Ruth Cadbury

I refer the Hon Member to the answer to Question UIN 64643 on 1 November 2021.

The £400 million Brownfield Fund will help unlock 26,000 homes by bringing under-utilised brownfield land back into use and contribute to levelling-up our country.

Table 1 displays the allocation of the £400 million Brownfield Fund.

Table 1

Total of £400,000,001 is due to rounding

The £400 million Brownfield Fund will help unlock 26,000 homes by bringing under-utilised brownfield land back into use and contribute to levelling-up our country.

Table 1 displays the allocation of the £400 million Brownfield Fund.

Table 1

Total of £400,000,001 is due to rounding

We received bids from 79 councils across England, of whom 53 have so far received BLRF funding to deliver 110 projects. We will be making further allocations shortly.

We received bids from 79 councils across England, of whom 53 have so far received BLRF funding to deliver 110 projects. We will be making further allocations shortly.

Available records indicate that 56 local authorities have submitted to the Secretary of State article 4 directions removing permitted development rights in respect of Houses of Multiple Occupancy in accordance with Schedule 3 of The Town and Country Planning (General Permitted Development) (England) Order 2015.

The Department has not refused any article 4 directions in the periods specified. The Secretary of State is not required to approve directions made by local authorities.

184 article 4 directions have been submitted to the Secretary of State by local authorities in accordance with Schedule 3 of The Town and Country Planning (General Permitted Development) (England) Order 2015 in the last year.

My officials maintain contact with bodies representing media organisations and other stakeholders following on from proposals to reform the planning system

Government is mindful of the potential impact that any changes to the existing publicity requirements for statutory notices might have on transparency and local democracy, as well as the potential effect on the sustainability of the local news sector as a whole. We also recognise the continued importance of print local newspapers to the communities they serve.

The Secretary of State is taking time to review departmental programmes and engage with key stakeholders. An announcement on our proposed way forward will be made.

We have consulted on introducing a new infrastructure levy to replace section 106 planning obligations and the Community Infrastructure Levy as part of the ‘Planning for the Future’ consultation. The Government’s consultation response will be published.

Under a national permitted development right, a private house is able to change use to a House in Multiple Occupation for up to six people sharing facilities without the need for a planning application. Change of use to a larger House in Multiple Occupation requires an application for planning permission.

Where there is sufficient evidence of the need to protect local amenities or the well-being of the area, a local planning authority may withdraw a permitted development right using an Article 4 direction. This would mean any change of use to a House in Multiple Occupation would require an application for planning permission.

We believe this strikes the right balance between allowing individuals to decide how best to use their property, with appropriate safeguards to address localised concerns.

In developing the proposals we undertook assessments of any potential impacts on people who share a protected characteristic as required under the public sector equality duty.

Permitted development rights provide greater flexibility for businesses to change use, responding quickly to changing market demands without the need for a planning application. Where a local authority considers that a specific permitted development right is not appropriate in a particular location, and that a planning application should be required, it may introduce an Article 4 direction to remove that permitted development right. From 1 July, our policy requires that all Article 4 directions should be targeted, based on robust evidence and apply to the smallest geographical area possible. This provides a balance between protecting core high streets and town centres without unnecessarily restricting the flexibilities provided by permitted development rights.

On 12 October 2021, DLUHC announced (https://www.gov.uk/government/news/thousands-of-new-homes-to-be-built-and-derelict-land-transformed) £57,822,243 of funding from the Brownfield Land Release Fund (BLRF) to support 110 projects to release land for more than 5,600 homes by March 2024. This grant funding will be allocated to 53 local authorities shortly. Further, DLUHC has announced a second bidding opportunity for local authorities to bid for the remaining £20 million self and custom build funding, with more successful BLRF projects to be announced before the end of the financial year.

This Government seeks to unite and level up the country, ensuring opportunity is available for all, and our plans to modernise the planning system are an important part of this.

We are continuing to reflect on the 43,000 consultation responses and engage with stakeholders across the system.

I announced the Community Champions scheme in my first quarterly report to the Prime Minister on progress to address disparities in risks and outcomes from COVID-19, published on 22 October, and provided an update in my second quarterly report published on 26 February. Officials in the Race Disparity Unit, who are supporting me in this work, continue to meet regularly with colleagues in the Ministry of Housing, Communities and Local Government who are leading on the scheme.

Throughout this crisis, the Government has sought to protect people’s jobs and livelihoods across the UK, support businesses, and public services. The Government has spent over £280 billion to do so this year.

If a business is not able to access the Bounce Back Loan Scheme, the British Business Bank offers a range of other support including:

• Individuals who are starting a new business or who have been trading for less than two years can apply for a Start Up Loan, which offers loans (from £500 to £25,000, at 6% interest) alongside free mentoring and support.
• Businesses with a turnover of less than £45 million, and looking for up to £5 million in finance, can apply for a Coronavirus Business Interruption Loan Scheme.
• Larger businesses with a group turnover of more than £45 million, looking for up to £200 million in finance, can apply for a Coronavirus Large Business Interruption Loan Scheme.
• The Future Fund issues convertible loans to innovative UK companies with good potential that typically rely on equity investment and are currently affected by Covid-19.
• To help small businesses understand and identify suitable finance options available, the British Business Bank’s website and Finance Hub offer a wide range of information on finance options.

The support available through the British Business Bank is one part of an unprecedented range of measures to back business. Full details on the support available for businesses can be found on the GOV.UK website, or through contacting our business support helpline.

