Lord Russell of Liverpool

The practice guidance: Placements in unregistered children’s homes in England or unregistered care home services in Wales was developed and issued by the President of the Family Division of the courts, with input from Ofsted and the Department for Education. This guidance sets out steps that must be followed in circumstances where courts use their inherent jurisdiction to authorise a residential placement where restrictions are placed on the liberty of a child.

The guidance makes clear that where a child’s care needs are such that the setting in which they are placed should be registered as a children’s home, steps must immediately be taken by those operating the unit to apply for registration, so that the placement will become regulated as soon as possible. The guidance also requires the court to monitor the progress of the application for registration and, if registration is not achieved, to review its continued approval of the child’s placement where necessary.

The government is clear that local authorities have statutory duties to meet the needs of the children whom they look after, and to ensure that there is sufficient accommodation. Where settings meet the definition of a children's home, they must register as one: it is an offence not to do so.

Where a child is remanded to local authority accommodation, they become a looked after child and the designated local authority are responsible for identifying a suitable placement. As long as they remain looked after, these children and young people are entitled to the same care planning and review processes as any other looked after children, including ensuring that they are placed in a setting which meets their needs and keeps them safe.

In discharging these duties and making these decisions for children on remand, local authorities must also consider any restrictions that the court has imposed, such as a curfew or electronic monitoring, and ensure that any placement is able to effectively incorporate these restrictions. For many young people, particularly those with more stringent restrictions set by the court, placements in independent and semi-independent provision will not be a suitable option. Local authorities should place young people in settings that best meet their needs while being able to facilitate any restrictions the court has ordered. This could include a placement with foster carers or in a children’s home.

Children who are remanded to youth detention accommodation, can be placed in either a Youth Offenders Institution, a Secure Training Centre or a Secure Children’s Home.

In 2019, we conducted 2 digital discovery phases to better understand the problems experienced by children, foster carers, adopters and prospective adopters, social workers, placement officers and others in the fostering system, as identified in the 2017 independent review and Education Select Committee enquiry.

Through this work we have conducted some initial testing of possible digital approaches that could increase the flow of information between local data systems as well as improving the quality and granularity of the data. The aim is to ensure that children will have a better understanding of their care journey, that carers have higher-quality information about the children they are caring for, and to explore how a national digital approach could support improved matching of children to carers.

The initial testing phase of potential approaches was completed in January 2020. Further testing is now needed to establish a preferred solution, or combination of solutions, to enable the right people to have access to the right information when they need to, in order to make the best decisions about placements for children. We have therefore allocated further funding for this work in the 2020/21 financial year. Given the potential benefits of a digital system for children and young people, we are committed to continuing to work with stakeholders to explore options and recommence active testing once social distancing restrictions have eased.

In 2019, we conducted 2 digital discovery phases to better understand the problems experienced by children, foster carers, adopters and prospective adopters, social workers, placement officers and others in the fostering system, as identified in the 2017 independent review and Education Select Committee enquiry.

Through this work we have conducted some initial testing of possible digital approaches that could increase the flow of information between local data systems as well as improving the quality and granularity of the data. The aim is to ensure that children will have a better understanding of their care journey, that carers have higher-quality information about the children they are caring for, and to explore how a national digital approach could support improved matching of children to carers.

The initial testing phase of potential approaches was completed in January 2020. Further testing is now needed to establish a preferred solution, or combination of solutions, to enable the right people to have access to the right information when they need to, in order to make the best decisions about placements for children. We have therefore allocated further funding for this work in the 2020/21 financial year. Given the potential benefits of a digital system for children and young people, we are committed to continuing to work with stakeholders to explore options and recommence active testing once social distancing restrictions have eased.

Finding stable and loving permanent homes for vulnerable children is a priority for this government.

Children continue to be matched with families, with adoption agencies using a variety of systems where they need to seek inter-agency matches.

Two thirds of local authorities are now part of a Regional Adoption Agency (RAA), which aim to deliver more efficient recruitment of adopters and faster matching of children and families. The vast majority of remaining local authorities are on track to be in a live RAA by the end of 2020.

The government has also invested £1 million in adopter recruitment during 2020-21, which will focus on generating an increase in people of all backgrounds, coming forward to adopt children who have ‘harder-to-place’ characteristics.

Last year we announced that the Adoption Support Fund would continue with increased funding until 2021 pending the outcome of the multi-year Spending Review in 2020. The announcement, attached, can be viewed at the following link: https://www.gov.uk/government/news/more-funding-to-boost-adoption-support.

We will consider the scope, eligibility and delivery requirements of the Adoption Support Fund as part of our planning for this Spending Review.

