Jim Fitzpatrick

From 2016/17 all new eligible students living or studying in areas where household income is below the national average and who would otherwise have received a grant will qualify for an increased loan for living costs. The total living costs support available under the new student support arrangements for eligible students on the lowest incomes is increasing by 10.3% in 2016/17.

Applications made for onshore licences under the 14^th Onshore Licensing Round are currently under consideration. The next step will be the publication of a consultation on the Habitats Regulations Assessment (HRA) under the Conservation of Habitats and Species Regulations 2010 and the Oil and Gas Authority aims to announce awards later in the year.

The Department does not hold information relating to changes in the number of people using illegal lending sources as a result of new regulations and the annual levy on payday loan companies. However, the Financial Conduct Authority (FCA) works closely with the national Trading Standards Illegal Money Lending Teams (IMLTs) across the UK to monitor trends and police the market, and both have the powers to take action where necessary, including the ability to prosecute those who are found guilty to be lending illegally.

I am well aware of the misery inflicted on often vulnerable consumers by loan sharks. That is why this financial year (2014/15) the Department has provided £15 million in funding to the National Trading Standards Board (NTSB) and Trading Standards Scotland (TSS). The NTSB the TSS utilise specialist expertise to tackle the worst rogue traders, including the illegal money lenders. In addition to apprehending loan sharks, the NTSB and TSS engage in valuable educational work, equipping vulnerable groups of consumers to avoid the clutches of illegal money lenders.

Both NTSB and TSS regularly report emerging developments to the Department, along with their successes. Since April 2012 £1.5 million in cash has been seized from illegal money lenders, and 47 individuals have received custodial sentences.

The Department does not hold information relating to changes in the number of people using illegal lending sources as a result of new regulations and the annual levy on payday loan companies. However, the Financial Conduct Authority (FCA) works closely with the national Trading Standards Illegal Money Lending Teams (IMLTs) across the UK to monitor trends and police the market, and both have the powers to take action where necessary, including the ability to prosecute those who are found guilty to be lending illegally.

I am well aware of the misery inflicted on often vulnerable consumers by loan sharks. That is why this financial year (2014/15) the Department has provided £15 million in funding to the National Trading Standards Board (NTSB) and Trading Standards Scotland (TSS). The NTSB the TSS utilise specialist expertise to tackle the worst rogue traders, including the illegal money lenders. In addition to apprehending loan sharks, the NTSB and TSS engage in valuable educational work, equipping vulnerable groups of consumers to avoid the clutches of illegal money lenders.

Both NTSB and TSS regularly report emerging developments to the Department, along with their successes. Since April 2012 £1.5 million in cash has been seized from illegal money lenders, and 47 individuals have received custodial sentences.

The Department does not hold information on how many families are in debt with their energy companies.

Ofgem closely monitors domestic energy suppliers’ performance and publishes information in relation to debt owed by domestic electricity and gas accounts holders in Great Britain, but they do not publish data relating to families with children or constituency areas. At the end of 2013, latest data available, 1.5 million domestic electricity account holders and 1.4 million domestic gas account holders were in debt to their energy supplier Ofgem’s Domestic Suppliers’ Social Obligations: 2013 Annual Report:

https://www.ofgem.gov.uk/ofgem-publications/92186/annualreport2013finalforpublication.pdf.

Earlier this year, the indicative amounts of funding for value added services (‘enhanced activity’) to be delivered by the British Marine Federation (BMF) for UK businesses at the Dusseldorf Boat Show and the Miami Boat Show were withdrawn. Tradeshow Access Programme (TAP) grants for small business customers at these events were unaffected. Subsequent to this, UK Trade and Investment (UKTI) has offered an additional five TAP grants to assist new-to-event exhibitors at Dusseldorf. Since UKTI and the BMF had not progressed beyond the basic planning stage on the enhanced activity to be delivered alongside grants at these two shows when the funding was withdrawn, it is not possible to estimate accurately the impact of this withdrawal on small businesses in the sector.

As required by section 9 of the Groceries Code Adjudicator Act 2013, the Adjudicator has consulted on a proposed maximum penalty, and has made a recommendation to the Secretary of State. This is currently the subject of cross-Government Ministerial consideration.

We currently support two units of Drax under the Renewables Obligation (RO), one as a full conversion, the other as an enhanced co-firing unit. One further unit has been awarded a contract under Final Investment Decision Enabling for Renewables (FIDeR). Government spending on levy funded support for low carbon electricity, including renewables, is capped by the Levy Control Framework (LCF), thereby helping to minimise the impact on consumer bills.

An estimate of the cost of support for renewable electricity generation by Drax cannot be provided as such information would allow the determination of operational factors which are commercially confidential.

The Government invited interested parties to submit evidence as part of its programme of consultation during the summer.

Over the summer Ministers and officials undertook extensive discussions with a wide range of stakeholders regarding changes to DSA.

A variety of information is already available to students, both through the Unistats website - http://unistats.direct.gov.uk/ - and from individual Institutions. Institutions are considering what additional information may be necessary in light of the announcement on changes to the Disabled Students’ Allowance.

There are already a number of rights of appeal available to students.

The Government is working with interested parties to consider if further changes are needed.

In 2009 the Renewables Obligation Order introduced the requirements for generating stations using biomass fuels to report against sustainability criteria. The dataset for the fourth reporting year (2012-2013) against these criteria has been published, and details the types of biomass used:

https://www.ofgem.gov.uk/publications-and-updates/biomass-sustainability-dataset-2012-13.

In 2009 the Renewables Obligation Order introduced the requirements for generating stations using biomass fuels to report against sustainability criteria. Datasets for four reporting years have been published. These detail the types of biomass used. The dataset for 2012-13 is at:

https://www.ofgem.gov.uk/publications-and-updates/biomass-sustainability-dataset-2012-13.

The dataset for 2011-12 is at:

https://www.ofgem.gov.uk/publications-and-updates/annual-sustainability-report-2011-2012.

The dataset for 2010-11 is at:

https://www.ofgem.gov.uk/publications-and-updates/annual-sustainability-report-2010-11.

The dataset does not provide a comparable breakdown by roundwood, diseased trees, broken branches, unused sawdust that would otherwise go to waste and other wood used by Drax and other biomass power stations except where generators have provided further descriptions of the material used, in addition to the reporting requirements.

The reporting requirements include the following: fuel name, biomass type and biomass form.

Our intention is for the sustainability criteria to become mandatory from April 2015 for stations of 1MW and above wishing to claim support under the Renewables Obligation, Renewable Heat Incentive, Investment Contracts and future Contracts for Difference.

The Bioenergy Strategy 2012 defined a set of low-risk energy deployment pathway, opposed to high risk pathways, for biomass combusted for power generation. These included:

· Using wastes for energy where it maximises carbon and cost effectiveness and where it is consistent with the waste hierarchy

· Using sustainable biomass as a transitional fuel to reduce carbon emissions from current coal power generation

· The promotion of combined heat and power generation to make more efficient use of biomass resources

The Department has acted to support biomass deployment in line with these pathways. Information on the capacity of and generation from these sources is publically available and published as part of the Digest of UK Energy Statistics:

https://www.gov.uk/government/collections/digest-of-uk-energy-statistics-dukes.

The analysis is currently being updated in light of information and evidence provided by stakeholders and will be published alongside the regulations in the autumn.

Ministers and officials have been engaged in extensive discussions with stakeholders, students and their representatives and disability organisations since April this year. The views and evidence provided have informed proposals and the on-going Equality Analysis.

My Rt. Hon. Friend the Secretary of State for Business, Innovation and Skills has had no recent discussions directly concerning the removal of the CXL sugar import duty, or on improving access to the EU sugar market for cane sugar suppliers. The Department for Business, Innovation and Skills is involved in ongoing trade negotiations between the EU and various trading partners which aim to increase trade of goods, and this includes sugar cane imports.

The integrity of our elections is central to our democracy.

I am aware that the Electoral Commission is investigating allegations of electoral misconduct in Tower Hamlets at the recent local elections and the Metropolitan Police are conducting a number of criminal investigations. I have written to the chair of the Electoral Commission, stressing the importance of ensuring public confidence in the electoral process.

Given the gravity of the allegations it is important that the Electoral Commission provides a robust assessment of what went on in Tower Hamlets and includes firm recommendations of how to ensure the integrity of future elections.

The Government published a draft Public Service Ombudsman Bill in December 2016 to allow the Bill to be opened up to pre-legislative scrutiny.

The Communities and Local Government Select Committee held a pre-legislative scrutiny session in March 2017. This can be accessed on their Parliamentary website:

www.parliament.uk/business/committees/committees-a-z/commons-select/communities-and-local-government-committee/inquiries/parliament-2015/inquiry8/

Responses will be taken account of in the final Bill, which will be introduced as and when a legislative opportunity arises.

The Government published a draft Public Service Ombudsman Bill in December 2016 to allow the Bill to be opened up to pre-legislative scrutiny.

The Communities and Local Government Select Committee held a pre-legislative scrutiny session in March 2017. This can be accessed on their Parliamentary website:

www.parliament.uk/business/committees/committees-a-z/commons-select/communities-and-local-government-committee/inquiries/parliament-2015/inquiry8/

Responses will be taken account of in the final Bill, which will be introduced as and when a legislative opportunity arises.

Under the Equality Act 2010 and Public Sector Equality Duty, all Government
departments have a responsibility to create inclusive communications. This does not
mean promoting BSL as an activity in itself but it does mean identifying and meeting
the communication needs of the audiences we are targeting (for example, where
formats could include Braille, BSL, easy read etc).

The high-level vehicle data that is held centrally does not include the safety specific standard equipment or the optional safety related extras that may have been added. Consequently, we are unable to provide the information required.

The Crown Commercial Service is committed to supporting the British Road Safety Statement and has recently put in place a Vehicle Telematics Framework to support public sector fleets in addressing driver behaviour and adopting safer driving policies.

The Government is committed to ensuring that there is a place on National Citizen Service (NCS) for every young person who wants one. The Cabinet Office is working closely with NCS Trust, the independent organisation which delivers NCS, to ensure that NCS is accessible, including to those with physical and sensory disabilities.

Many NCS providers already reach out and offer support to those with disabilities, including deaf young people. The largest provider, The Challenge, has worked with the National Deaf Children's Society, and adapted the programme for deaf young people, including providing dedicated support workers.

The NCS Trust is currently developing a detailed inclusion strategy to ensure that over the longer term there is consistent and high quality provision for young people with disabilities to take part in the programme.

The information requested falls within the responsibility of the UK Statistics Authority. I have asked the Authority to reply.

The Government recalls website keeps consumers informed on recalls of all electrical goods and other products. The Government advises consumers to register their electrical appliances, whether new or second-hand, with the manufacturer so they can be informed directly by them should a recall or other corrective action subsequently be required. There is also helpful guidance for consumers on buying second hand electrical goods produced by the Royal Society for the Prevention of Accidents and Electrical Safety First.

Goods and services supplied with the Official Receiver’s agreement following the making of the winding up orders against Carillion Plc and its subsidiaries will be paid in full. Any amounts due by the Carillion companies to contractors and suppliers prior to the date of the winding-up orders will be claims in the liquidation and included in the general body of unsecured creditors. Those claims in the liquidation could include incidental costs incurred by subcontractors and others which are a direct consequence of the liquidations.

My rt. hon. friend, the Secretary of State and I are working to ensure information is provided to SMEs in the Carillion supply chain in a timely manner.

The Secretary of State has established the Carillion Taskforce to advise on the impact on small businesses and employees affected by Carillion insolvency. The Taskforce’s attendees included representatives from leading business bodies, the construction trade sector, unions, banks and government. This has already led to useful collaborations, in particular in relation to ensuring firms and employees have access to support from Government and the banks.

I have also met several times with leading business and construction trade bodies, representing Carillion’s sub-contractors, to understand the impact of Carillion’s insolvency on the supply chain, and agree actions that could be taken to mitigate this. It is our intention to continue to meet regularly with this group on an ongoing basis.

Following the Secretary of State and my meeting with the banks on Wednesday 17^th January, they made public commitments to provide support to SMEs affected and are contacting customers and, where appropriate, are putting in place emergency measures, including overdraft extensions, payment holidays and fee waivers to ensure those facing short term issues can be helped to stay on track. Details of these can be found at https://www.ukfinance.org.uk/banks-offer-support-to-business-customers-impacted-by-carillion/

On the 3^rd February, the Government announced that through the British Business Bank, it will make available support of up to £100m to small businesses, through their delivery partners, using the Enterprise Finance Guarantee (EFG); enabling lenders to extend credit to SMEs which, while viable, may have insufficient security to secure other credit lines to support their businesses at this time. Through this collaboration the UK government and the banks can continue to support small businesses with the appropriate finance.

The Secretary of State has written to all accredited EFG lenders to draw their attention to this additional support, and expects them to ensure that they are actively engaging with SME businesses so they can give them the support they need. Accredited EFG lenders are listed on the British Business Bank website at https://british-business-bank.co.uk/ourpartners/supporting-business-loans-enterprise-finance-guarantee/efg-accredited-lenders/

The Department is providing a range of advice and support services for firms, delivered both nationally and locally available to SMEs affected by the insolvency of Carillion. These include a network of 38 Local Growth Hubs, run in conjunction with the Local Enterprise Partnership, to help businesses of all sizes and in all sectors to access support.