The recent increase in online abuse towards school staff is unacceptable. Under the draft Online Safety Bill, companies in scope will need to minimise and remove illegal content including criminal online abuse.

Major platforms will also need to address legal but harmful content for adults. These companies will have to set out clearly what legal content is acceptable on their platforms and enforce their terms and conditions consistently and transparently.

If platforms fail in their duties under the Bill, they will face tough enforcement action including fines of up to 10% of global annual qualifying turnover.

Ministers have regular meetings and discussions with their ministerial colleagues on a range of issues, including online abuse. Details of Ministerial meetings are published quarterly on the GOV.UK website.

The recent increase in online abuse towards school staff is unacceptable. Under the draft Online Safety Bill, companies in scope will need to minimise and remove illegal content including criminal online abuse.

Major platforms will also need to address legal but harmful content for adults. These companies will have to set out clearly what legal content is acceptable on their platforms and enforce their terms and conditions consistently and transparently.

If platforms fail in their duties under the Bill, they will face tough enforcement action including fines of up to 10% of global annual qualifying turnover.

Ministers have regular meetings and discussions with their ministerial colleagues on a range of issues, including online abuse. Details of Ministerial meetings are published quarterly on the GOV.UK website.

Sports and physical activity providers and facilities are at the heart of our communities, and play a crucial role in supporting adults and children to be active.

Government has provided unprecedented support to businesses through tax reliefs, cash grants and employee wage support, which many sport clubs have benefited from. An income scheme announced in July by the Secretary of State for Local Government, aims to support local authorities who have incurred irrecoverable loss of income from sales, fees and charge which they had reasonably budgeted for. On 22 October, the Government announced a £100m support fund for local authority leisure centres. In addition, Sport England have provided over £220million as a package of support to help the sport and physical activity sector through this crisis. Part of this figure is the Community Emergency Fund of £35 million specifically to help community clubs and local physical activity organisations through the pandemic.

We are continuing to work with organisations to understand what they need and how we may be able to support them.

Sport and physical activity are incredibly important for our physical and mental health, and are a vital weapon against coronavirus.

Sports and physical activity are incredibly important for our physical and mental health, and are a vital weapon against coronavirus. That’s why we made sure that people could exercise at least once a day even during the height of the first period of enhanced national restrictions and why we opened up grassroots sport and leisure facilities as soon as it was safe to do so.

Nobody wanted to be in the position of having to introduce further National Restrictions. However as the Prime Minister said, with the virus spreading faster than expected we cannot allow our health system to be overwhelmed. The National Restrictions are designed to get the R rate under control through limiting social contact and reducing transmissions. We have not introduced further exemptions because when you unpick at one activity the effectiveness of the whole package is compromised.

However, as the Prime Minister said on 23 November national restrictions will end on Wednesday 2 December and gyms and the wider leisure sector including golf courses and tennis clubs can reopen across all tiers.

The Secretary of State for Digital, Culture, Media and Sport has not met with the Secretary of State for Transport to discuss this matter. However, National Historic Ships UK (NHS-UK), an independent advisory body reporting to DCMS, responded to the Maritime and Coastguard Agency's 2019 consultations on behalf of the sector, and discussed the potential impacts of the new requirements on vessels on the National Historic Ships Register, which it maintains. NHS-UK praised the Marine and Coastguard Agency’s inclusive approach.

The government is working closely with partners across the education sector, including universities and schools, to minimise the impact of the COVID-19 outbreak and the disruption it has caused to young people’s education, including for those who will be applying to university for the 2021 admissions cycle.

For students applying to enter university in 2021, the UCAS deadline for most courses was pushed back to 29 January 2021. We recognise that this is a difficult time for young people, and it is vital that students applying to university in 2021 had this extra time to carefully consider their applications and make the best choices for their future. 415,470 people in England applied to full-time undergraduate courses by this deadline, up 11% from the equivalent January deadline for 2020.

We encourage universities to be flexible when making offers to individual students and we continue to work closely with the sector to ensure that students are not further disadvantaged by the COVID-19 outbreak.

We will continue to make every effort to minimise the impact of COVID-19 on young people’s education, so that they are well placed to progress to the next stage of their lives, wherever they live and whatever choices they make.

Given the ongoing disruption to education caused by the COVID-19 outbreak, the Department announced in January 2021 that GCSE, AS and A level exams will not go ahead as planned this summer. To make sure our approach was developed with the sector, the Department and Ofqual launched a joint consultation in January on how to award grades in 2021 so they are robust and fair. We received over 100,000 responses from students, parents, teachers, school leaders and other stakeholders. There was widespread support for our approach.

My right hon. Friend, the Secretary of State for Education, confirmed in his statement on 25 February that students will receive grades determined by their teachers, with pupils only assessed on what they have been taught. Fairness to young people is fundamental to the department and Ofqual’s decision making. We want to ensure all young people have the confidence that, despite exams not going ahead, they will receive a grade that reflects their ability and enables them to progress.

Full details on alternative arrangements to exams can be found here: https://www.gov.uk/government/news/teacher-assessed-grades-for-students.

The free school meal (FSM) provision has supported children to access a healthy, nutritious meal to help them learn, concentrate and achieve, while they are at school, for more than a century. This provision is ingrained in the fabric of everyday school life. Now that our schools are fully open, this support has returned as normal. Provision for FSM is ordinarily term time only and there is no requirement for schools to continue this provision during school holidays. Therefore the National Voucher scheme has closed.