We have no current plans to publish any criteria. We will use the evidence we gather from rental e-scooter trials, the responses to the Future of Transport regulatory review call for evidence and other research, to consider whether to legalise both rental and privately-owned e-scooters. E-scooters are a new vehicle type; evidence around the benefits and risks of these vehicles is limited and inconclusive. We know there are some risks, and we want to understand these and how to mitigate them. Running on-road trials of rental e-scooters is the best way to assess the safety and wider impacts of this type of vehicle and service. Data will be collected by e-scooter providers. The details of the data to be shared and the process for doing so are still being developed and will be set out in data sharing agreements between the Department and e-scooter providers, and with local authorities where required.

We have carried out an equality analysis for e-scooter trials under the Public Sector Equality Duty (s.149 Equalities Act 2010).

The combination of speed and power limits constrain how an e-scooter can be used and are intended to ensure the vehicles can be used safely, but we recognise e-scooters are likely to have a particular impact on blind and visually impaired people.

To mitigate potentially negative impacts, we have proposed:

• That e-scooters used in trials must have a horn or bell so that users can make themselves heard to pedestrians.

• That e-scooters should not be used on the pavement (except in shared cycle/pedestrian space). Local authorities already have powers to prohibit vehicles from specific spaces (included shared spaces) on a case by case basis using Traffic Regulation Orders.

We will also work with disability groups in monitoring and evaluating the trials and considering the implications for future policy

We increased the speed, power and weight limits of e-scooters after considering the responses to the recent consultation on e-scooter trials. We balanced these views against the equality analysis. The 15.5 mph for trial e-scooters makes the maximum speed for e-scooters the same as e-bikes and is consistent with the maximum speed for e-scooters in many other countries.

We increased the weight limit to take account of the heavier batteries of some e-scooters. We expect that most e-scooters used in trials will be well below the 55kg maximum.

We increased the power limit to 500W to ensure e-scooters are able to go up steeper inclines and carry heavier users. This was a matter raised with us during the consultation.

We have designed the trials so that e-scooters use is limited and controlled. Speed, power and weight limits constrain how an e-scooter can be used and are intended to ensure the vehicles can be used safely. Local areas are free to set limits below the maximum, but it is important that the evidence gathered in trials is representative of how e-scooters may be used in the future.

We are preparing a comprehensive monitoring and evaluation plan to gather evidence from the trials. This will assess the safety risks presented by e-scooters, the mode shift to e-scooters from other forms of transport, public perceptions around their use?and identify other impacts that should be considered for any?potential?future legalisation of e-scooters.

It is for local traffic authorities to undertake their own risk assessment of the appropriateness of using the powers available to them to permit e-scooters to share road space with pedal cycles. This assessment will be required on a case by case basis.

The Department consulted on the issue of amending the Traffic Signs Regulations and General Directions 2016 to enable e-scooters to share cycle lanes with pedal cycles. The consultation responses supported this approach. The Government made the necessary regulatory changes to include e-scooters within the definition of vehicles permitted to use cycle lanes and to extend signs that apply to pedal cycles to also apply to e-scooters being used in legal trials. This will be supplemented by traffic regulation orders issued by the local areas.

As the definition of cycle tracks is contained in primary legislation, the Government has not amended this definition in advance of trials starting. Instead, where deemed necessary, local authorities can re-designate cycle tracks using the TRO process as appropriate.

We have no current plans to publish any criteria. We will use the evidence we gather from rental e-scooter trials, the responses to the Future of Transport regulatory review call for evidence and other research, to consider whether to legalise both rental and privately-owned e-scooters. E-scooters are a new vehicle type; evidence around the benefits and risks of these vehicles is limited and inconclusive. We know there are some risks, and we want to understand these and how to mitigate them. Running on-road trials of rental e-scooters is the best way to assess the safety and wider impacts of this type of vehicle and service. Data will be collected by e-scooter providers. The details of the data to be shared and the process for doing so are still being developed and will be set out in data sharing agreements between the Department and e-scooter providers, and with local authorities where required.

We have carried out an equality analysis for e-scooter trials under the Public Sector Equality Duty (s.149 Equalities Act 2010).

The combination of speed and power limits constrain how an e-scooter can be used and are intended to ensure the vehicles can be used safely, but we recognise e-scooters are likely to have a particular impact on blind and visually impaired people.

To mitigate potentially negative impacts, we have proposed:

• That e-scooters used in trials must have a horn or bell so that users can make themselves heard to pedestrians.

• That e-scooters should not be used on the pavement (except in shared cycle/pedestrian space). Local authorities already have powers to prohibit vehicles from specific spaces (included shared spaces) on a case by case basis using Traffic Regulation Orders.