Information is published online by the Insolvency Service for employees, creditors and suppliers affected and seeking advice. In addition to providing current information, they provide a dedicated hotline for enquiries and contact numbers to other relevant organisations such as the Pensions Advisory Service, and the website PwC have been established to provide information. These can be found at:

https://www.gov.uk/government/news/carillion-declares-insolvency-information-for-employees-creditors-and-suppliers

The Department has been closely monitoring this tragic case and we will be considering whether there are any wider implications for product safety in light of the Coroner’s Report and Whirlpool’s formal response to the Coroner, which is due by 26^th December.

The Government’s response to the Working Group on Product Recalls and Safety will consider the recommendations made in their Report in July. Our response will consider any factors that are relevant to improving the system of product safety and recalls so that consumers can have confidence in the safety of electrical products.

Electrical products intended for use by consumers, are regulated under the Electrical Equipment (Safety) Regulations. These require all electrical products to be safe when placed on the market. They also require manufacturers, where appropriate, to monitor their products on the market and to take immediate corrective action or if necessary recall a product if they become aware it is unsafe.

The Working Group on Product Recalls and Safety published its recommendations in July. We plan to respond to the report before the end of the year. Actions already underway include a new draft Code of Practice on recalls commissioned from the British Standards Institution (BSI), which has recently been subject to consultation, and an upgraded Government website to make it easier to find information on recalls and to register appliances. We are also actively considering the proposal made by the Working Group on Product Recalls and Safety for a new central body to support consumers on product safety.

Solar PV is a UK success story. In 2013, we estimated that solar capacity would reach 10-12GW by 2020. We now expect Government support to bring forward around 13 GW by 2020. The Feed-in Tariff remains open to solar PV which provides an incentive for businesses to invest in rooftop solar.

My Right Hon Friend the Secretary of State has regular discussions with ministerial colleagues on a number of issues. This includes issues related to the safety of buildings where BEIS can support the Government response to the tragic fire in Grenfell Tower.

The Working Group on Product Recalls and Safety includes representatives from a wide range of experts including the Chief Fire Officers Association, the Association of Chief Trading Standards Officers, Electrical Safety First, the Royal Society for the Prevention of Accidents (RoSPA), many of whom represent the interests of individuals and consumers.

I have met with Which? to talk to them about the Working Group and they have been invited to join the Group.

The Department for Business, Energy and Industrial Strategy currently has no plans to introduce a ban on the import of carbon monoxide alarms that do not comply with the BS EN 50291 safety standard when the UK leaves the EU. However, we continue to consider what measures are likely to be most effective in ensuring protection against carbon monoxide poisoning.

I am determined that all children and young people, including those who are deaf or have a hearing impairment, receive the support they need to achieve the success they deserve.

Local authorities are best placed to judge local priorities and to make local funding decisions. It is therefore for local authorities, in consultation with local people and having regard to the range of statutory responsibilities placed on them, to determine the exact nature of provision in their areas, including services for supporting children and young people with hearing impairment.

The Whole School Special Educational Needs and Disabilities (SEND) Consortium is being funded by the department to embed SEND into school improvement in order to equip the workforce to deliver high quality teaching across all types of SEND, including children and young people with hearing impairment.

I have met with the National Deaf Children’s Society and asked my officials to consider their proposal for a central bursary scheme for teachers of the deaf. They will report to me once they have collected all the relevant information.

The Department will engage with the devolved administrations, as appropriate, when developing policy areas. Officials have been in contact with the relevant school specialists in the Scottish, Welsh and Northern Irish Governments to alert them to the review of Building Bulletin 100 (fire safety in schools).

The Department does not assess the impact of the loss of school facilities on the wider community. The majority of fires in schools are restricted to the room of origin, with very few leading to the loss of facilities.

The Department has produced guidance to assist schools in the safe management of maintenance activity that creates a significant risk of fire (hot works). These activities include plumbing activities using blow torches, and roof repair activities that use liquefied petroleum gas and bitumen burners.

This guidance can be found at: https://www.gov.uk/guidance/fire-risk-from-school-maintenance-or-building-works.

In line with the existing legislation, there are two situations in which the Schools Adjudicator would decide whether to approve a voluntary-aided school proposal.

The first situation is if the local authority has rejected a proposal. In this situation, the proposer can appeal to the Schools Adjudicator. The Schools Adjudicator will then make a fresh decision which will override the decision made by the local authority.

The second situation is if a local authority has failed to make a decision within two months of the end of the representation period, which is a stage in the statutory process. In this situation, the local authority must refer the proposal to the Schools Adjudicator to be decided.

Ofsted already has the power to carry out inspections, where it has reasonable cause to believe that an unregistered school is being operated on the premises.

Since January 2016, we have operated and funded a joint team with Ofsted to investigate unregistered schools, which has had significant success. In the last two years this team have conducted 192 inspections and issued 50 warning notices to suspected illegal schools, 38 of which have ceased to operate or have closed.

The offence of operating an unregistered independent educational establishment is created by section 96 of the Education and Skills Act 2008. Since 5 January 2015, two cases were referred to the Crown Prosecution Service (CPS) for early advice following which investigations were discontinued. Two further cases were referred to the CPS for a charging decision. Neither of these cases met the evidential test under the Code for Crown Prosecutors. A further case is currently with the CPS for advice.

The department keeps under review the need for extension of registration requirements.

Ofsted already has the power to carry out inspections, where it has reasonable cause to believe that an unregistered school is being operated on the premises.

Since January 2016, we have operated and funded a joint team with Ofsted to investigate unregistered schools, which has had significant success. In the last two years this team have conducted 192 inspections and issued 50 warning notices to suspected illegal schools, 38 of which have ceased to operate or have closed.

The offence of operating an unregistered independent educational establishment is created by section 96 of the Education and Skills Act 2008. Since 5 January 2015, two cases were referred to the Crown Prosecution Service (CPS) for early advice following which investigations were discontinued. Two further cases were referred to the CPS for a charging decision. Neither of these cases met the evidential test under the Code for Crown Prosecutors. A further case is currently with the CPS for advice.

Where Ofsted has reasonable cause to believe that the offence of operating an unregistered school is being committed on any premises, they have the power to enter and inspect the premises, and inspect and take copies of any records or other documents, which they believe may be required for the purposes of proceedings in relation to such an offence. Obstructing Ofsted in the exercise of these functions is a criminal offence. The department operates and funds a joint team with Ofsted on unregistered schools. We work together closely with Ofsted on all of these issues, including on the extent of their powers, which we keep continually under review.

We will be publishing our response to the call for evidence shortly. As well as carefully considering the wide range of responses received, we have been working with a range of partners across the sector to strengthen our understanding of these settings. Our continued work with communities will ensure any future system is effective and carefully takes into account the differences of this broad and diverse sector, which varies considerably in their characteristics and the types of education and activities that they offer.

The apprenticeship levy is paid by employers with a payroll of over £3 million a year. These employers are able to spend funds they have paid into the levy through their apprenticeship service account. All other employers use funds that have been allocated to providers, who offer apprenticeship training.

We have recently awarded hundreds of providers across the country with initial awards totalling around £485 million to deliver apprenticeship training for non-levy paying employers. Non-levy paying employers benefit from government co-investment of 90 per cent of apprenticeship training and assessment costs. 100 per cent of the cost of training is paid for small employers, with fewer than 50 employees, who take on apprentices who are 16 to 18 years old, 19 to 24 year old care leavers or 19 to 24 year olds with an Education and Health Care Plan.

From April 2018, we will allow eligible levy-paying employers to transfer up to 10 per cent of the annual value of funds entering their digital accounts to other employers, including smaller businesses.

By 2019/20 annual investment in apprenticeships in England will be £2.45 billion, double what was spent in 2010-11, ensuring that all employers can access high quality apprenticeships training.

We are aware of a number of active mile programmes working with schools. Active miles are an excellent opportunity for schools to support their pupils to be physically active throughout the school day.

Officials have met with representatives from active mile providers and will continue to discuss good practice. This will ensure that active mile programmes can best meet the needs of schools and enable pupils to be physically active throughout the school day.

The government has worked with physical education (PE) and school sport partners to identify good practice examples for the PE and Sport Premium. They have been published on the Teaching blog at:

https://teaching.blog.gov.uk/category/pe-and-sport-premium/.

The government has doubled the primary PE and Sport Premium to £320 million a year from September 2017. Updated guidance was published in October 2017 and case studies were published via the Teaching blog site on GOV.UK.

Swimming and water safety are compulsory elements of the physical education (PE) curriculum at key stages 1 and 2. The department is responsible for the PE curriculum and the PE and Sport Premium in England. Responsibility for the curriculums of Northern Ireland, Scotland and Wales lie with each devolved administration.

The government’s sports strategy, ‘Sporting Future’, published in December 2015, included a commitment to establish a working group “to advise on how to ensure no child leaves school unable to meet a minimum standard of capability and confidence in swimming”. In response, the Swim Group has published an independent report, which reviewed current practice and provision and set out a number of recommendations.

The government has formed an implementation group to review the recommendations. The group will work to increase the opportunities for all children to swim and achieve the national curriculum requirements.

The government has doubled the primary PE and Sport Premium to £320 million a year from September 2017. Updated guidance was published in October 2017 stating that the premium can be used to “provide additional swimming provision targeted to pupils not able to meet the swimming requirements of the national curriculum”. The guidance also indicates the premium can be used to provide staff with professional development, mentoring, training and resources to help them teach PE and sport more effectively.

For the 2017 to 2018 academic year, schools must publish how many pupils within their year 6 cohort are meeting the national curriculum requirement to swim competently, confidently and proficiently over a distance of at least 25 metres, use a range of strokes effectively and perform safe self-rescue in different water-based situations. This is a new condition placed upon use of the premium.

We are making good progress in implementing the recommendations made by Paul Maynard’s taskforce to ensure that having a learning difficulty and/or disability is not a barrier to becoming an apprentice.

In accordance with Recommendation 8, we considered joining up funding streams to reduce potential hurdles. On reviewing departments’ policies, we found that sources of funding support for those with learning disabilities in work are already streamlined. The Department for Work and Pension’s Access to Work scheme is a highly personalised funding stream, which is already able to consider pre-existing assessments of need agreed by other agencies in emplacing support in the workplace, including Additional Learning Support assessments.

We are also evaluating how the new apprenticeship funding system is working to encourage the successful take up and likely achievement of apprentices with a disability. We have developed guidance materials, which make clearer the support available to disabled apprentices and how to access that, including a toolkit for employers to help them develop a more inclusive and accessible apprenticeship offer, and equality and diversity training materials.

Statistics covering English student loans are published annually by the Student Loans Company (SLC) in the Statistical First Release (SFR) ‘Student Loans in England’.

http://www.slc.co.uk/official-statistics/full-catalogue-of-official-statistics/student-loans-debt-and-repayment.aspx

Eligibility for student finance is based on residency prior to studying; students resident in non-EU countries prior to studying are typically not eligible for English student support.

Information on student loans held at the end of each financial year by borrowers domiciled in England and the EU prior to studying can be found in Table 1 of the SFR. The latest statistics show that at the end of the financial year 2016-17, around £89.3 billion was outstanding in higher education loans, of which £1.7 billion (1.9%) was held by EU domiciled borrowers.

There have been no changes to the fire safety laws for schools or our determination to protect children’s safety. It has always been the case, and remains the case, that where the risk assessment required for any new building recommends sprinklers are installed to keep children safe, they must be fitted.

The draft revised fire safety design for schools guidance, issued as part of a technical consultation with experts from the fire sector, has not been adopted. The Department’s 2007 guidance continues to be extant. Alongside the rest of Government, the department will take forward any findings from the public inquiry into the tragic Grenfell Tower fire.

The Department’s guidance on fire safety in schools is Building Bulletin (BB) 100. This was published in 2007 and is currently being updated. BB 100 includes advice on the use of fire sprinklers in schools as a property protection measure, but not as separate guidance.

Officials are working to update BB100, and have involved officials from the Home Office, the Chief Fire and Rescue Adviser’s Unit and the Department for Communities and Local Government as part of this work. The Government will publish its response to the consultation alongside revised guidance in due course.

The Department for Education does not hold data on the number of pupils displaced from school buildings as a result of fire. If a school building is rendered unusable by fire, or any other event, active steps are taken to ensure pupils have the proper access to education.

There are no plans to introduce additional GCSE subjects.

The number of pupils for who have a hearing impairment as a primary need, attended a selective school and achieved 5A*-C grades including English and mathematics in 2014/15 was 43.

The table below shows the number of children with hearing impairments who have attended a grammar school in each of the last five years:

The remit and priorities of the UK Commission for Employment and Skills (UKCES) were to:

• lead the debate with industry to drive better outcomes for skills, jobs and growth;
• work with industrial partnerships and wider networks to push forward employer ownership of skills;
• test out employer-led innovation to address persistent skills challenges; and
• help businesses realise the potential of their people through Investors in People (IIP).

While these activities helped to raise awareness of the importance of skills development, which is a driver of productivity, no specific assessment has been made of any effect on UK productivity as a result of the decision to close the UKCES and the associated Sector Skills Councils.

As a result of these decisions, Whitehall departments have been working with the UK Commission to agree a way forward.