School leaders have worked incredibly hard during the COVID-19 outbreak and it is not reasonable to also ask them to provide food when they are closed for the holidays. However, we recognise the current challenges, and that is why we have significantly strengthened the welfare safety net. The government has injected more than £9 billion into the welfare system, including an increase to Universal Credit of up to £1,040 (£20 a week) for this financial year, and putting an average of £600 into people’s pockets through increases to the Local Housing Allowance. These are in addition to income protection schemes, mortgage holidays and additional support for renters.

These welfare measures sit alongside our extensive support package, including income protection schemes which have so far protected 12 million jobs and people, at a cost of almost £53 billion. Further to this, we provided an extra £63 million for local authorities to provide discretionary financial help to those in need.

The free school meal (FSM) provision has supported children to access a healthy, nutritious meal to help them learn, concentrate and achieve, while they are at school, for more than a century. This provision is ingrained in the fabric of everyday school life. Now that our schools are fully open, this support has returned as normal. Provision for FSM is ordinarily term time only and there is no requirement for schools to continue this provision during school holidays. Therefore the National Voucher scheme has closed.

School leaders have worked incredibly hard during the COVID-19 outbreak and it is not reasonable to also ask them to provide food when they are closed for the holidays. However, we recognise the current challenges, and that is why we have significantly strengthened the welfare safety net. The government has injected more than £9 billion into the welfare system, including an increase to Universal Credit of up to £1,040 (£20 a week) for this financial year, and putting an average of £600 into people’s pockets through increases to the Local Housing Allowance. These are in addition to income protection schemes, mortgage holidays and additional support for renters.

These welfare measures sit alongside our extensive support package, including income protection schemes which have so far protected 12 million jobs and people, at a cost of almost £53 billion. Further to this, we provided an extra £63 million for local authorities to provide discretionary financial help to those in need.

On 20 January 2020, the department launched a new scheme which makes free period products available for state-funded primary schools, secondary schools and colleges in England. The scheme remained in operation during partial school and college closures, and these organisations are still able to order a range of period products and distribute them to learners.

This scheme is in place to ensure that no learner misses out on education due to their period, and we continue to work with our delivery partner, phs, to encourage engagement with the scheme. Schools and colleges should have period products available should learners need them, and they may choose to order products through this scheme or through an alternative route.

Each eligible organisation has been allocated a budget for the scheme in 2020 based on 35% of the number of learners whose legal gender is female and who, based on age, are likely to have started their period. 35% is an assumed take-up rate, reflecting the fact that not all learners will have a need for products all of the time. This mirrors the assumed take-up rate used in the scheme to provide learners in Scotland with access to free period products. The total amount spent through the scheme will depend on the value of period products ordered by schools and colleges.

We are continuing to monitor the scheme closely and we will make information available about any extensions or changes to the scheme in due course.

On 20 January 2020, the department launched a new scheme which makes free period products available for state-funded primary schools, secondary schools and colleges in England. The scheme remained in operation during partial school and college closures, and these organisations are still able to order a range of period products and distribute them to learners.

This scheme is in place to ensure that no learner misses out on education due to their period, and we continue to work with our delivery partner, phs, to encourage engagement with the scheme. Schools and colleges should have period products available should learners need them, and they may choose to order products through this scheme or through an alternative route.

Each eligible organisation has been allocated a budget for the scheme in 2020 based on 35% of the number of learners whose legal gender is female and who, based on age, are likely to have started their period. 35% is an assumed take-up rate, reflecting the fact that not all learners will have a need for products all of the time. This mirrors the assumed take-up rate used in the scheme to provide learners in Scotland with access to free period products. The total amount spent through the scheme will depend on the value of period products ordered by schools and colleges.

We are continuing to monitor the scheme closely and we will make information available about any extensions or changes to the scheme in due course.

On 20 January 2020, the department launched a new scheme which makes free period products available for state-funded primary schools, secondary schools and colleges in England. The scheme remained in operation during partial school and college closures, and these organisations are still able to order a range of period products and distribute them to learners.

This scheme is in place to ensure that no learner misses out on education due to their period, and we continue to work with our delivery partner, phs, to encourage engagement with the scheme. Schools and colleges should have period products available should learners need them, and they may choose to order products through this scheme or through an alternative route.

Each eligible organisation has been allocated a budget for the scheme in 2020 based on 35% of the number of learners whose legal gender is female and who, based on age, are likely to have started their period. 35% is an assumed take-up rate, reflecting the fact that not all learners will have a need for products all of the time. This mirrors the assumed take-up rate used in the scheme to provide learners in Scotland with access to free period products. The total amount spent through the scheme will depend on the value of period products ordered by schools and colleges.

We are continuing to monitor the scheme closely and we will make information available about any extensions or changes to the scheme in due course.

On 20 January 2020, the department launched a new scheme which makes free period products available for state-funded primary schools, secondary schools and colleges in England. The scheme remained in operation during partial school and college closures, and these organisations are still able to order a range of period products and distribute them to learners.

This scheme is in place to ensure that no learner misses out on education due to their period, and we continue to work with our delivery partner, phs, to encourage engagement with the scheme. Schools and colleges should have period products available should learners need them, and they may choose to order products through this scheme or through an alternative route.

Each eligible organisation has been allocated a budget for the scheme in 2020 based on 35% of the number of learners whose legal gender is female and who, based on age, are likely to have started their period. 35% is an assumed take-up rate, reflecting the fact that not all learners will have a need for products all of the time. This mirrors the assumed take-up rate used in the scheme to provide learners in Scotland with access to free period products. The total amount spent through the scheme will depend on the value of period products ordered by schools and colleges.