We will also work with disability groups in monitoring and evaluating the trials and considering the implications for future policy

We increased the speed, power and weight limits of e-scooters after considering the responses to the recent consultation on e-scooter trials. We balanced these views against the equality analysis. The 15.5 mph for trial e-scooters makes the maximum speed for e-scooters the same as e-bikes and is consistent with the maximum speed for e-scooters in many other countries.

We increased the weight limit to take account of the heavier batteries of some e-scooters. We expect that most e-scooters used in trials will be well below the 55kg maximum.

We increased the power limit to 500W to ensure e-scooters are able to go up steeper inclines and carry heavier users. This was a matter raised with us during the consultation.

We have designed the trials so that e-scooters use is limited and controlled. Speed, power and weight limits constrain how an e-scooter can be used and are intended to ensure the vehicles can be used safely. Local areas are free to set limits below the maximum, but it is important that the evidence gathered in trials is representative of how e-scooters may be used in the future.

We are preparing a comprehensive monitoring and evaluation plan to gather evidence from the trials. This will assess the safety risks presented by e-scooters, the mode shift to e-scooters from other forms of transport, public perceptions around their use?and identify other impacts that should be considered for any?potential?future legalisation of e-scooters.

It is for local traffic authorities to undertake their own risk assessment of the appropriateness of using the powers available to them to permit e-scooters to share road space with pedal cycles. This assessment will be required on a case by case basis.

The Department consulted on the issue of amending the Traffic Signs Regulations and General Directions 2016 to enable e-scooters to share cycle lanes with pedal cycles. The consultation responses supported this approach. The Government made the necessary regulatory changes to include e-scooters within the definition of vehicles permitted to use cycle lanes and to extend signs that apply to pedal cycles to also apply to e-scooters being used in legal trials. This will be supplemented by traffic regulation orders issued by the local areas.

As the definition of cycle tracks is contained in primary legislation, the Government has not amended this definition in advance of trials starting. Instead, where deemed necessary, local authorities can re-designate cycle tracks using the TRO process as appropriate.

We have no current plans to publish any criteria. We will use the evidence we gather from rental e-scooter trials, the responses to the Future of Transport regulatory review call for evidence and other research, to consider whether to legalise both rental and privately-owned e-scooters. E-scooters are a new vehicle type; evidence around the benefits and risks of these vehicles is limited and inconclusive. We know there are some risks, and we want to understand these and how to mitigate them. Running on-road trials of rental e-scooters is the best way to assess the safety and wider impacts of this type of vehicle and service. Data will be collected by e-scooter providers. The details of the data to be shared and the process for doing so are still being developed and will be set out in data sharing agreements between the Department and e-scooter providers, and with local authorities where required.

We have carried out an equality analysis for e-scooter trials under the Public Sector Equality Duty (s.149 Equalities Act 2010).

The combination of speed and power limits constrain how an e-scooter can be used and are intended to ensure the vehicles can be used safely, but we recognise e-scooters are likely to have a particular impact on blind and visually impaired people.

To mitigate potentially negative impacts, we have proposed:

• That e-scooters used in trials must have a horn or bell so that users can make themselves heard to pedestrians.

• That e-scooters should not be used on the pavement (except in shared cycle/pedestrian space). Local authorities already have powers to prohibit vehicles from specific spaces (included shared spaces) on a case by case basis using Traffic Regulation Orders.

We will also work with disability groups in monitoring and evaluating the trials and considering the implications for future policy

We increased the speed, power and weight limits of e-scooters after considering the responses to the recent consultation on e-scooter trials. We balanced these views against the equality analysis. The 15.5 mph for trial e-scooters makes the maximum speed for e-scooters the same as e-bikes and is consistent with the maximum speed for e-scooters in many other countries.

We increased the weight limit to take account of the heavier batteries of some e-scooters. We expect that most e-scooters used in trials will be well below the 55kg maximum.

We increased the power limit to 500W to ensure e-scooters are able to go up steeper inclines and carry heavier users. This was a matter raised with us during the consultation.

We have designed the trials so that e-scooters use is limited and controlled. Speed, power and weight limits constrain how an e-scooter can be used and are intended to ensure the vehicles can be used safely. Local areas are free to set limits below the maximum, but it is important that the evidence gathered in trials is representative of how e-scooters may be used in the future.

We are preparing a comprehensive monitoring and evaluation plan to gather evidence from the trials. This will assess the safety risks presented by e-scooters, the mode shift to e-scooters from other forms of transport, public perceptions around their use?and identify other impacts that should be considered for any?potential?future legalisation of e-scooters.

