful and healthy relationships and consent.

In our consultation on proposed changes to the National Planning Policy Framework, we have set out that land released in the Green Belt should deliver clear benefits for nature and public access to green space where Green Belt release occurs. Q36 seeks views on our proposed approach. We will confirm our approach in our formal response to the consultation.

As part of the ongoing government consultation ‘Proposed reforms to the National Planning Policy Framework (NPPF) and other changes to the planning system’ which was launched on Tuesday 30 July, we are seeking views on proposed changes to the NPPF intended to support the provision of public infrastructure and to create sustainable, healthy communities.

Contributions from developers play an important role in delivering the infrastructure that local communities expect to see alongside new development. The Government will focus on improving the system of developer contributions.

The NPPF makes clear that plans should set out the contributions expected from development. This should include setting out the levels and types of affordable housing provision required, along with other infrastructure (such as that needed for health, open space, and transport). Plan-makers should work in collaboration with the local community, developers, and other stakeholders to create realistic, deliverable policies.

It is important that local planning authorities prepare, and keep up to date, a local plan as the primary basis for identifying what development is needed in an area. This helps ensure that local strategies to improve health and wellbeing and the provision of the required health infrastructure are supported and considered in plans (including in the preparation of strategic policies for community facilities) and in planning decisions.

Working with the advice and support of the Director of Public Health, plan-makers may also need to involve key groups in the local health and wellbeing system, including Health and Wellbeing Boards.

The Government is committed to promoting active travel and ensuring that routes identified in Local Cycling and Walking Infrastructure Plans (LCWIPs) are considered in planning decisions. Active Travel England (ATE), established as an executive agency within the Department for Transport, acts as a statutory consultee in the planning system, reviewing active travel provisions in major planning applications to ensure they align with the standards and principles set out in national design standards. This ensures that new developments support and enhance active travel routes identified in LCWIPs.

As part of the ongoing government consultation ‘Proposed reforms to the National Planning Policy Framework (NPPF) and other changes to the planning system’ which was launched on Tuesday 30 July, we are seeking views on proposed changes to the NPPF intended to support the provision of public infrastructure and to create sustainable, healthy communities.

Contributions from developers play an important role in delivering the infrastructure that local communities expect to see alongside new development. The Government will focus on improving the system of developer contributions.

The NPPF makes clear that plans should set out the contributions expected from development. This should include setting out the levels and types of affordable housing provision required, along with other infrastructure (such as that needed for health, open space, and transport). Plan-makers should work in collaboration with the local community, developers, and other stakeholders to create realistic, deliverable policies.

It is important that local planning authorities prepare, and keep up to date, a local plan as the primary basis for identifying what development is needed in an area. This helps ensure that local strategies to improve health and wellbeing and the provision of the required health infrastructure are supported and considered in plans (including in the preparation of strategic policies for community facilities) and in planning decisions.

Working with the advice and support of the Director of Public Health, plan-makers may also need to involve key groups in the local health and wellbeing system, including Health and Wellbeing Boards.

The Government is committed to promoting active travel and ensuring that routes identified in Local Cycling and Walking Infrastructure Plans (LCWIPs) are considered in planning decisions. Active Travel England (ATE), established as an executive agency within the Department for Transport, acts as a statutory consultee in the planning system, reviewing active travel provisions in major planning applications to ensure they align with the standards and principles set out in national design standards. This ensures that new developments support and enhance active travel routes identified in LCWIPs.