National Occupational Standards (NOS) will be managed by the Devolved Administrations and transferred to another public sector organisation. Decisions on the detail of how NOS will be managed are the responsibility of the Devolved Administrations. The contents of the NOS database will remain publicly available and employers throughout the UK can continue to use NOS if they so choose although they are not a mandatory requirement in England for either qualifications or apprenticeships.

The management of the Employer Skills Survey, the Employer Perspectives Survey and the Labour Market Information for All Portal is being moved into the Department for Education. The Investors in People function will continue and the Government is looking to secure its future.

The numbers of reported school fires in Great Britain are as follows:

2005/06: 1,400

2006/07: 1,200

2007/08: 1,000

2008/09: 1,000

2009/10: -----

2010/11: 800

2011/12: 700

2012/13: 600

2013/14: 600

These are National Statistics’ figures published on GOV.UK and are rounded[1].

There are no statistics for 2009/10 as none were published for that year due to an incomplete data set. Since 2014/15 fire statistics are published as England only, with data on ‘educational premises’ including other institutions such as colleges and universities, alongside schools, which is not consistent with the data above. These England only statistics are available on GOV.UK: https://www.gov.uk/government/collections/fire-statistics

The Government does not hold data centrally on the annual cost of replacing or repairing school buildings following damage by fire. However, the Department is currently collecting data on both the capital costs resulting from fire damage and the costs of providing alternative accommodation.

[1] https://www.gov.uk/government/statistics/fire-statistics-great-britain-2013-to-2014

The Department has recently consulted stakeholders on proposed revisions to fire safety guidance, which seek to clarify when sprinklers will be fitted in schools. We are not changing the rules on fire safety. It has never been compulsory for sprinklers to be fitted in schools. All new schools must comply with building and fire safety regulations. Where it is concluded that sprinklers must be fitted to protect property or keep children safe, they will be. We are actively considering responses to the consultation and will respond in due course.

The number of children with special educational needs (SEN) who have ‘hearing impairment’ listed as their primary need can be found in the annual statistical first release ‘Special Educational Needs in England’ on GOV.UK. Table 1, below, provides collated figures for the last ten years, for pupils attending state-funded primary and secondary schools. These figures include children in resourced provision or SEN units but not children in special schools. There will be children whose primary need is not ‘hearing impairment’ but who, nevertheless, have a hearing impairment. These children are not covered by this information.

From September 2014 the ’SEN support’ category replaced the ’school action’ and ‘school action plus’ categories. Those recoded, in 2015, as having ‘SEN support’ but who were formerly included in the ‘school action’ category will not previously have had a primary type of need recorded. This is likely to have contributed to the large increase – between 2014 and 2015 – in the numbers of children recorded as having a hearing impairment.

The Department does not collect statistics on the number of deaf children in mainstream schools who are being taught British Sign Language.

Table 1:

The links to published data can be found here:

We want all children to lead healthy active lifestyles. Physical activity and play are important throughout childhood and can contribute enormously to the healthy development of children. The Early Years Foundation Stage (EYFS) Statutory Framework emphasises this and makes clear that in their early years children learn through play. When inspecting childcare providers, including schools, Ofsted look at how staff are enabling children to play in ways that help them develop and learn. Ofsted’s recent report on Teaching and Play is available to view at: https://www.gov.uk/government/publications/teaching-and-play-in-the-early-years-a-balancing-act

The EYFS framework can be found here at: www.gov.uk/government/publications/early-years-foundation-stage-framework--2

The Department for Education does not intend to provide specific guidance to headteachers and governors of primary schools on the appropriateness of head covering for girls in order to help tackle rickets.

The department provides advice to schools on health and safety. Schools must take reasonable steps to ensure that staff and pupils are not exposed to risks to their health or safety by conducting a risk assessment and, if necessary, putting measures in place to minimise any known risk.

It is for individual schools to decide whether or not to provide guidance on the appropriateness of head covering. It is for the governing body of each school to set their own policies on school uniform and other matters of appearance. Our guidance to schools on school uniform is clear that, in doing so, they must have full regard to their obligations under equalities law.

The delivery of nursing services within publicly-funded schools is for local determination, and commissioning is led by local authorities. In some areas schools have co-commissioned additional services based on the health needs of the population within their school or locality. Guidance on commissioning school nursing services for local authorities, published by the Department of Health, is available online at:

www.gov.uk/government/uploads/system/uploads/attachment_data/file/303769/Service_specifications.pdf

School nursing services are monitored by the Care Quality Commission in terms of the quality of provision in an area, but the commission does not monitor individual settings or the extent to which individual schools engage with the service.

In terms of nursing provision in independent schools, there is no specific requirement for such schools to have nurses or for staff to have particular qualifications. If nursing is provided, regulatory requirements relating to the health and welfare of pupils – and also boarding welfare if the school has boarding provision – are relevant.

No assessment of the quality of nursing services in independent schools has been made.

The Department for Education has not issued guidance to primary schools on fasting during Ramadan as it is a matter for individual schools to decide how to accommodate pupils who wish to fast during this time. We would expect schools to consider carefully the views of pupils and parents, as well as pupil wellbeing, when applying policies involving religion or individuals’ beliefs. All schools must ensure that any measures they take comply with their legal obligations under the Equality Act 2010.

The Equality and Human Rights Commission has published detailed practical guidance for schools, available online at:

www.equalityhumanrights.com/private-and-public-sector-guidance/education-providers/education-providers-schools-guidance

The delivery of nursing services within publicly-funded schools is for local determination, and commissioning is led by local authorities. In some areas schools have co-commissioned additional services based on the health needs of the population within their school or locality. Guidance on commissioning school nursing services for local authorities, published by the Department of Health, is available online at:

www.gov.uk/government/uploads/system/uploads/attachment_data/file/303769/Service_specifications.pdf

School nursing services are monitored by the Care Quality Commission in terms of the quality of provision in an area, but the commission does not monitor individual settings or the extent to which individual schools engage with the service.

In terms of nursing provision in independent schools, there is no specific requirement for such schools to have nurses or for staff to have particular qualifications. If nursing is provided, regulatory requirements relating to the health and welfare of pupils – and also boarding welfare if the school has boarding provision – are relevant.

No assessment of the quality of nursing services in independent schools has been made.

The Department for Education publishes a range of performance and attainment data from:

1. Local authorities
2. Early years settings
3. Schools and colleges on children and young people with special educational needs and disability
4. Local and national levels

Local authorities and their partners across education, health and social care are implementing the special educational needs and disabilities (SEND) reforms which came into force on 1 September this year. The Department is working closely with local authorities and local Parent Carer Forums to understand how local implementation of the Children and Families Act is progressing. Summary findings of an autumn implementation survey will be published before the end of the year. The Department will also publish local authority data on an annual basis, starting in summer 2015. This will include, for example, the number of conversions from statements to Education, Health and Care (EHC) Plans and the number and percentage of new EHC Plans delivered within twenty weeks.

From September 2015, we expect local authorities will have made significant progress in embedding the reforms, and our focus will increasingly be on whether the new systems are leading to improved outcomes for children and young people.

We have asked Ofsted to consider what more needs to be done to ensure good quality delivery of the new system. Ofsted’s recommendations will be published shortly.

The Department for Education asked Ofsted to carry out a study to identify best practice amongst local authorities to prepare for the special educational needs reforms in order to understand whether there is a need for an inspection framework to drive improvements. The findings from the study and the recommendations are a matter for Ofsted. We understand that Ofsted will publish its findings and recommendations from the study by the end of this year.

Defra provides funds to Local Authorities via the air quality grant fund for projects in local communities to tackle air pollution and reduce emissions affecting schools, businesses and residents. For example, in 2016/17, the London Borough of Islington were awarded £50,000 to run a local school focussed awareness and engagement campaign through the air quality grant, and in 2017/18, Spelthorne Borough Council were given £145,188 to run an awareness campaign in schools across Surrey.

Local Authorities have a duty to monitor and assess air quality and to take action to reduce pollution where these breach statutory limits, and are best placed to determine local priorities. Their local knowledge and interaction with the communities that they serve mean that they know the issues on the ground in detail and the solutions that are best suited to local circumstances.

Defra awarded a total of £2.4 million to local authorities from the 2017/18 air quality grant fund; £3.7 million was awarded to local authorities in 2016/17, and £0.5 million in 2015/6. £3 million has been allocated for 2018/19.

The Government has also put in place a £3.5 billion plan to improve air quality and reduce harmful emissions, which includes £255 million for councils to improve air quality and a dedicated Clean Air Fund of £220 million for those local areas with the biggest air quality challenges. We have consulted on our new world leading Clean Air Strategy, which includes new and ambitious goals, legislation, investment and policies which will help us to clean up our air faster and more effectively.

The evidence of health impacts from particulate matter (PM) is particularly strong and the Government is already taking action to reduce emissions of harmful PM. The UK has signed up to ambitious new targets to reduce emissions of PM2.5 as well as four other damaging pollutants (ammonia, nitrogen oxides, non-methane volatile organic compounds and sulphur dioxide) by 2020 and 2030. The Government is aiming to cut early deaths from air pollution by half. The Statutory Instrument committing these targets to law was laid on 1 February.

We will publish a Clean Air Strategy, which will set out plans to meet these targets, for consultation in 2018. We are currently calling for evidence on domestic solid fuel use, one of the largest emissions sources of PM. Householders and businesses are being asked for their views on proposals to cut harmful emissions caused by domestic fuel burning.

Defra works closely with the Department for Health and Social Care and Public Health England to develop a strong evidence base on the health impacts of air pollution and to provide health advice during episodes of elevated air pollution. We are carefully considering public health measures.

In 2015 there were 15 consignments of dogs to Pakistan, with 15 animals exported. In 2016 there were 18 consignments of dogs, with 23 animals exported. In 2017, there were 23 consignments with 26 animals.

As set out during Defra’s Post Implementation Review of the Welfare of Racing Greyhounds Regulations 2010, the Government expects the Greyhound Board of Great Britain (GBGB) to begin publishing from early next year annual aggregate injury and euthanasia statistics from GBGB tracks, and annual summary statistics for the number of GBGB registered greyhounds that leave the sport. The figures will cover the preceding calendar year and, for dogs that leave the sport each year, the details will include by what method. The GBGB will begin publishing both sets of figures by the end of March 2018. Access to anonymized track injury and euthanasia data will be considered by GBGB’s Welfare Standing Committee and Defra for bona fide research purposes.

As set out during Defra’s Post Implementation Review of the Welfare of Racing Greyhounds Regulations 2010, the Government expects the Greyhound Board of Great Britain (GBGB) to begin publishing from early next year annual aggregate injury and euthanasia statistics from GBGB tracks, and annual summary statistics for the number of GBGB registered greyhounds that leave the sport. The figures will cover the preceding calendar year and, for dogs that leave the sport each year, the details will include by what method. The GBGB will begin publishing both sets of figures by the end of March 2018. Access to anonymized track injury and euthanasia data will be considered by GBGB’s Welfare Standing Committee and Defra for bona fide research purposes.

As set out during Defra’s Post Implementation Review of the Welfare of Racing Greyhounds Regulations 2010, the Government expects the Greyhound Board of Great Britain (GBGB) to begin publishing from early next year annual aggregate injury and euthanasia statistics from GBGB tracks, and annual summary statistics for the number of GBGB registered greyhounds that leave the sport. The figures will cover the preceding calendar year and, for dogs that leave the sport each year, the details will include by what method. The GBGB will begin publishing both sets of figures by the end of March 2018. Access to anonymized track injury and euthanasia data will be considered by GBGB’s Welfare Standing Committee and Defra for bona fide research purposes.

A Publicly Available Specification (PAS) for greyhound trainers’ residential kennels was published by the British Standards Institution on 12 December 2017. The PAS has been sponsored by the Greyhound Board of Great Britain (GBGB) and has been drafted with input from animal welfare groups, veterinarians, the industry and Defra. GBGB are currently beginning the process of extending their current UK Accreditation Service accreditation to include enforcement of the standards contained in the PAS. This process can take between 12 to 18 months.

Prior to seeking any agreements with independent greyhound racing tracks, Defra has undertaken research and is currently assisting with further research sponsored by the Dogs Trust and the RSPCA into the profile and practices of independent greyhound tracks and the trainers that use them. There are currently three independent tracks operating in England.

As announced on 30 September, draft legislation to increase the maximum penalty for animal cruelty to five years will be published for consultation around the turn of the year. We will welcome comments from animal welfare charities who have campaigned for this change.

1. 80 consignments of dogs were exported from Great Britain to the EU during 2016 with individual health certificates, under the Balai Directive. This figure does not include those which moved under the pet travel scheme.

2. 3886 consignments of dogs were exported from Great Britain to non-EU countries during 2016.

Defra began its review of the Trade in Animals and Related Products (TARP) Regulations 2011 with formal and informal consultation with customers in October 2015. We now anticipate completion in Spring 2017.

Bovine TB is a notifiable disease in all farmed and pet mammal species, including dogs. The disease has only very rarely been diagnosed in dogs, in this country and elsewhere, and investigations into bovine TB breakdowns in cattle herds have never identified the source of a breakdown as an infected dog.

Evidence indicates that dogs play an insignificant role in the persistence and spread of bovine TB in Great Britain, including transmission of the disease to cattle herds.