It is for local traffic authorities to undertake their own risk assessment of the appropriateness of using the powers available to them to permit e-scooters to share road space with pedal cycles. This assessment will be required on a case by case basis.

The Department consulted on the issue of amending the Traffic Signs Regulations and General Directions 2016 to enable e-scooters to share cycle lanes with pedal cycles. The consultation responses supported this approach. The Government made the necessary regulatory changes to include e-scooters within the definition of vehicles permitted to use cycle lanes and to extend signs that apply to pedal cycles to also apply to e-scooters being used in legal trials. This will be supplemented by traffic regulation orders issued by the local areas.

As the definition of cycle tracks is contained in primary legislation, the Government has not amended this definition in advance of trials starting. Instead, where deemed necessary, local authorities can re-designate cycle tracks using the TRO process as appropriate.

We have no current plans to publish any criteria. We will use the evidence we gather from rental e-scooter trials, the responses to the Future of Transport regulatory review call for evidence and other research, to consider whether to legalise both rental and privately-owned e-scooters. E-scooters are a new vehicle type; evidence around the benefits and risks of these vehicles is limited and inconclusive. We know there are some risks, and we want to understand these and how to mitigate them. Running on-road trials of rental e-scooters is the best way to assess the safety and wider impacts of this type of vehicle and service. Data will be collected by e-scooter providers. The details of the data to be shared and the process for doing so are still being developed and will be set out in data sharing agreements between the Department and e-scooter providers, and with local authorities where required.

We have carried out an equality analysis for e-scooter trials under the Public Sector Equality Duty (s.149 Equalities Act 2010).

The combination of speed and power limits constrain how an e-scooter can be used and are intended to ensure the vehicles can be used safely, but we recognise e-scooters are likely to have a particular impact on blind and visually impaired people.

To mitigate potentially negative impacts, we have proposed:

• That e-scooters used in trials must have a horn or bell so that users can make themselves heard to pedestrians.

• That e-scooters should not be used on the pavement (except in shared cycle/pedestrian space). Local authorities already have powers to prohibit vehicles from specific spaces (included shared spaces) on a case by case basis using Traffic Regulation Orders.

We will also work with disability groups in monitoring and evaluating the trials and considering the implications for future policy

We increased the speed, power and weight limits of e-scooters after considering the responses to the recent consultation on e-scooter trials. We balanced these views against the equality analysis. The 15.5 mph for trial e-scooters makes the maximum speed for e-scooters the same as e-bikes and is consistent with the maximum speed for e-scooters in many other countries.

We increased the weight limit to take account of the heavier batteries of some e-scooters. We expect that most e-scooters used in trials will be well below the 55kg maximum.

We increased the power limit to 500W to ensure e-scooters are able to go up steeper inclines and carry heavier users. This was a matter raised with us during the consultation.

We have designed the trials so that e-scooters use is limited and controlled. Speed, power and weight limits constrain how an e-scooter can be used and are intended to ensure the vehicles can be used safely. Local areas are free to set limits below the maximum, but it is important that the evidence gathered in trials is representative of how e-scooters may be used in the future.

We are preparing a comprehensive monitoring and evaluation plan to gather evidence from the trials. This will assess the safety risks presented by e-scooters, the mode shift to e-scooters from other forms of transport, public perceptions around their use?and identify other impacts that should be considered for any?potential?future legalisation of e-scooters.

It is for local traffic authorities to undertake their own risk assessment of the appropriateness of using the powers available to them to permit e-scooters to share road space with pedal cycles. This assessment will be required on a case by case basis.

The Department consulted on the issue of amending the Traffic Signs Regulations and General Directions 2016 to enable e-scooters to share cycle lanes with pedal cycles. The consultation responses supported this approach. The Government made the necessary regulatory changes to include e-scooters within the definition of vehicles permitted to use cycle lanes and to extend signs that apply to pedal cycles to also apply to e-scooters being used in legal trials. This will be supplemented by traffic regulation orders issued by the local areas.

As the definition of cycle tracks is contained in primary legislation, the Government has not amended this definition in advance of trials starting. Instead, where deemed necessary, local authorities can re-designate cycle tracks using the TRO process as appropriate.

The Home Office does not hold the information requested centrally.

The Home Office collects and publishes information on the number of police officers on long term sick absence as at 31^st March each year, by police force area, in the annual ‘Police workforce’ statistical bulletin, available here: https://www.gov.uk/government/collections/police-workforce-england-and-wales

The next release of ‘Police workforce’ statistics will be published on 28^th July 2021, and will represent the picture as at 31 March 2021.