We are continuing to monitor the scheme closely and we will make information available about any extensions or changes to the scheme in due course.

On 20 January 2020, the department launched a new scheme which makes free period products available for state-funded primary schools, secondary schools and colleges in England. The scheme remained in operation during partial school and college closures, and these organisations are still able to order a range of period products and distribute them to learners.

This scheme is in place to ensure that no learner misses out on education due to their period, and we continue to work with our delivery partner, phs, to encourage engagement with the scheme. Schools and colleges should have period products available should learners need them, and they may choose to order products through this scheme or through an alternative route.

Each eligible organisation has been allocated a budget for the scheme in 2020 based on 35% of the number of learners whose legal gender is female and who, based on age, are likely to have started their period. 35% is an assumed take-up rate, reflecting the fact that not all learners will have a need for products all of the time. This mirrors the assumed take-up rate used in the scheme to provide learners in Scotland with access to free period products. The total amount spent through the scheme will depend on the value of period products ordered by schools and colleges.

We are continuing to monitor the scheme closely and we will make information available about any extensions or changes to the scheme in due course.

On 20 January 2020, the department launched a new scheme which makes free period products available for state-funded primary schools, secondary schools and colleges in England. This is an important step to ensure that menstruation does not present a barrier to learning and that no-one is held back from reaching their potential.

The scheme remained in operation during partial school closures, and schools and colleges were still able to order a range of period products through the online portal and distribute them to students.

All eligible schools and colleges were automatically registered for the scheme and were sent a welcome email in January. There have since been further email campaigns to all eligible schools and colleges, encouraging them to engage with the scheme.

Our delivery partner, phs Group, reported that since the scheme launched, almost 40% of eligible organisations have placed orders for period products.

I meet the Ofqual Chief Regulator regularly as do our officials. Given the current unprecedented circumstances, my right hon. Friend, the Secretary of State for Education, has also issued a direction to Ofqual to help shape its work in developing calculated grades for students in place of exam results, ensuring outcomes are as fair as possible.

On 2^nd August, the Department published the results of research into enforcement against excessive noise pollution from vehicles using acoustic cameras. This research has shown that the technology has the potential to identify excessively noisy vehicles, but that there are still difficulties in accurately measuring noise from individual vehicles in busier traffic conditions. Further research is being commissioned to address these challenges, which will include further roadside trials of selected technology.

The Department has not held formal discussions with police forces on the enforcement of vehicle noise, but commissioned research in 2018 to better understand existing enforcement strategies and identify ways of enabling more effective approaches using alternative technologies. This research included a survey of police forces in England and Wales, including the Metropolitan Police. A report of this research was published on 8^th June 2019.

On 2^nd August, the Department published the results of research into enforcement against excessive noise pollution from vehicles using acoustic cameras. This research has shown that the technology has the potential to identify excessively noisy vehicles, but that there are still difficulties in accurately measuring noise from individual vehicles in busier traffic conditions. Further research is being commissioned to address these challenges, which will include further roadside trials of selected technology.

The Department has not held formal discussions with police forces on the enforcement of vehicle noise, but commissioned research in 2018 to better understand existing enforcement strategies and identify ways of enabling more effective approaches using alternative technologies. This research included a survey of police forces in England and Wales, including the Metropolitan Police. A report of this research was published on 8^th June 2019.

On 2^nd August, the Department published the results of research into enforcement against excessive noise pollution from vehicles using acoustic cameras. This research has shown that the technology has the potential to identify excessively noisy vehicles, but that there are still difficulties in accurately measuring noise from individual vehicles in busier traffic conditions. Further research is being commissioned to address these challenges, which will include further roadside trials of selected technology.

The Department has not held formal discussions with police forces on the enforcement of vehicle noise, but commissioned research in 2018 to better understand existing enforcement strategies and identify ways of enabling more effective approaches using alternative technologies. This research included a survey of police forces in England and Wales, including the Metropolitan Police. A report of this research was published on 8^th June 2019.

On 2^nd August, the Department published the results of research into enforcement against excessive noise pollution from vehicles using acoustic cameras. This research has shown that the technology has the potential to identify excessively noisy vehicles, but that there are still difficulties in accurately measuring noise from individual vehicles in busier traffic conditions. Further research is being commissioned to address these challenges, which will include further roadside trials of selected technology.

The Department has not held formal discussions with police forces on the enforcement of vehicle noise, but commissioned research in 2018 to better understand existing enforcement strategies and identify ways of enabling more effective approaches using alternative technologies. This research included a survey of police forces in England and Wales, including the Metropolitan Police. A report of this research was published on 8^th June 2019.

The Government is investing a record £2 billion to increase levels of active travel, a key part of the world-leading Transport Decarbonisation Plan we published this Summer.

The Civil Aviation Authority (CAA) already has a number of environmental responsibilities, including certifying aircraft for noise and emissions standards and the obligation to take fully into account the Government’s objectives on noise, emissions and air quality when exercising its air navigation functions. It also has legal powers to provide information about the environmental impact of aviation where it would help passengers make more informed decisions. We do not currently plan to extend its legal duties on the environment, as these are deemed sufficient.

We have recently asked it to take on some of the noise advisory functions of the Independent Commission on Civil Aviation Noise from April 2022. The CAA also plans to establish a new Environment Panel to provide it with independent expert advice on a range of environmental issues including carbon, air quality and noise.

Section 70 (2)(d) of the Transport Act 2000 requires the Civil Aviation Authority (CAA) to take account of any guidance on environmental objectives given to it by the Secretary of State. These environmental objectives, including with respect to aircraft noise, are set out in the revised Air Navigation Guidance presented to the CAA in October 2017 and which followed an extensive public consultation. This Guidance is kept under review by the Department.