There has been a marked increase in popularity of the Pet Travel Scheme in GB. In 2014 APHA issued 80,274 new pet passports to their official veterinarians, 119,704 in 2015 and 95,449 in 2016.

The Government takes the illegal importation of puppies seriously and does put in place deterrents to the illegal import of puppies into the United Kingdom Control Zone at Coquelles. The Animal and Plant Health Agency (APHA) is responsible for ensuring there are effective controls to prevent illegal movements into the Control Zone. APHA require approved carriers, in the case of Coquelles, Eurotunnel, to check 100% of animals travelling under the Pet Travel Scheme for compliance before they are permitted to enter the Control Zone. There is a formal agreement in place which details how Eurotunnel must carry out this function.

APHA has always carried out periodic inspections in the Control Zone to ensure that the carrier company’s checks are effective. Our approach to these pet animal checks and compliance monitoring has not changed. In addition APHA has also worked with carriers on specific intelligence led operations to identify and seize illegally imported puppies. APHA works with all carriers approved to transport pet animals and is currently in discussion on proposals to strengthen the effectiveness of the checks they are required to carry out.

UK taxpayers support the agricultural sector in variety of ways: through the EU Common Agricultural Policy (CAP), spending on agricultural research and development, including the Agri-tech Strategy, and indirectly through wider programmes such as on skills development. The benefit of each pound spent on the Agri-tech Strategy was estimated to be £9 (BIS Evaluation Plan 2016)[1]. The estimated benefit, on average, for funds spent in England under Pillar 2 of the CAP is over £3 per pound spent according to the Rural Development Plan for England Impact Assessment 2015[2], but less than £1 per pound spent for Pillar 1 according to a report on implementation of CAP in England in 2013[3]. As a result of the UK’s decision to leave the European Union there is a real opportunity to improve returns to taxpayer support for agriculture.

[1] BIS Evaluation Plan 2016

[2] The Rural Development Programme for England, 2014 to 2020: Final Impact Assessment (2015)

[3] Implementation of CAP reform in England 2013

The commercial data was extracted from the Trade Control and Expert System (TRACES) and the pet data was taken from APHA’s system for recording pets entering the UK, based on information provided by pet checkers.

In some cases imports are recorded on TRACES as “Canis familiaris / Felis catus”, so APHA are unable to distinguish between cat or dog imports. These are included on the table in row “Mixed cats/dogs”.

In line with its manifesto commitment, the Government is committed to improving the environment within a generation. We are developing a 25 Year Environment Plan to deliver this.

The first step towards developing the plan will be to publish soon a consultative document open to all to contribute either online or by mail. We will use the feedback from this to help develop the full plan itself next year.

Defra has conducted a review into the evidence base for agroforestry and how the agroforestry measure could operate within the Rural Development Programme. The review is being finalised and will be published shortly.

For the 2014-20 Rural Development Programme for England the Government decided to support animal health and welfare aims under measures other than the specific animal welfare provision in the EU Rural Development Regulation to which the question refers. Therefore no funding has been granted to farmers in respect of these specific animal welfare measures.

However, a number of projects under the two programmes have supported animal welfare. These include the North West Livestock Programme and the South West TB advisory service under the 2007-13 programme and grants for supporting lameness detection, rumination monitoring & oestrus detectors under the 2014-20 programme.

The Government continues to fund and support research into the utility of trees in flood prevention through the Defra/Environment Agency ‘Working with Natural Processes’ research programme, and the Forestry Commission’s Science and Innovation Strategy.

Forest Research, the Forestry Commission’s Research Agency, is conducting a number of medium and long-term projects on this topic, often in partnership with water regulators, universities and end users. These cover process, modelling, economic and mapping studies designed to quantify and demonstrate how woodland can contribute to flood risk management. Operational synthesis of existing research is currently being used as the basis for designing and targeting forestry’s contribution to help protect ‘communities at risk’ under the Cumbria Floods Action Plan.

One flagship project led by Forest Research is the ‘Slowing the Flow’ at Pickering study. This is evaluating how the integrated application of a range of land use and management measures can alleviate flooding, including woodland creation and the use of large woody structures.

Other studies are underway in the catchments of the River Parrett in Somerset, River Irthing in Northumberland and River Usk in Wales, to provide evidence of how woodland and woodland management can affect flood risk.

As set out in Defra’s Post Implementation Review of the Welfare of Racing Greyhounds Regulations 2010, we are currently considering a number of areas where the Regulations may need amending. Any such amendments can be introduced via secondary legislation made under the Animal Welfare Act 2006.

Defra’s Post Implementation Review of the Welfare of Racing Greyhounds Regulations 2010 contained an assessment of standards at trainers’ kennels and found that more was needed to be done to safeguard welfare. As a result, the Greyhound Board of Great Britain (GBGB) has agreed to work through the British Standards Institution and with other stakeholders, to develop a consensus standard for trainers’ kennels. The GBGB has also agreed to seek to extend its current United Kingdom Accreditation Service (UKAS) accreditation to cover the enforcement of these new standards at the kennels of GBGB licensed trainers. During the Review process no evidence was submitted to Defra on the numbers of greyhound trainers operating solely at the four remaining independent tracks in England and the conditions at any such kennels. Therefore Defra are giving further consideration as to how best to gather this evidence, this includes a possible joint research project with the Dogs Trust. Any Defra research will be published on the Gov.UK website and any useful information found will be used in an Impact Assessment that would accompany any regulations for trainers’ kennels.

Defra’s Post Implementation Review of the Welfare of Racing Greyhounds Regulations 2010 made an assessment of the Greyhound Board of Great Britain’s (GBGB) enforcement of the standards contained in the 2010 Regulations at GBGB affiliated tracks. The Review found that the standards at GBGB affiliated tracks were being maintained in an effective manner by the GBGB. However, the GBGB’s ability to self-regulate track standards is dependent on them maintaining their United Kingdom Accreditation Service (UKAS) accreditation as a certification body for those standards. Should GBGB lose its UKAS accreditation then, under the 2010 Regulations, it would immediately lose the right to self-regulate standards at GBGB affiliated tracks. Therefore, for regulating conditions at tracks, the Government would not support extending to two years such a probationary period. For other areas of GBGB’s self-regulatory work, prior to EFRA’s Greyhound Welfare report, the GBGB had already agreed with Defra a period of two years, up to 2018, to: develop a consensus standard for trainers’ kennels and to extend its current UKAS accreditation to cover the enforcement of these new standards; and begin publishing annually aggregate figures for dogs injured or euthanized at GBGB affiliated tracks, as well as dogs leaving GBGB racing.

Defra’s Post Implementation Review of the Welfare of Racing Greyhounds Regulations 2010 contained an assessment of standards at trainers’ kennels and found that more was needed to be done to safeguard welfare. As a result, the Greyhound Board of Great Britain (GBGB) has agreed to work through the British Standards Institution and with other stakeholders, to develop a consensus standard for trainers’ kennels. The GBGB has also agreed to seek to extend its current United Kingdom Accreditation Service (UKAS) accreditation to cover the enforcement of these new standards at the kennels of GBGB licensed trainers. During the Review process no evidence was submitted to Defra on the numbers of greyhound trainers operating solely at the four remaining independent tracks in England and the conditions at any such kennels. Therefore Defra are giving further consideration as to how best to gather this evidence, this includes a possible joint research project with the Dogs Trust. Any Defra research will be published on the Gov.UK website and any useful information found will be used in an Impact Assessment that would accompany any regulations for trainers’ kennels.

Defra began its review of the Trade in Animals and Related Products (TARP) Regulations 2011 with formal and informal consultation with customers in October 2015.

The intention is to complete the review by the end of 2016.

Proposals on the listing protection of 60 species have been submitted to the 17^th Conference of Parties (CoP17) to the Convention on International Trade in Endangered Species (CITES). Uplisting proposals for elephants and lions will be discussed but there is no proposal on rhinoceroses, which are already generally subject to the highest level of protection.

All these proposals will be assessed against the scientific criteria for listings set out in the Convention and, where justified, the UK will advocate further protection to support the survival of endangered species. This includes in negotiations with the other Member States of the EU to ensure our positions on proposals are taken into account before the final negotiating position for the EU and its Member States is agreed.

We understand that the South African Government is intending to host a ministerial-level segment to open the 17^th Meeting of the Conference of Parties (CoP17) to the Convention on International Trade in Endangered Species taking place in Johannesburg, South Africa from 24 September to 5 October 2016.

We are still considering UK Ministerial attendance so I am not able to confirm this at the current time. I am however keen for the UK delegation to play an active role at CoP17 in securing positive outcomes for endangered species at risk of over-exploitation as a result of international trade.

The Government would be happy to work with key stakeholders to discuss health problems associated with pedigree cats

Defra and the Department for Communities and Local Government (DCLG) are working in partnership to develop a National Litter Strategy. To help us, we have set up a Litter Strategy Advisory Group which includes representatives from local government, campaign groups and independent experts, as well as the packaging and fast-food industries. Other relevant Departments, such as Department for Transport, Department of Health, Home Office or Ministry of Justice will attend the Advisory Group as appropriate. Ministers from both Defra and DCLG attended an initial meeting of key stakeholders with an interest in this issue and are taking an active interest in the work of the Group. Officials from Defra and DCLG are of course in close contact on litter policy.

The National Litter Strategy will complement existing work including actions to address litter in the marine environment. It will promote concerted, co-ordinated and effective actions to reduce litter and littering on land, which in turn should lead to a reduction in the amount of litter reaching the marine environment.

The UK’s Marine Strategy sets out the actions we are taking to improve the marine environment, including what we are doing to tackle marine litter. The Strategy is approved by the Government and the Devolved Administrations. At an official level, development of the Strategy is overseen by a steering group made up of relevant officials from Defra, Defra Group partners and other relevant Government Departments. This is supported by our Clean and Safe Seas Evidence Group that includes a specific sub-group on marine litter. In addition, given the trans-boundary nature of marine litter, we work closely with other countries sharing our seas through an EU-level Technical Group on Marine Litter and an Oslo and Paris Convention for the Protection of the Marine Environment of the North East Atlantic (OSPAR) group on marine litter.

Local Authorities are responsible for the prosecution of individuals illegally importing puppies into Great Britain. In addition Port of Dover Police can issue formal warnings for illegal landing of puppies including where animals have been concealed. It is for the local authority concerned to decide if it wishes to undertake a prosecution in any of the cases of illegal importation identified during the pilot.

The Dogs Trust pilot quarantine initiative began on 2 December 2015 and is expected to continue until the end of May 2016. As explained in my reply to the honourable Member for North Durham, Kevan Jones, on 11 March 2016, PQ UIN 30363, the Animal and Plant Health Agency will carry out an assessment of the effectiveness of the initiative following its conclusion. This assessment will be made publicly available and will be based on information provided by all parties involved in the pilot. This will include a summary of all enforcement action that has been taken. The report may not, however, be able to comment on investigations that may be underway.

Local Authorities are responsible for the prosecution of individuals illegally importing puppies into Great Britain. In addition Port of Dover Police can issue formal warnings for illegal landing of puppies including where animals have been concealed. It is for the local authority concerned to decide if it wishes to undertake a prosecution in any of the cases of illegal importation identified during the pilot.

The Dogs Trust pilot quarantine initiative began on 2 December 2015 and is expected to continue until the end of May 2016. As explained in my reply to the honourable Member for North Durham, Kevan Jones, on 11 March 2016, PQ UIN 30363, the Animal and Plant Health Agency will carry out an assessment of the effectiveness of the initiative following its conclusion. This assessment will be made publicly available and will be based on information provided by all parties involved in the pilot. This will include a summary of all enforcement action that has been taken. The report may not, however, be able to comment on investigations that may be underway.

Building regulations were updated in 2013 and enable the incorporation of flood resilience measures into building work. In addition, the British Standards Institution published BS8550 in November 2015. This is a technical standard addressing resilience and resistance issues. We continue to promote better resilience and support innovations in this field.

On 6 April 2015, planning policy was strengthened to ensure that sustainable drainage systems are provided in new major developments where appropriate, and that clear arrangements are in place for ongoing maintenance over the lifetime of the development.

Under the Welfare of Wild Animals in Travelling Circuses (England) Regulations 2012 there are currently two licences in force. One of these licences was suspended for twenty days in December 2015. Applications for renewals of both of these licences have been received and are currently being considered.

In May 2015, Defra also received an application for a licence from a further circus. As that circus subsequently decided not to tour in England in 2015 their application was discontinued without Defra making a decision whether to grant or refuse the application. In the last 12 months, no other applications for a licence have been received by Defra and no others have been refused, suspended or revoked.

For imports under the Pet Travel Scheme, a record is made of the country that prepared the relevant documentation. This will not always be the country of origin.

The majority of pets entering Great Britain have UK pet passports, suggesting that they are returning with their owners from a holiday or visit abroad.

Data is collated by a range of third parties, typically transport companies approved to carry pet animals and it is not possible for the Government to guarantee the accuracy of the statistics.

I have attached the available information on commercial and non-commercial imports of dogs for the years 2013, 2014 and 2015.

In February 2015, Defra announced it had decided not to make further changes to the inspection regime for smaller reservoirs because, at that time, the evidence base would not support such changes.

However, we are exploring potential further research which could provide additional evidence on the level of risk posed by smaller reservoirs.

In February 2015, Defra announced it had decided not to make further changes to the inspection regime for smaller reservoirs because, at that time, the evidence base would not support such changes.

However, we are exploring potential further research which could provide additional evidence on the level of risk posed by smaller reservoirs.

All herds in the designated High Risk and Edge Areas of England are subject to annual surveillance testing for bovine TB, except for herds in the part of Cheshire falling within the Edge Area, which is currently subject to six-monthly testing. In the designated Low Risk Area all herds are subject to four yearly surveillance testing for bovine TB, except for certain higher risk herds which are subject to annual testing. Herds in all risk areas may also be subject to additional TB testing as a result of TB breakdowns

Bovine TB is a devolved matter. The figures presented below are for England only.

Figures for the number of cattle tested for bovine TB represent all cattle tested during a calendar year. Cattle population estimates are as at a single point in time (1 June 2015). It is not, therefore, possible to determine the proportion of the cattle population which was tested in each of these years. All herds in the designated High Risk and Edge Areas of England are subject to annual surveillance testing for bovine TB, except for herds in the part of Cheshire falling within the Edge Area, which is currently subject to six-monthly testing. In the designated Low Risk Area all herds are subject to four yearly surveillance testing for bovine TB, except for certain higher risk herds which are subject to annual testing. Herds in all risk areas may also be subject to additional TB testing as a result of TB breakdowns.

Defra plans to consult on the initial findings of the Review of the Welfare of Racing Greyhounds Regulations 2010 this autumn. The Greyhound Forum and members of the Forum have contributed to the initial findings exercise and, as part of the initial stages of the Review.

Defra officials have also had discussions with UKAS.

Defra plans to consult on the initial findings of the Review of the Welfare of Racing Greyhounds Regulations 2010 this autumn. The Greyhound Forum and members of the Forum have contributed to the initial findings exercise and, as part of the initial stages of the Review.

Defra officials have also had discussions with UKAS.

Defra plans to consult on the initial findings of the Review of the Welfare of Racing Greyhounds Regulations 2010 this autumn. The Greyhound Forum and members of the Forum have contributed to the initial findings exercise and, as part of the initial stages of the Review.

Defra officials have also had discussions with UKAS.

No recent estimate has been made, however estimates published by horse welfare charities in 2014 suggested there might be up to 3,500 horses a year in England. The Animals Act 1971 was amended earlier this year to make it easier to deal with abandoned or fly-grazing horses in England.

Defra has not made an estimate of the number of horses not properly registered and identified under passport and micro-chipping regulations in the UK. Local Authorities are responsible for enforcing the regulations and prosecuting owners of unidentified horses, and records of these are not held centrally.

Prosecutions under the Animal Welfare Act 2006 for abandonment or neglect are not broken down by type of animal.

The Coalition Government published The UK Commitment to Action on the Illegal Wildlife Trade in February 2014 and reported on progress against these commitments in March 2015. In March, the UK also reported on its progress against the London Declaration on Illegal Wildlife Trade and agreed new urgent measures to tackle the trade at the Kasane Conference in Botswana. This Government remains committed to working with our international partners to tackle wildlife crime, both at home and overseas, and will work closely with the Commission as it develops its action plan on illegal wildlife trade.

In the UK, the National Wildlife Crime Unit (NWCU) helps in tackling wildlife crime by analysing and disseminating intelligence and assisting law enforcement agencies directly in carrying out wildlife crime investigations. The Government is part-funding the NWCU until March 2016.

Where wildlife crime is sufficiently serious, the specialist capabilities of the National Crime Agency can be accessed. Border Force also plays a leading role, delivering risk-based anti-smuggling controls at the border.

The Government also helps tackle wildlife crime through the Partnership for Action Against Wildlife Crime (PAW), a multi-agency body comprising representatives of the Government and voluntary bodies with an interest in combating wildlife crime.

The information requested is attached.

Numbers of licensed dog breeders and pet shops are not recorded centrally but are held separately by each local authority. According to a 2014 survey submitted to Defra by an animal welfare organisation, there are between 50-70 pet shops selling cats and dogs.

The number of defendants proceeded against at magistrates’ courts and found guilty at all courts of offences under Section 3(1) of the Dangerous Dogs Act 1991 and Section 2 of the Dogs Act 1871, in England in 2014, can be viewed in the below table.

Defendants proceeded against at magistrates courts and found guilty at all courts of selected offences related to dogs legislation, England, 2014 (1)(2)

(1) The figures given in the table relate to persons for whom these offences were the principal offences for which they were dealt with. When a defendant has been found guilty of two or more offences it is the offence for which the heaviest penalty is imposed. Where the same disposal is imposed for two or more offences, the offence selected is the offence for which the statutory maximum penalty is the most severe.

(2) Every effort is made to ensure that the figures presented are accurate and complete. However, it is important to note that these data have been extracted from large administrative data systems generated by the courts and police forces. As a consequence, care should be taken to ensure data collection processes and their inevitable limitations are taken into account when those data are used.

The number of defendants proceeded against at magistrates’ courts and found guilty at all courts of offences under Section 3(1) of the Dangerous Dogs Act 1991 and Section 2 of the Dogs Act 1871, in England in 2014, can be viewed in the below table.

Defendants proceeded against at magistrates courts and found guilty at all courts of selected offences related to dogs legislation, England, 2014 (1)(2)

(1) The figures given in the table relate to persons for whom these offences were the principal offences for which they were dealt with. When a defendant has been found guilty of two or more offences it is the offence for which the heaviest penalty is imposed. Where the same disposal is imposed for two or more offences, the offence selected is the offence for which the statutory maximum penalty is the most severe.

(2) Every effort is made to ensure that the figures presented are accurate and complete. However, it is important to note that these data have been extracted from large administrative data systems generated by the courts and police forces. As a consequence, care should be taken to ensure data collection processes and their inevitable limitations are taken into account when those data are used.

To date, no other EU member States have expressed interest in developing a TB vaccine for cattle. But we are working with officials and businesses in both New Zealand and the USA in our quest to identify, through research, an effective DIVA test (a TB test to differentiate infected from vaccinated animals), which is a critical element of any programme which would involve BCG vaccination of cattle.

In the comprehensive TB Strategy we commit to pursuing options to license a cattle vaccine by 2023, or sooner if possible, but the hurdles remain very high. The 10 years indicative timeline set out by the Commission was an indication of the timescale for allowing free movement of vaccinated cattle in the EU. It may be possible for vaccination to be used in the UK before then but we are still some way from that, given the need to develop an effective DIVA test (a TB test to differentiate infected from vaccinated animals) and, if we are successful in that, what would then inevitably be lengthy, wide-scale and expensive field trials.

Before a decision can be made to make an investment in field trials, we need to be confident that we have an effective DIVA test (a TB test to differentiate infected from vaccinated animals). The work we have already done shows that the blood test DIVA is unlikely to be good enough, in that it will yield too many false positive results leading to slaughter of too many uninfected cattle. So we are now investing in the development of a more promising skin test DIVA.

We remain committed to banning the use of wild animals in circuses. Despite publishing a draft Bill and supporting the Honourable Member’s determined attempt to introduce that Bill, we have run out of time this Parliament. We have always said that introducing primary legislation can take time. That is why we introduced a strict licensing scheme to protect the welfare of wild animals still used in circuses in the interim.

The number of defendants proceeded against at magistrates’ courts and found guilty at all courts of offences under section 2 of the Dogs Act 1871 and Section 3(1) of the Dangerous Dogs Act 1991 in England from 1997 to 2013 is in the table attached and has also been sent to the House Library.

Criminal court proceedings data for 2014 are planned for publication in May 2015.

The attached table shows the numbers of dogs added to the Index of Exempted Dogs under section 4A and 4B of the Dangerous Dogs Act 1991 from 1997 to 2014.

The number of defendants proceeded against at magistrates’ courts and found guilty at all courts of offences under section 2 of the Dogs Act 1871 and Section 3(1) of the Dangerous Dogs Act 1991 in England from 1997 to 2013 is in the table attached and has also been sent to the House Library.

Criminal court proceedings data for 2014 are planned for publication in May 2015.

The Review has not progressed as swiftly as originally intended due in part to the volume and complexity of the work needed fully to assess the anticipated impacts of the proposals for changes to the Regulations, and in part to the focus required on other urgent priorities, including the preparations for the London Conference on the Illegal Wildlife Trade and its follow up.

In addition to the Red Tape Challenge commitment to rationalise the number of CITES-related pieces of domestic legislation currently in place, the review has looked at, amongst others, proposals relating to new requirements brought about by amended EU regulations, the designation of ports of entry and exit to be used when importing and exporting CITES specimens and the updating of enforcement requirements to reflect the evolution of the illegal wildlife trade and enforcement trends.

The work on the Regulations is now nearing completion and it remains our intention to issue as soon as possible a public consultation on proposals to update and improve the Control of Trade in Endangered Species (Enforcement) Regulations, together with the Control of Trade in Endangered Species (Ports of Entry) Regulations.

We recognise the important work carried out by the National Wildlife Crime Unit (NWCU). Defra and the Home Office have committed £544,000 to help support the NWCU until March 2016.

In addition, Defra has provided funding to the NWCU this year to carry out a specific project on wildlife crime on the internet. We will continue to liaise with the NWCU on its work on this important topic, including considering the findings of its report.

The National Crime Agency (NCA) and its law enforcement partners focus on disrupting those serious and organised criminals who present the highest risk to the UK and its communities, including in areas such as child sexual exploitation and modern slavery. Where high-risk organised criminals are engaged in the illegal wildlife trade, the NCA will lead, support or coordinate an appropriate level of response. That response could include the NCA’s niche capabilities such as the National Cyber Crime Unit or its global network of liaison officers.

Defendants proceeded against at magistrates' court for offences under the Control of Dogs Order 1992 in England and Wales from 2009 to 2013 (latest available) can be viewed in the attached table.

Data has been taken from the Ministry of Justice Court Proceedings Database.

Defra only holds information for biomass generation in England. Power-generating stations that burn only biomass are located in: Brigg, Lincolnshire; Ely, Cambridgeshire; Middlesbrough, North Yorkshire; Selby, North Yorkshire; Sleaford, Lincolnshire; Snetterton, Norfolk; and Telford, Shropshire. There are power generating stations that co-fire biomass with other fuels such as gas or coal, but the proportion of biomass burning in these is very low.

Defra assesses air quality through a combination of fixed monitoring and modelling, and data is freely available on our website. While it is not straightforward to define “above average air pollution”, pollution levels can be found at: uk-air.defra.gov.uk/interactive-map by locating the nearest monitoring station and looking at the latest and historical data for that site. Modelled data is presented on a GIS map at: uk-air.defra.gov.uk/data/gis-mapping. Locations can be searched and overlays are displayed for different pollutants.

The Welfare of Wild Animals in Travelling Circuses (England) Regulations 2012 came into force in January 2013. Only two circuses have been licensed under the Regulations: Circus Mondao and Jolly's Circus. During 2013 there were three inspections by a Defra appointed inspector of Circus Mondao and four inspections by a Defra appointed inspector of Jolly's Circus. So far during 2014 there has been one such inspection of Circus Mondao and two such inspections of Jolly's Circus. Further such inspections are planned during 2014. Currently, Circus Mondao is licensed to use: 2 camels, 2 reindeer and a zebra. Jolly's Circus is licensed to use: an ankoli, a camel, a fox, 2 lions, a racoon, 4 reindeer, 3 snakes, 3 tigers and 2 zebra.

The Food Standards Agency (FSA) conducts a Biannual Public Attitudes Tracker survey on a nationwide basis. Whilst this does not ask specific questions on the authenticity of food, authenticity related issues are raised by some consumers in spontaneous responses and when prompted (http://multimedia.food.gov.uk/multimedia/pdfs/science-research/biannual-attitudes-tracker-nov-2013.pdf). In July 2013 consumers reported mislabelling as a concern leading them to have a lack of trust in the supply chain[1]. Similar evidence has been reported by other consumer attitude research by non-Government organisations such as Which?[2], IGD[3], Mintel[4] and the Ipsos Mori survey for The Grocer[5].

Consumers have a right to expect that the food they buy is what it says it is. Government has taken significant steps to ensure the continued authenticity of our food including increasing support to Local Authorities for delivery of the national coordinated sampling programme from £1.6m to £2.2m in 2013/14. Continued investment in the Government's food authenticity research programme ensures that the UK is at the cutting edge of science in developing novel technologies to detect ever more sophisticated food fraud and protect UK consumers.

In June 2013 the Secretaries of State for Environment, Food and Rural Affairs and for Health asked Professor Elliot to conduct a review into the Integrity and Assurance of Food Supply Networks. The interim report was published on 12 December 2013 and the Professor's final report will be published shortly.