The Air Navigation Guidance requires airspace change sponsors to undertake noise impact assessments in accordance with the Department’s Transport Analysis Guidance tool. These requirements are reflected in the CAA’s CAP1616 airspace change process and the CAA takes account of them when assessing an airspace change proposal.

An independent review of the Independent Commission on Civil Aviation Noise (ICCAN) conducted earlier this year, recommended improved consultation with Government to align work with policy needs and give greater clarity on priorities. ICCAN will be wound down later in September, followed by a transitional phase during which the Department for Transport will work with the CAA, which will take on the majority of ICCAN’s former functions no later than April 2022. The CAA has world-renowned expertise in noise and is well placed to advise the Government on aviation noise management.

The government is supportive of the need to protect communities from the adverse effects of aircraft noise. However, noise from general transport, including aircraft, is not included as a statutory nuisance under the Environmental Protection Act 1990 as we believe it is not practical for local authorities to enforce these rules. Aviation noise is better managed through specific government policies tailored to individual noise sources, and we believe there are sufficient mechanisms in place to protect communities from the effects of aircraft noise.

The functions of the Civil Aviation Authority (CAA) evolve over time as Parliament sees fit to confer new functions on it. Recent examples have been the regulation of both remotely piloted aerial vehicles and space flight from the UK, and certain aspects of enforcing health protection operator liability regulations. Due to the significant impact that the COVID-19 crisis has had on both our aviation industry and the CAA, we do not consider it appropriate at this time to review the statutory duties of the CAA overall. However, we will consider changes to the CAA’s powers and duties where necessary.

Officials at the Department for Transport continue to work closely with colleagues at the Department of Health and Social Care to discuss how we can further reduce testing costs, while ensuring international travel is as safe as possible.

The price of tests has reduced significantly over recent weeks, bringing the UK in line with other countries, and several providers are offering Day 2 tests for green arrivals for under £50. The government is working with the travel industry and private testing providers to further reduce the cost of Covid-19 tests.

The Government supports various campaigns to encourage people to walk and cycle, all of which help to promote and unlock the benefits of active travel. They include the Big Bike Revival programme delivered by Cycling UK, the Walk to School Outreach programme delivered by Living Streets, and local programmes delivered by local authorities through the Department’s £20 million per annum Access Fund. There are no plans for a national communications campaign, but Government will continue to work with stakeholders to consider the best ways of promoting the benefits of active travel.

Work is underway on drafting the regulations needed to bring the Part 6 powers into force. It is not possible at this stage to say exactly when in 2021 the powers will be available to local authorities, but as set out in the previous answer, we expect it will take several months to complete the process.

The London Borough of Hammersmith and Fulham, as the bridge owner, took the decision to close Hammersmith Bridge to river traffic in August 2020, as advised within the Case for Continued Safe Operation. Public safety is the top priority and the Governments wants to see the bridge reopened to pedestrians, cyclists and river traffic as soon as it is safe to do so.

As you may be aware the Government has established a Taskforce – led by Baroness Vere – to bring together both local Councils, Transport for London and the Port of London Authority to assess and determine next steps.

The Department for Transport and the Port of London Authority continue to hold constructive discussions with Hammersmith and Fulham on the possibility of revisiting the Case for Continued Safe Operation to allow controlled and limited river traffic; any changes will be dependent on expert engineers determining that any risks are adequately controlled.

The London Borough of Hammersmith and Fulham, as the bridge owner, took the decision to close Hammersmith Bridge to river traffic in August 2020, as advised within the Case for Continued Safe Operation. Public safety is the top priority and the Governments wants to see the bridge reopened to pedestrians, cyclists and river traffic as soon as it is safe to do so.

As you may be aware the Government has established a Taskforce – led by Baroness Vere – to bring together both local Councils, Transport for London and the Port of London Authority to assess and determine next steps.

The Department for Transport and the Port of London Authority continue to hold constructive discussions with Hammersmith and Fulham on the possibility of revisiting the Case for Continued Safe Operation to allow controlled and limited river traffic; any changes will be dependent on expert engineers determining that any risks are adequately controlled.

The Government takes the impact of traffic noise on health, wellbeing and the natural environment seriously. Vehicles are required to meet strict noise limits before being placed on the market and police already have powers to act if they suspect an exhaust has been altered to increase noise.

The Department is continuing to research whether noise enforcement can be made more effective using acoustic camera technology. A review of the current vehicle noise legislation may need to be considered if acoustic camera systems prove to be a reliable and efficient enforcement method.

The Department for Transport has been in regular contact with airlines, airports, ground handlers and unions to understand the impact of COVID-19 on the companies and their workers. It would be inappropriate to comment on discussions held with individual companies.

The Department for Transport has been in regular contact with airlines, airports, ground handlers and unions to understand the impact of COVID-19 on the companies and their workers. It would be inappropriate to comment on discussions held with individual companies.

The aviation sector is essential to the UK economy, and companies can draw upon the unprecedented package of measures, including: schemes to raise capital, flexibilities with tax bills, and financial support for employees. If airlines find themselves in trouble because of coronavirus, and have exhausted the measures already available to them, the Government is prepared to enter discussions with individual companies seeking bespoke support as a last resort, having exhausted all other options.??Any intervention would need to represent value for money for taxpayers.