[1]http://food.gov.uk/multimedia/pdfs/horsemeat-attitudesb.pdf

[2]http://www.which.co.uk/news/2013/03/horsemeat-scandal-dents-trust-in-food-industry-313016/

[3]http://shoppervista.igd.com/Hub.aspx?id=4&tid=4

[4]http://store.mintel.com/consumer-trust-in-food-uk-june-2013?cookie_test=true#

[5]http://www.thegrocer.co.uk/topics/food-safety/horse-meat/horsegate-scandal-hasnt-changed-shopping-habits-of-majority/353432.article

Good progress has been made since the signing of the Sustainability Compact in Bangladesh in all three areas of commitment. On Labour rights, the adoption of the Bangladesh Labour Act 2013 and finalisation of the implementation rules of the Labour Law in October 2015 are important milestones. On health and safety, the Government of Bangladesh has adopted a robust National Health and Safety policy and inspection of 3,500+ factories for fire, electrical and building safety represents important progress. Private sector initiatives such as ‘The Accord’ and ‘The Alliance’ are making a big contribution to the safety of factory workers.

Duty-free, quota-free access to European Union (EU) markets is granted to Bangladesh on the basis of need in line with agreed EU regulations. These trade preferences have no expiry date, so an extension is not required, and there is no provision for the use of additional conditionality. Any reduction in Bangladesh's market access would result in immediate and long-term harm to the livelihoods of poor Bangladeshi workers.

The UK Government supports the approach reflected in the ‘Bangladesh Sustainability Compact’ between the Government of Bangladesh, the EU, the USA, Canada and the International Labour Organization, which commits Bangladesh to improvements in occupational health and safety and respect for labour rights. UK officials are working closely with counterparts in Bangladesh to co-ordinate action to improve safety and labour rights in the country’s garment sector and DFID is supporting a number of programmes in this area.

We are aware of similar legislation being proposed in other countries. At present we promote voluntary reporting on supply chain activity, and are trying to increase the tools available to companies to trace their supply chains. We will monitor the effectiveness of similar legislation as it progresses.

These issues are regularly discussed through a forum known as the 3 + 5, as part of efforts to ensure the full implementation of the sustainability compact with the objective of improving labour standards in Bangladesh. The 3 + 5 group has representatives from three Ministries of the Government of Bangladesh and 5 donor partners, including the UK.

In addition, through the Private Sector Development Programme with the World Bank, DFID has supported the Bangladesh Export Processing Zones Authority to develop a cadre of 60 labour counsellors who support improvements in labour standards in the zones.

DFID officials meet regularly with both Department of Health (DoH) and Department for Transport (DfT) officials and work in a co-ordinated manner on international road safety, including UN General Authority motion A/70 L.44.

Road traffic injuries cost developing countries an estimated 1-2% of their gross national product, equivalent to over US$100 billion annually, with a widening of the disparity between advanced and developing countries. Road accidents kill an estimated 1.3 million people and injure up to 78 million people each year.

We are pleased that the burden of road crashes has been recognised in the Sustainable Development Goals and we are committed to supporting the international community to achieve the target of halving the number of global deaths and injuries from road traffic accidents by 2020.

DFID recently increased its funding to the Global Road Safety Facility (GRSF) hosted at the World Bank and will contribute £4.5 million between 2013 and 2017. The GRSF provides funding, knowledge, and technical assistance that lever road safety investments into transport sector programmes.

We also focus on road safety through our research and evidence portfolio. For example our programme on High Volume Transport and the programme “Research for Community Access Partnership” (ReCAP) both have strong road safety research components. DFID also supports a programme in Nepal working to improve road infrastructure for road safety on a critical section of Nepal’s national network.

DFID publishes Annual Updates on actions it has taken to address Independent Commission for Aid Impact (ICAI) recommendations on the Government website. https://www.gov.uk/government/publications/autumn-2013-progress-updates-on-implementing-icai-recommendations.

ICAI itself follows up on DFID progress against its recommendations and publishes details in its Annual Reports http://icai.independent.gov.uk/2014/06/13/icai-annual-report-2013-14/. A further update on progress against ICAI’s recent recommendations will be published in December 2014 in preparation for additional follow up work by ICAI.

There is no robust academic evidence to indicate the lack of targets in the UK has contributed to the lack of progress in road casualty reduction since 2010. There has been a stalling of progress in road casualty reductions across many economically advanced countries, affecting countries with targets (e.g. Sweden and the Netherlands) as well as the UK where there is no target.

The KSI statistics for road accident casualties between 2007 and 2016 can be found in the table below along with a comparison to the 2010 – 2014 average. The KSI figures for 2017 will be published later this year.

The British Road Safety statement sets out the Department for Transport’s overall principles and priorities in relation to British road safety. Local authorities, the police and other bodies are free to set their own road safety targets if they wish.

The Department does not issue guidance to local authorities or the police on setting their own road safety targets, nor does it hold records on bodies which may have done so. What matters is that local road safety practitioners, the police or local authorities should be apply and adapt their knowledge and skills to local circumstances.

The Government will report regularly to Parliament on the progress it is making in delivering the Cycling and Walking Investment Strategy, as required by section 21 of the Infrastructure Act 2015. A decision on the timing of the first such progress report will be made in due course.

The Department has not made a detailed assessment of this matter. The health benefits of cycling and walking are considerable and the Department is working closely with the Department for Health and Social Care and Public Health England on the delivery of the £1.2 billion Cycling and Walking Investment Strategy.

The Department’s guidance on shared space, Local Transport Note 1/11 (https://www.gov.uk/government/publications/shared-space), includes advice on the use of kerbs and provision of crossings.

The Chartered Institution of Highways and Transportation recently published its review of shared space schemes, which makes recommendations to Government for further work (www.ciht.org.uk/en/knowledge/streets-and-transport-in-the-urban-environment/index.cfm) including in relation to kerb heights and crossings. The Department is considering these recommendations.

Local authorities are responsible for the design of their streets. It is for them to ensure any public realm scheme, including a shared space, is inclusive and meets the requirements of the Equality Act 2010.

On 22 November 2017 the Government launched a consultation on additional measures to support individuals and businesses affected by local NO2 plans. Options considered include retrofitting vehicles, support for car clubs, vehicle scrappage and improved public transport offers. The consultation closed on 5 January 2018 and the Government will publish a response in due course.

On 25 October 2016, this Government announced that a Northwest Runaway at Heathrow Airport, combined with a package of supporting measures, was its preferred scheme to deliver additional airport capacity in the South East of England. The supporting measures would include improved rail access to the airport and we are actively looking at what we could do to accelerate these.

The next step for the proposed Southern Rail Access is a GRIP 1-2 study to permit informed option appraisal. This is being considered alongside the detailed development of Western Rail Access plans for the airport, in order to ensure that we provide maximum benefit for airport and non-airport passengers and exploit the new journey opportunities this may provide.

The working group on taxi and private hire vehicle licensing, as announced on 5 July 2017, will have its first meeting on 26 September 2017. The group’s membership and terms of reference will be formally confirmed at that meeting, and copies of those documents will subsequently be deposited in the library of the House.

The Government is supporting an increase in provision of electric vehicle chargepoints as part of its programme for ultra low emission vehicles (ULEVs). At Autumn Statement 2016, the Chancellor announced additional funding of £80m for charging infrastructure (including rapid charge points) for the period 2017 to 2020 and Government is considering how best to allocate this funding to meet the needs of drivers and deliver value for money.

Alongside this, Highways England has £15m to expand the existing rapid chargepoint network to ensure that across 95 per cent of the strategic road network there will be a chargepoint at least every 20 miles. As part of this, Government will be working with Highways England to understand current and future demand on England’s strategic road network.

Transport for London’s July 2015 ULEV Delivery Plan committed to deliver 300 rapid charge points by 2020, with 150 by 2018, to meet the expected demand from taxis and commercial fleets. The government is supporting this ambition with a total of £12.6m of funding. Many chargepoints will be introduced by Local Authorities and the private market in England or London in the coming years.

In order to help meet demand from commercial vehicles, fleets and employee cars, the Government’s Workplace Charging Scheme (£7.5m) provides funding towards the purchase and installation costs of electric vehicle chargepoints for eligible UK companies. This support is in addition to the Government’s UK-wide Electric Vehicle Homecharge Scheme, to provide funding towards the installation of a dedicated domestic chargepoint, for electric vehicle drivers with access to off-street parking. The Government’s On-Street Residential Charging Scheme (£2.5m), is also available to Local Authorities in the UK to provide up to 75% of the funding towards the installation of on-street chargepoint in residential areas without off-street.

The Government is supporting an increase in provision of electric vehicle chargepoints as part of its programme for ultra low emission vehicles (ULEVs). At Autumn Statement 2016, the Chancellor announced additional funding of £80m for charging infrastructure (including rapid charge points) for the period 2017 to 2020 and Government is considering how best to allocate this funding to meet the needs of drivers and deliver value for money.

Alongside this, Highways England has £15m to expand the existing rapid chargepoint network to ensure that across 95 per cent of the strategic road network there will be a chargepoint at least every 20 miles. As part of this, Government will be working with Highways England to understand current and future demand on England’s strategic road network.

Transport for London’s July 2015 ULEV Delivery Plan committed to deliver 300 rapid charge points by 2020, with 150 by 2018, to meet the expected demand from taxis and commercial fleets. The government is supporting this ambition with a total of £12.6m of funding. Many chargepoints will be introduced by Local Authorities and the private market in England or London in the coming years.

In order to help meet demand from commercial vehicles, fleets and employee cars, the Government’s Workplace Charging Scheme (£7.5m) provides funding towards the purchase and installation costs of electric vehicle chargepoints for eligible UK companies. This support is in addition to the Government’s UK-wide Electric Vehicle Homecharge Scheme, to provide funding towards the installation of a dedicated domestic chargepoint, for electric vehicle drivers with access to off-street parking. The Government’s On-Street Residential Charging Scheme (£2.5m), is also available to Local Authorities in the UK to provide up to 75% of the funding towards the installation of on-street chargepoint in residential areas without off-street.

The Government is supporting an increase in provision of electric vehicle chargepoints as part of its programme for ultra low emission vehicles (ULEVs). At Autumn Statement 2016, the Chancellor announced additional funding of £80m for charging infrastructure (including rapid charge points) for the period 2017 to 2020 and Government is considering how best to allocate this funding to meet the needs of drivers and deliver value for money.

Alongside this, Highways England has £15m to expand the existing rapid chargepoint network to ensure that across 95 per cent of the strategic road network there will be a chargepoint at least every 20 miles. As part of this, Government will be working with Highways England to understand current and future demand on England’s strategic road network.

Transport for London’s July 2015 ULEV Delivery Plan committed to deliver 300 rapid charge points by 2020, with 150 by 2018, to meet the expected demand from taxis and commercial fleets. The government is supporting this ambition with a total of £12.6m of funding. Many chargepoints will be introduced by Local Authorities and the private market in England or London in the coming years.

In order to help meet demand from commercial vehicles, fleets and employee cars, the Government’s Workplace Charging Scheme (£7.5m) provides funding towards the purchase and installation costs of electric vehicle chargepoints for eligible UK companies. This support is in addition to the Government’s UK-wide Electric Vehicle Homecharge Scheme, to provide funding towards the installation of a dedicated domestic chargepoint, for electric vehicle drivers with access to off-street parking. The Government’s On-Street Residential Charging Scheme (£2.5m), is also available to Local Authorities in the UK to provide up to 75% of the funding towards the installation of on-street chargepoint in residential areas without off-street.

The Department for Transport (DfT) is working with the Department for the Environment, Food and Rural Affairs (Defra) - who own the Government Buying Standards (GBS) for vehicle procurement - on an update that will promote the purchase of safer and cleaner vehicles where appropriate. New standards are expected by 2017.

The Government, and its road safety partners, are making excellent progress in delivering the Road Safety Statement. Highlights include: laying legislation to implement much tougher penalties for drivers using a hand held mobile phone; a £1m drug-driving enforcement grant to police forces in England and Wales; £50m of Bikeability funding; piloting a new practical driving test and developing the hazard perception test. We intend to publish a progress report towards the end of 2017.

The Government is considering the impacts of the decision to leave the European Union, including future arrangements for existing legislation. Until the UK leaves, EU law continues to apply, so we continue to comply with the existing directives and regulations, such as the common rules on compensation and assistance under Regulation (EC) 261/2004.

The Department published “The national safety camera programme: Four-year evaluation report” in December 2005. The Road Safety Observatory, of which the Department is a member, published “Effectiveness Of Speed Cameras In Preventing Road Traffic Collisions And Related Casualties: Systematic Review” in March 2013. No research has been carried out of the effect of conspicuously marking cameras.

The government remains fully committed to delivering the important infrastructure projects it has set out.

The Government is planning to review the existing Aviation Policy Framework over the remainder of this year with a view to publishing a revised framework thereafter, having sought stakeholder views of what work is required and what a strategy should cover. This work is at an early stage, and no decisions have yet been taken on what additional analysis may be required to support that work or when a strategy will be published, though clearly updated forecasts are within the potential scope of this work.

The UN’s Second Global High Level Conference on Road Safety has already taken place.

The government has a manifesto commitment to reduce the number of cyclists and other road users killed or injured on our roads every year. Ministers from across government, including ministers from the Department for International Development, support the Road Safety Statement which was published on the 21st December 2015. The Statement sets out the government’s vision, values and priorities for improving the safety of Britain’s roads which will contribute to the sustainable development goal to halve the number of global deaths and injuries from road traffic collisions.

Officials from the Department for Transport and from the Department for International Development continue to discuss the UN sustainable development goal relating to road safety.

The Department for Transport has been working with the Foreign and Commonwealth Office to arrange for a UK representative to attend the UN General Assembly debate scheduled for April 2016 on Road Safety as a result of the Second Global Conference in Brasilia in 2015. I expect that the UK representative will be Lord Robertson of Port Ellen and I intend to meet with him shortly.

The Department for Transport has been working with the Foreign and Commonwealth Office to arrange for a UK representative to attend the UN General Assembly debate scheduled for April 2016 on Road Safety as a result of the Second Global Conference in Brasilia in 2015. I expect that the UK representative will be Lord Robertson of Port Ellen and I intend to meet with him shortly.

Any comparison between waiting times and failure rates would be highly subjective as the Driving and Vehicle Standards Agency (DVSA) has no way of excluding other factors. DVSA also cannot identify the motivation of candidates choosing test centres for their practical test; therefore, DVSA is unable to assess what the costs would be.

The Driver and Vehicle Standards Agency (DVSA) undertake quarterly test forecast reviews to identify the likely demand of driving tests, from which it calculates the numbers of examiners required in order to service those demands. Those numbers are reviewed against the current examiners numbers and where increases are identified, these are factored into DVSA’s recruitment campaigns. DVSA usually run two recruitment campaigns per year, with additional campaigns where necessary i.e. where there has been insufficient take-up/success in geographical areas.

This process has, over the years, generally worked well, but the unforeseen and exceptionally high increase in demand for driving tests in 2015. Across the whole of DVSA it has recruited 167 new driving examiners during 2015/16 with a further 60 either attending or booked on to new entrant courses. DVSA has also offered posts to a further 40 potential examiners.

DVSA has also been re-prioritising the activities of examiners and offering them additional overtime in order to increase testing capacity.

Over 2015 DVSA introduced a number of changes to the marketing of its recruitment campaign in order to try and encourage interest from wider and more diverse groups, additionally DVSA undertook two targeted campaigns for motorcycle examiners and LGV examiners.

The Driver and Vehicle Standards Agency records its data in four regions, which are; Scotland and North England, Central England and North Wales, South Wales and South West England and London and the South East. The average waiting times in January 2016 for these areas are listed below.

The Driver and Vehicle Standards Agency does not record pass rates for each constituent part of the UK. Pass rates by test centre are published on GOV.UK.

The Maritime and Coastguard Agency is discussing potential increases in its fees, including the UK Ship Register fees, with other government departments ahead of a consultation exercise with the shipping industry and other stakeholders.

The themes of the recommendations from the Second Global Conference on Road Safety in Brasilia are broadly in line with our approach to road safety, with an emphasis on education, enforcement and infrastructure with particular regard to vulnerable road users.

The Government has a Manifesto commitment to reduce road deaths and injuries amongst cyclists and other road users every year. We are working with road safety groups and other stakeholders to determine what more can be done to meet this commitment.

The Government is responsible for the legislative structure within which local licensing authorities deliver the licensing regime for taxis and private hire vehicles. Enforcement of the licensing regime, including ensuring that private hire vehicles do not illegally ply for hire, is therefore a matter for local licensing authorities and the police.

As part of the process of considering all the recommendations in the Law Commission’s report on reforming taxi and private hire vehicle legislation, my Department is continuing to discuss the proposals with colleagues in other Government departments.

The Government will formally respond to the Law Commission and announce its intentions in due course.

In its comprehensive review of taxi and private hire legislation, the Law Commission considered creating a statutory definition of plying for hire. However, after careful consideration the Law Commission recommended an alternative approach that would make it unlawful for anyone other than a local taxi driver to accept a hiring ‘there and then’.

The Government is currently considering all the recommendations in the Law Commission’s report. The Government will formally respond to the Law Commission and announce its intentions once this scrutiny is completed.

There have been no breaches of the night noise quotas in the last 10 years. For the night period (23.30 to 06.00), there is a limit on the number of movements (an aircraft landing or taking off) and noise quotas (each aircraft is given a noise quota according to the noise produced) at Heathrow, Gatwick and Stansted for the summer and winter seasons.

There are, and have been, no penalties for breaching the movement and noise quota limits. Details on these limits are set out in the London Heathrow, London Gatwick and London Stansted Airports Noise Restrictions Notices.

There have been no breaches of the night noise quotas in the last 10 years. For the night period (23.30 to 06.00), there is a limit on the number of movements (an aircraft landing or taking off) and noise quotas (each aircraft is given a noise quota according to the noise produced) at Heathrow, Gatwick and Stansted for the summer and winter seasons.

There are, and have been, no penalties for breaching the movement and noise quota limits. Details on these limits are set out in the London Heathrow, London Gatwick and London Stansted Airports Noise Restrictions Notices.

Night flight restrictions of some form have been in place at Heathrow since 1962, Gatwick since 1971 and Stansted since 1978. Since 1993, the night noise regime has limited the number of flights and amount of noise energy that can be emitted at each airport. These limits are reviewed approximately every 5 years and there has been three consultations since 1993. The current regime ends in October 2017 and the Government will be consulting next year on a regime to replace it.

The Government sets night flight restrictions at the three busiest London airports; Heathrow, Gatwick and Stansted, which are designated for noise control purposes under the Civil Aviation Act 1982. As well as limiting the number of movements allowed within an airline season, these restrictions place requirements on the aircraft that can operate during the night period, and place seasonal limits on the amount of noise energy that can be emitted at each airport.

All aircraft are given a Quota Count (QC) number based on their noise during take-off and landing, with the noisier aircraft given a higher QC rating. QC/4 aircraft are not allowed to be scheduled during the night quota period (2330 to 0600), and the highest rated QC/8 and QC/16 aircraft are prevented from operating at all during the entire night period (2300 to 0700).

Each airport is given a seasonal noise quota, with aircraft with higher QC ratings using more of this quota per movement. The noise quota limit is designed to encourage the use of quieter aircraft by allowing airports to maximise the number of movements during any season through the use of aircraft with a lower quota count.

The Government regularly monitors the movement and noise quota usage at all three airports, including restrictions on the noisiest aircraft, to ensure compliance. It should be noted that these restrictions do not preclude noisier aircraft from using these airports in the case of emergencies or severe disruption, or with prior Government approval, such as for disaster relief flights.

The Government does not set night restrictions at any of London’s other international airports, but these operate their own restrictions, which are usually agreed as planning conditions:

• London Luton has a similar night noise regime to that in place at the designated airports. This limits the number of flights that can take place between and 2330 and 0600 and prohibits aircraft with a QC rating of greater than 2 from operating between 2300 and 0700.
• London City Airport does not operate flights between 2200 and 0630 from Sunday to Saturday morning, nor any flights between 1230 Saturday and 1230 Sunday.
• London Southend sets a limit of 120 night movements per month in the period 2300 to 0630 and, in addition, prohibits any scheduled movements by aircraft with a QC rating of greater than 1 or by helicopters.

Enforcement at these airports is a matter between airlines and the airport, or the local planning authority if relevant.

It should also be noted that airports are able to incentivise airlines to use their quietest aircraft during the night and early morning by charging higher landing fees for noisier planes at these times.

The National Policy Statement (NPS) for Ports (www.gov.uk/government/publications/national-policy-statement-for-ports), designated in 2012, includes guidance about onshore electricity supply at paragraphs 5.7.12ff. Although the NPS primarily addresses nationally significant infrastructure projects as defined under the Planning Act 2008, for which it has legal force, it also stands as potentially relevant guidance for the Marine Management Organisation and for local authorities when dealing with smaller ports projects.

The Maritime and Coastguard Agency is responsible for enforcing the UK legislation regulating pollutant emissions from ships, which implements Annex VI of the International Convention for the Prevention of Pollution from Ships (commonly known as the MARPOL Convention) that has been adopted by the International Maritime Organization. The Agency is not however, responsible for monitoring or enforcing air quality standards in our cities.

Ship emissions are estimated as part of the National Atmospheric Emissions Inventory (NAEI).　 The inventory provides estimates of annual emissions from shipping from a range of sources, including domestic coastal shipping, inland waterways, UK fishing (both in UK waters and waters outside the UK), naval shipping, journeys between the UK and overseas territories.

A detailed description of the methodology used to produce estimates of UK shipping emissions can be found in the UK Informative Inventory Report (1990 to 2013), p.138 (http://uk-air.defra.gov.uk/assets/documents/reports/cat07/1508131403_GB_IIR_2015_Final_v20.1_resubmission.pdf).

The Government recognises that this emerging technology has great opportunities for the UK. However the Government is aware that there have been a few incidents that have caused some concerns to other commercial air traffic.

The Civil Aviation Authority has recently launched a publicity campaign called "You have control. Be safe! Be legal!’’ which is aimed at raising awareness of the general public, at the point of purchase, about their responsibilities as the unmanned aircraft operator.

In addition to this a cross-government working group is currently engaged in a piece of work that is looking at the risks posed by drones to commercial civil aviation. The results of this work will inform our understanding of the scale of the problem and what steps need to be taken to mitigate these risks.

The Government announced last year financial support for two public service obligation routes, Dundee – London City and Newquay Cornwall – London Gatwick from the Regional Air Connectivity Fund.

In addition to this the Government undertook earlier this year an initial application stage for airlines to bid for start-up aid funding. The Government will announce after the July Budget how we will take this forward.

The Department employed Ecofys UK Ltd. to produce an overview of the UK biofuel sector. The report was published in April 2014 at:

https://www.gov.uk/government/consultations/renewable-transport-fuel-obligation-a-draft-post-implementation-review

The analysis suggests that the UK’s total biofuel production capacity is over 1,500 million litres per year and that around 562 people are directly employed at the main UK biofuel plants. Additionally jobs in, for example, farming, transport and distribution will be supported by the UK’s sustainable biofuel industry. The report also estimates that several thousand in addition are supported by the Used Cooking Oil (UCO) collection industry.

In March the Transport Energy Task Force reported on how the EU 2020 greenhouse gas emissions reduction and renewable transport fuel targets should be reflected in UK policy, and how sustainable low carbon fuels can help reduce greenhouse gas emissions from UK transport in the period to 2030 and beyond. This report was published at:

http://www.lowcvp.org.uk/projects/transport-energy-task-force.htm

The Department is now considering the task force report carefully and will consult on any changes necessary to UK legislation. As part of that exercise we will also seek views on the wider potential economic benefits of biofuel production in the UK and the economic analysis underpinning our proposals.

The National Atmospheric Emissions Inventory (published at http://naei.defra.gov.uk/data/data-selector ), funded by the Department for Environment, Food and Rural Affairs and the Department of Energy and Climate Change, estimates national emissions of greenhouse gases and air quality pollutants across all sources, including transport. These emissions estimates are updated annually.

Local authorities are responsible for reviewing and assessing air quality under the Local Air Quality Management system. As part of this assessment London Borough Councils undertake additional monitoring. Information can be found on their individual websites.

The Greater London Authority maintain the London Atmospheric Emissions Inventory. The latest version was produced in 2010; estimates of pollutants are included for the base year 2010 and projected forward to 2012, 2015, and 2020. This can be found here: http://data.london.gov.uk/dataset/london-atmospheric-emissions-inventory-2010.

The Department for Transport and the Low Carbon Vehicle Partnership established a Transport Energy Task Force in September 2014 to examine options to meet our renewable energy and greenhouse gas reduction targets, including through the wider deployment of sustainable biofuel. The Transport Energy Task Force’s report and recommendations were published earlier in March 2015.

http://www.lowcvp.org.uk/projects/transport-energy-task-force.htm

We are currently considering the recommendations from the task force and our options to deliver greenhouse gas emissions reductions, including possible policy mechanisms to support sustainable low carbon fuels in aviation. We will consult further on changes as necessary, and as part of that formal public consultation process we will set out the proposed timing and next steps for any future changes.

Air quality emission levels by mode are only compiled at National level by the National Atmospheric Emissions Inventory published at http://naei.defra.gov.uk/data/data-selector, funded by the Department for Environment, Food and Rural Affairs and the Department of Energy and Climate Change. This estimates national emissions of Greenhouse Gases and air quality pollutants across all sources, including road traffic, aviation and shipping.

Local authorities are responsible for reviewing and assessing air quality under the Local Air Quality Management system. As part of this assessment London councils undertake additional monitoring. Information can be found on their individual websites. Greater London Authority hold the London Atmospheric Emissions Inventory, which can be found here: http://data.london.gov.uk/dataset/london-atmospheric-emissions-inventory-2010 .

Air quality emission levels by mode are only compiled at National level by the National Atmospheric Emissions Inventory published at http://naei.defra.gov.uk/data/data-selector, funded by the Department for Environment, Food and Rural Affairs and the Department of Energy and Climate Change. This estimates national emissions of Greenhouse Gases and air quality pollutants across all sources, including road traffic, aviation and shipping.

Local authorities are responsible for reviewing and assessing air quality under the Local Air Quality Management system. As part of this assessment London councils undertake additional monitoring. Information can be found on their individual websites. Greater London Authority hold the London Atmospheric Emissions Inventory, which can be found here: http://data.london.gov.uk/dataset/london-atmospheric-emissions-inventory-2010 .

Air quality emission levels by mode are only compiled at National level by the National Atmospheric Emissions Inventory published at http://naei.defra.gov.uk/data/data-selector, funded by the Department for Environment, Food and Rural Affairs and the Department of Energy and Climate Change. This estimates national emissions of Greenhouse Gases and air quality pollutants across all sources, including road traffic, aviation and shipping.