The Department for Transport is in regular contact with HM Treasury regarding the challenges facing the aviation sector as a result of COVID-19. The sector is crucial to the UK’s economy and businesses across the industry are able to draw on the unprecedented package of economic measures we have put in place during this time.

This includes a Bank of England scheme for firms to raise capital and the Coronavirus Business Interruption Loan Scheme which facilitates access to finance for businesses affected by the outbreak. HMRC is also ready to help all businesses and self-employed individuals, experiencing temporary financial difficulties due to coronavirus.?You can access their “Time to Pay” arrangements, which eases restrictions with tax bills and VAT deferrals.

The Government is also ensuring financial support for employees through the Coronavirus Job Retention Scheme covering 80% of furloughed employees’ usual monthly wage costs, up to £2,500 a month, alongside the associated Employer National Insurance contributions and pension contributions.

The government recognises the challenging times facing the aviation sector as a result of COVID-19 and the unprecedented impact it has had on global travel, with flight numbers down significantly year on year throughout the crisis. The government is monitoring the impact of the pandemic on the UK aviation sector, including passenger airlines operating in the UK, and will continue to keep the impact on competition in the sector under review.

The Government wants to ensure step free access for as many passengers as possible. It remains committed to transforming our railways and building on Keith Williams’ evidence-based priorities, including to deliver improved accessibility. We want to create a railway that puts passengers first, delivers better value for money and supports the nation’s recovery from Covid-19.

Covid-19 struck when the Williams Rail Review was in its final stages. We believe the priorities that Keith set out remain the right ones and we are working with him now to consider how best to deliver reform in light of these unique challenges.

The Department regularly reviews the level of accessibility including data from Rail Delivery Group and passenger demand. We also require the industry to meet current accessibility standards whenever they install, replace or renew station infrastructure and to provide free alternative transport for anyone unable to use a particular station. By the end of 2024 more than 100 additional stations will also receive accessible routes under our Access for All programme.

The Department for Transport regularly engages with Network Rail on improving accessibility at stations. This includes frequent formal and ad hoc meetings as part of the governance of the Access for All programme and advising Network Rail on their legal obligation to meet accessibility standards whenever they install, replace or renew station infrastructure.

The DVLA's vehicle excise duty collection and enforcement activities are funded by the Department for Transport. The DVLA is required to cover all other operating costs through statutory fees and wider commercial (non-statutory) charges.

The quickest and easiest way to renew a driving licence is to do so online. The Driver and Vehicle Licensing Agency (DVLA)’s online services continued to work as normal throughout the pandemic and there are no delays for applications made in this way.

While the DVLA has remained open throughout the pandemic, the 6,000 staff are based predominantly in one building in Swansea. This means the DVLA has had a greatly reduced number of staff on-site at any one time due to social distancing requirements in Wales and this has led to delays in dealing with paper applications as these have to be dealt with in person on site. The DVLA has implemented measures to increase the number of staff on-site so paper applications can be processed as quickly as possible, including reconfiguring its office space to safely accommodate more operational staff.

A well maintained transport system helps goods and people move around the country and contributes to economic performance. Whilst impacts vary from case to case, well planned maintenance and renewals work has been demonstrated to deliver very high value for money and amongst the highest returns for investment in transport. Data on the value for money of investments is published here: https://www.gov.uk/government/publications/percentage-of-dft-s-appraised-project-spending-that-is-assessed-as-good-or-very-good-value-for-money

The Department’s Transport Analysis Guidance (TAG) provides guidance on the transport appraisal process that allows decision-makers to be presented with a comprehensive account of all relevant impacts of a proposed transport investment. A range of impacts relating to quality of life are typically considered in scheme appraisals including congestion/crowding relief, journey quality, housing availability, air quality, noise, landscape, safety, security, physical activity, accessibility, and affordability.

As set out in last year’s Appraisal and Modelling Strategy, the Department is also progressing work in several areas that collectively serve to highlight the relationship between transport investment and quality of life, including the potential role of wellbeing analysis in transport appraisal.

The Department’s Transport Analysis Guidance (TAG) provides guidance on the transport appraisal which provides a comprehensive account of all relevant impacts of a proposed transport investment. There is no prior weighting applied to any specific impact or group of impacts, with their importance determined by their scale and evidence on how society values these impacts. Environmental impacts considered include noise, air quality, greenhouse gases, landscape, townscape, historic environment, biodiversity, and water environment. Social impacts considered include accidents, physical activity, security, severance, journey quality, option and non-use value, accessibility, and personal affordability.

TAG also recommends the use of distributional analysis – the impacts of a proposal on more vulnerable groups of society. Where these distributional impacts are relevant to the scheme, a qualitative assessment of the extent and the vulnerable groups affected should be reported.

London Heathrow Airport sought the views of the department on its proposal to move temporarily all of its operations to the northern runway before this took place on 13 July 2020. In view of the current air traffic demand and its reduced environmental impacts, and the long-term benefits to the airport from repairing its southern runway, the government endorsed the airport’s decision to operate solely for a limited period from the northern runway.

The Government expects London Heathrow Airport to assess the potential operational, safety and environmental consequences of any change to its operations before implementation. The specific format of any such assessment, and the level of detail to be included within it, are the responsibility of London Heathrow Airport and will need to be undertaken in compliance with its legal and regulatory obligations.

The government’s longstanding policy is that mixed mode operations at London Heathrow Airport on its two runways should not be undertaken other than in agreed circumstances such as when the airport operates in Tactically Enhanced Arrivals Mode (TEAM). Any proposal by London Heathrow Airport to operate both runways on a permanent mixed mode basis would need the government’s consent as well as satisfying all legal requirements.