Local authorities are responsible for reviewing and assessing air quality under the Local Air Quality Management system. As part of this assessment London councils undertake additional monitoring. Information can be found on their individual websites. Greater London Authority hold the London Atmospheric Emissions Inventory, which can be found here: http://data.london.gov.uk/dataset/london-atmospheric-emissions-inventory-2010 .

The Airports Commission is set to publish its final recommendations in the summer of 2015. It will be for the Government of the day to decide how to respond to those recommendations and whether to update the Aviation Policy Framework.

The Department supported the following walking initiatives during financial years 2005/06 and 2009/2010: £2.5m for the Active School Travel programme between 2009/10 and 2010/11, £5m from Department of Health for cycling and walking as part of an obesity initiative in 2009/10, and £700k for the Schools ‘Finding New Solutions’ programme in 2010/11.

Between 2010 and 2014, the primary source of funding for walking initiatives has been the Local Sustainable Transport Fund. The Fund is a £600m grant programme for local authorities that currently supports a range of sustainable transport projects across England. While this funding can be used for a range of transport interventions, many projects support walking either directly or as a secondary benefit (such as cycleways that can also be used by pedestrians).

Due to the varied nature of the individual projects and the range of transport modes benefitting, it is not possible to place a precise figure on the amount of Local Sustainable Transport Fund grant being spent directly on walking. However, the latest annual report for this programme suggests that around 20% of the funding in 2012/13 was spent on projects that directly benefitted walkers. We can therefore assume that between financial years 2010/11 and 2014/15, approximately £120m will be spent on schemes that directly benefit walkers. This is a conservative estimate that does not consider projects where pedestrians are the secondary beneficiaries of a scheme, or projects that are 100% focussed on walking (such as Durham County Council’s ‘Walk to Schools outreach’ programme, which is receiving £4.8m in funding).

In addition to this, all cities in receipt of the Department’s Cycling Ambition grant programme needed to demonstrate how their proposed designs would benefit walkers as well as cyclists. To support this, the Department worked with the Department of Health to make £1.2m in funding available to ensure walking is considered alongside the wider Cycling Ambition Grant programme. This funding has been shared between Birmingham, Cambridge, Leeds, Manchester and Norwich.

Local authorities are also welcome to participate in the Department’s School Award Scheme, operated by Modeshift. This scheme promotes walking and cycling to schools and is benefitting from £840,000 between 2014 and 2016.

The Government agrees that sustainable biofuels have a valuable role to play in reducing carbon emissions from transport, and particularly in sectors where there are limited alternatives such as aviation.

We also recognise that we have world class research capabilities in the UK, and share the ambition in the Sustainable Aviation’s report for the UK to become a global leader in the advanced sustainable fuels market.

To that end we launched a competition on 10 December which will provide £25 million of capital funding for the construction of demonstration-scale advanced biofuel plants in the UK.

We do not currently intend to revise the current policy framework (for example to make Renewable Transport Fuel Certificates available to aviation fuel suppliers) while discussions are continuing on accounting for indirect land use change under European targets. Meanwhile, we have established a Transport Energy Taskforce of experts from the aviation industry, NGOs and the fuels and automotive industry to examine options to meet our renewable energy and greenhouse gas reduction targets, and provide greater certainty to industry. The report by Sustainable Aviation provides valuable input to this work.

The attached tables contain reported road casualty figures by severity for each (a) local authority area and (b) parliamentary constituency for each year from 2003 to 2013.

Equivalent tables covering the years 2010 to 2013 are available for the public at https://www.gov.uk/government/statistical-data-sets/ras30-reported-casualties-in-road-accidents. These tables are updated each year.

The estimated spending figures are as per the attached table. Local Enterprise Partnerships (LEPs) have varying degrees of freedom to vary spend between projects and between years. The published Growth Deals did not allocate funding to specific years other than 2015/16. The figures provided are therefore for all years 2015/16 to 2020/21 inclusive.

Spend has been designated according to the primary mode of the schemes individually named in growth deals. Many of those designated as ‘road’ and ‘public transport’ also include some cycling and walking infrastructure. Spend designated as ‘mixed’ includes individual schemes and packages where there is no single dominant mode, but within which sustainable modes, including cycling and walking are significantly represented. This includes the West Yorkshire Transport Fund where the individual schemes were not announced in the Growth Deal. An estimated breakdown of modal spend within these schemes and packages could only be provided at disproportionate cost.

The figures in this table relate to the new projects announced in growth deals in July 2014. The Local Growth Fund also includes £1.6bn of transport spending over the same six year period that had previously been allocated to individual major schemes and local transport bodies. The Department has also committed significant expenditure outside the Local Growth Fund, for example, an additional £114m to further the work of the Cycling Ambition programme.

The Department notes the recommendation that the relevant guidance on this subject should be updated.

The Department expects to bring the successor to the Traffic Signs Regulations and General Directions, which will include all pedestrian crossing types, into force in 2015.

Pedestrian walking speeds and crossing timings are matters for guidance rather than legislation. The Department intends to produce a new chapter of the Traffic Signs Manual on traffic lights and pedestrian crossings, bringing together and updating existing advice. A timetable for publication has not yet been set.

The Department is conducting focus groups with young people, parents and employers to gain a better understanding of their perspective on the safety of young drivers, including the use of telematics.

During a meeting with the insurance industry, the Department agreed to commission new research into how telematics can change the behaviour and attitudes of learner drivers. We are currently working with insurance companies to encourage participation before tendering the research.

We will publish the findings of both the focus groups and research in due course.

The Secretary of State for Transport has regular meetings with the Mayor of London at which a range of London transport measures are discussed. Other Ministers also discuss various London transport issues and projects with senior officials from Transport for London.

The Mayor of London wrote to the then Secretary of State for Transport on 1 June 2012 to request the designation of the proposed Silvertown tunnel as a Nationally Significant Infrastructure Project. The Secretary of State responded on 26 June 2012 outlining her agreement to grant the request.

On 16 July 2013, the Mayor of London wrote to me to respond to the Department's consultation on the Lower Thames Crossing proposals.

The Department's review of options for a new Lower Thames Crossing included a sensitivity test to assess whether the proposed Silvertown Crossing scheme would be likely to impact on the forecast flows for the existing Dartford crossing, and any potential new crossing.　The conclusion of that test was that the effect was likely to be negligible. The review findings were published in May 2013 as part of consultation on the options.

The Secretary of State for Transport has regular meetings with the Mayor of London at which a range of London transport measures are discussed. Other Ministers also discuss various London transport issues and projects with senior officials from Transport for London.

The Mayor of London wrote to the then Secretary of State for Transport on 1 June 2012 to request the designation of the proposed Silvertown tunnel as a Nationally Significant Infrastructure Project. The Secretary of State responded on 26 June 2012 outlining her agreement to grant the request.

On 16 July 2013, the Mayor of London wrote to me to respond to the Department's consultation on the Lower Thames Crossing proposals.

The Department's review of options for a new Lower Thames Crossing included a sensitivity test to assess whether the proposed Silvertown Crossing scheme would be likely to impact on the forecast flows for the existing Dartford crossing, and any potential new crossing.　The conclusion of that test was that the effect was likely to be negligible. The review findings were published in May 2013 as part of consultation on the options.

The Secretary of State for Transport has regular meetings with the Mayor of London at which a range of London transport measures are discussed. Other Ministers also discuss various London transport issues and projects with senior officials from Transport for London.

The Mayor of London wrote to the then Secretary of State for Transport on 1 June 2012 to request the designation of the proposed Silvertown tunnel as a Nationally Significant Infrastructure Project. The Secretary of State responded on 26 June 2012 outlining her agreement to grant the request.

On 16 July 2013, the Mayor of London wrote to me to respond to the Department's consultation on the Lower Thames Crossing proposals.

The Department's review of options for a new Lower Thames Crossing included a sensitivity test to assess whether the proposed Silvertown Crossing scheme would be likely to impact on the forecast flows for the existing Dartford crossing, and any potential new crossing.　The conclusion of that test was that the effect was likely to be negligible. The review findings were published in May 2013 as part of consultation on the options.

The Secretary of State for Transport has regular meetings with the Mayor of London at which a range of London transport measures are discussed. Other Ministers also discuss various London transport issues and projects with senior officials from Transport for London.

The Mayor of London wrote to the then Secretary of State for Transport on 1 June 2012 to request the designation of the proposed Silvertown tunnel as a Nationally Significant Infrastructure Project. The Secretary of State responded on 26 June 2012 outlining her agreement to grant the request.

On 16 July 2013, the Mayor of London wrote to me to respond to the Department's consultation on the Lower Thames Crossing proposals.

The Department's review of options for a new Lower Thames Crossing included a sensitivity test to assess whether the proposed Silvertown Crossing scheme would be likely to impact on the forecast flows for the existing Dartford crossing, and any potential new crossing.　The conclusion of that test was that the effect was likely to be negligible. The review findings were published in May 2013 as part of consultation on the options.

The following table gives volumes of appeals lodged and overturned by year for claimants with a hearing disorder. Appeals lodged are given by the year the appeal was registered. Appeals cleared are appeals where a decision has been made and are given by the year the appeal was cleared. Appeals overturned are appeals where the DWP decision has been changed and are given by the year the appeal was cleared.

*Figures have been rounded to the nearest 100.

**‘#‘used for instances where there are less than 50 cases.

Both Assessment Providers are required to ensure that the Health Professionals (HPs) carrying out assessments have knowledge of the clinical aspects and likely functional effects of a wide range of health conditions and impairments including deafness.

All HPs receive comprehensive training in disability analysis. This includes specific case studies and guidance which covers how a person who is deaf, or has a hearing impairment, is likely to be affected in their day-to-day activities. All HPs are required to complete this training before they can be approved to carry out assessments on our behalf.

The Department and our Providers work with a wide range of organisations, including those who represent people who are deaf or have a hearing impairment in order to continuously improve the service provided, including strengthening deaf awareness training material for HPs.

Access to Work (AtW) aims to supply help as quickly as possible, but where there are unavoidable delays, interim solutions may be considered. These will vary according to individual customers’ needs and situations. In such cases, AtW Advisers will inform customers and employers of likely delays and discuss interim support options.

We are continuously engaging with stakeholders to explore how the customer journey can be improved. For example, in June 2017 the new contract for AtW workplace assessments came into effect, changing the workplace assessments target. The new contract requires 90% of assessments to be carried out in 8 days, rather than the 10 days that was previously the case. This is intended to expedite the provision of support to AtW customers.

We will publish our response to “Improving Lives: The Work, Health, and Disability Green Paper“ this autumn, in which we will explore options for improving the service offered through AtW.

HSE's regulatory responsibility covers process fire precautions - the management of fire and explosion risks arising from work processes such as chemical manufacturing, or the storage of dangerous substances at work.

HSE employs staff with the expertise required to carry out the necessary inspections, investigations and assessments on the sites for which it has regulatory responsibility. With regards to the regulation of fire and explosion risks, HSE employs a total of 70 specialists with expertise in a range of industrial fire-related areas:

• 20 specialist process safety inspectors with technical knowledge of the hazards and risks of fires and explosions arising from onshore industrial activities. Their work focuses on ensuring businesses have suitable equipment and procedures to prevent fires and explosions arising from the processes they undertake, and measures to mitigate in the event of an incident.

• 9 explosives inspectors who undertake similar functions on licensed explosives sites as well as providing technical knowledge regarding explosives across HSE.

• 11 offshore process engineering and fire and explosion specialists.

• 27 specialists in frequency and consequence modelling of industrial process fires such as fireballs and jet fires resulting from gas escapes.

• 3 experts with experience in relevant applied research and additional knowledge of fire & explosions in factories, chemical sites, warehouses, and unusual environments such as buildings under construction and, tunnels.

The ‘Reporting of Injuries, Diseases and Dangerous Occurrences Regulations 2013’ (RIDDOR) puts duties on employers, some self-employed and people in control of work premises (the Responsible Person) to report certain serious workplace accidents, occupational diseases and specified dangerous occurrences (near misses). Generally, such notifications are made in relation to workplace incidents and do not provide for the reporting of general health and safety concerns in relation to buildings.

There are two specific exceptions to this, firstly in Regulation 11 of RIDDOR which covers the reporting of gas related incidents in buildings, not just workplaces and secondly, in Schedule 2 of RIDDOR, which concerns itself with ‘Dangerous Occurrences’ in relation to structural collapse.

Where required under Regulation 11, reports are made to Health and Safety Executive (HSE) via an online form which asks for details of the incident and in what type of building it occurred (i.e. house, flat up to 4 stories, flat over 4 stories, bungalow, maisonette, other). HSE reviews all reports received against its own regulatory model to assess where further enforcement action is appropriate.

The information is not held in a readily accessible format and to extract and collate it would incur disproportionate costs.

Dangerous Occurrence reports (Schedule 2 of RIDDOR) require that the responsible person reports the unintentional collapse or partial collapse of any structure, which involves a fall of more than 5 tonnes of material; or any floor or wall of any place of work, arising from, or in connection with, ongoing construction work (including demolition, refurbishment and maintenance). The RIDDOR notification system does not provide for the reporting of building type in this case.