London Heathrow Airport sought the views of the department on its proposal to move temporarily all of its operations to the northern runway before this took place on 13 July 2020. In view of the current air traffic demand and its reduced environmental impacts, and the long-term benefits to the airport from repairing its southern runway, the government endorsed the airport’s decision to operate solely for a limited period from the northern runway.

The Government expects London Heathrow Airport to assess the potential operational, safety and environmental consequences of any change to its operations before implementation. The specific format of any such assessment, and the level of detail to be included within it, are the responsibility of London Heathrow Airport and will need to be undertaken in compliance with its legal and regulatory obligations.

The government’s longstanding policy is that mixed mode operations at London Heathrow Airport on its two runways should not be undertaken other than in agreed circumstances such as when the airport operates in Tactically Enhanced Arrivals Mode (TEAM). Any proposal by London Heathrow Airport to operate both runways on a permanent mixed mode basis would need the government’s consent as well as satisfying all legal requirements.

London Heathrow Airport sought the views of the department on its proposal to move temporarily all of its operations to the northern runway before this took place on 13 July 2020. In view of the current air traffic demand and its reduced environmental impacts, and the long-term benefits to the airport from repairing its southern runway, the government endorsed the airport’s decision to operate solely for a limited period from the northern runway.

The Government expects London Heathrow Airport to assess the potential operational, safety and environmental consequences of any change to its operations before implementation. The specific format of any such assessment, and the level of detail to be included within it, are the responsibility of London Heathrow Airport and will need to be undertaken in compliance with its legal and regulatory obligations.

The government’s longstanding policy is that mixed mode operations at London Heathrow Airport on its two runways should not be undertaken other than in agreed circumstances such as when the airport operates in Tactically Enhanced Arrivals Mode (TEAM). Any proposal by London Heathrow Airport to operate both runways on a permanent mixed mode basis would need the government’s consent as well as satisfying all legal requirements.

The Government’s recognises that night flights have material value to the economy, and that the aviation industry connects people and UK businesses with the world. In particular, we recognised the importance of early morning arrivals from long-haul routes such as the Far East and America, volume of onward connections supported in this early morning period, and the contribution flights in the shoulder periods make to delivery of essential freight, both dedicated and belly-hold.

The economic value of night flights at Heathrow is considered in the Department's decisions relating to night flight restrictions at the airport. The last impact assessment was published in July 2017 to inform the current night flight restrictions, which run until October 2022.

The Department has made no assessment of the adequacy of the protected cycleways designed and built between 1934 and 1941. Local Authorities are responsible for assessing and identifying investment priorities for local transport infrastructure, including for cycling and walking. The Government intends to publish the updated version of the Department’s cycle infrastructure design guidance imminently.

On the 9^th May the Government announced a £2 billion package of funding for cycling and walking over the next five years. £225 million will be available to local authorities this financial year. for immediate measures including new cycle lanes, wider pavements and safer junctions. Decisions on the remainder will be for the Spending Review in due course.

The Department has been working with interested groups to conduct a review of The Highway Code focused on improving safety for cyclists, pedestrians and horse-riders. We are hoping to consult on the proposed changes shortly.

The Government is committed to delivering the aims and ambitions set out in the Cycling and Walking Investment Strategy, which was published in April 2017. This includes ensuring that there are appropriate staff resources in place to deliver the Strategy, as well as the new commitments on active travel that have been announced recently. Around twenty officials in the Department for Transport now work on cycling and walking issues, and this will be kept under review.

The Maritime and Coastguard Agency (MCA) will resume its statutory obligations to survey and inspect domestic passenger boats in the UK, including those operating on the Thames, on 20 July and will use a risk-based approach.

The details of the plans for resumption of these activities were made available to the maritime industry on 6 July.

The MCA has no plans to (a) reduce or (b) remove the fees for statutory inspections and surveys that their Marine Surveyors perform on passenger boats.

The Government has announced an unprecedented package of financial measures worth £350 billion to support companies of all sizes through the COVID-19 pandemic. My Department’s officials and I have been working closely with a wide range of operators, including passenger ferry operators, to understand how these measures can be applied and have continued to offer our support to them during this difficult time.

The Maritime and Coastguard Agency (MCA) will resume its statutory obligations to survey and inspect domestic passenger boats in the UK, including those operating on the Thames, on 20 July and will use a risk-based approach.

The details of the plans for resumption of these activities were made available to the maritime industry on 6 July.

The MCA has no plans to (a) reduce or (b) remove the fees for statutory inspections and surveys that their Marine Surveyors perform on passenger boats.

The Government has announced an unprecedented package of financial measures worth £350 billion to support companies of all sizes through the COVID-19 pandemic. My Department’s officials and I have been working closely with a wide range of operators, including passenger ferry operators, to understand how these measures can be applied and have continued to offer our support to them during this difficult time.

The Maritime and Coastguard Agency (MCA) will resume its statutory obligations to survey and inspect domestic passenger boats in the UK, including those operating on the Thames, on 20 July and will use a risk-based approach.

The details of the plans for resumption of these activities were made available to the maritime industry on 6 July.

The MCA has no plans to (a) reduce or (b) remove the fees for statutory inspections and surveys that their Marine Surveyors perform on passenger boats.

The Government has announced an unprecedented package of financial measures worth £350 billion to support companies of all sizes through the COVID-19 pandemic. My Department’s officials and I have been working closely with a wide range of operators, including passenger ferry operators, to understand how these measures can be applied and have continued to offer our support to them during this difficult time.

On 9 May the Government announced a £2bn package of funding for cycling and walking over the next five years. The Government intends to publish the updated version of the Department’s cycle infrastructure design guidance in the summer, and will make clear its expectation that the guidance must followed for all cycling schemes supported by Government funding.

On the 7^th February the Department published the Cycling and Walking Investment Strategy Active Travel Investment Model structure and evidence base research paper and accompanying appendices. Publication of the cycling and walking insights part of the research has been delayed by other pressures, but the Department intends to publish it shortly.

On the 9^th May the Government announced a £2bn package of funding for cycling and walking over the next five years. This includes £250m in the current financial year for quick-win measures to help keep cyclists and pedestrians safe, as well as vouchers for cycle repairs and greater provision for bike fixing facilities.

The funding for cycling and walking infrastructure will be provided directly to local authorities, who are best placed to determine and prioritise where it should be spent. Initial funding allocations will be published shortly.

A total of around £1.2 billion was invested in cycling and walking over those three years, with roughly a quarter of this ring-fenced and three quarters non-ring-fenced. Details of this investment, including a year by year breakdown, were published on 7^th February alongside the first report to Parliament on progress made towards delivering the Cycling and Walking Investment Strategy (CWIS). Most of the investment benefits both cycling and walking, although some initiatives are focused more on one than on the other: further details are provided in the report.

Further details on all of these matters will be provided as part of the forthcoming Budget and Spending Review.

Our airports are national assets and their expansion is a core part of boosting our global connectivity. This in turn will drive economic growth for all parts of this country, connecting our nations and regions to international markets, levelling up our economy and supporting a truly Global Britain.

The Court of Appeal ruled on 27 February that when designating the Airports National Policy Statement, which was backed by Parliament, the previous Government did not take account of the Paris Agreement, non-CO2 emissions and emissions post 2050. We have always been clear that Heathrow expansion is a private sector project which must meet strict criteria on air quality, noise and climate change, as well as being privately financed, affordable, and delivered in the best interest of consumers. The Government has taken the decision not to appeal this judgment. The promoters of the scheme will be able to seek permission from the Supreme Court to appeal if they wish.

As part of its judgment, the Court has declared that the Airports National Policy Statement is of no legal effect unless and until the government carries out a review under the Planning Act 2008. The Court’s judgment is complex and requires careful consideration. We will set out our next steps in due course.

Our airports are national assets and their expansion is a core part of boosting our global connectivity. This in turn will drive economic growth for all parts of this country, connecting our nations and regions to international markets, levelling up our economy and supporting a truly Global Britain.

The Court of Appeal ruled on 27 February that when designating the Airports National Policy Statement, which was backed by Parliament, the previous Government did not take account of the Paris Agreement, non-CO2 emissions and emissions post 2050. We have always been clear that Heathrow expansion is a private sector project which must meet strict criteria on air quality, noise and climate change, as well as being privately financed, affordable, and delivered in the best interest of consumers. The Government has taken the decision not to appeal this judgment. The promoters of the scheme will be able to seek permission from the Supreme Court to appeal if they wish.

As part of its judgment, the Court has declared that the Airports National Policy Statement is of no legal effect unless and until the government carries out a review under the Planning Act 2008. The Court’s judgment is complex and requires careful consideration. We will set out our next steps in due course.

Our airports are national assets and their expansion is a core part of boosting our global connectivity. This in turn will drive economic growth for all parts of this country, connecting our nations and regions to international markets, levelling up our economy and supporting a truly Global Britain.

The Court of Appeal ruled on 27 February that when designating the Airports National Policy Statement, which was backed by Parliament, the previous Government did not take account of the Paris Agreement, non-CO2 emissions and emissions post 2050. We have always been clear that Heathrow expansion is a private sector project which must meet strict criteria on air quality, noise and climate change, as well as being privately financed, affordable, and delivered in the best interest of consumers. The Government has taken the decision not to appeal this judgment. The promoters of the scheme will be able to seek permission from the Supreme Court to appeal if they wish.

As part of its judgment, the Court has declared that the Airports National Policy Statement is of no legal effect unless and until the government carries out a review under the Planning Act 2008. The Court’s judgment is complex and requires careful consideration. We will set out our next steps in due course.

Our airports are national assets and their expansion is a core part of boosting our global connectivity. This in turn will drive economic growth for all parts of this country, connecting our nations and regions to international markets, levelling up our economy and supporting a truly Global Britain.

The Court of Appeal ruled on 27 February that when designating the Airports National Policy Statement, which was backed by Parliament, the previous Government did not take account of the Paris Agreement, non-CO2 emissions and emissions post 2050. We have always been clear that Heathrow expansion is a private sector project which must meet strict criteria on air quality, noise and climate change, as well as being privately financed, affordable, and delivered in the best interest of consumers. The Government has taken the decision not to appeal this judgment. The promoters of the scheme will be able to seek permission from the Supreme Court to appeal if they wish.

As part of its judgment, the Court has declared that the Airports National Policy Statement is of no legal effect unless and until the government carries out a review under the Planning Act 2008. The Court’s judgment is complex and requires careful consideration. We will set out our next steps in due course.

The Government is committed to meeting the aim of doubling cycling by 2025, as set out in the statutory 2017 Cycling and Walking Investment Strategy, and to ensuring that sufficient funding is available for this. A significant proportion of the £5 billion will therefore be allocated to cycling and walking, with further details to be announced at the forthcoming Budget and Spending Review.

The research has been completed and the Department is planning to publish the technical report, which summarises the key evidence considered, alongside the first report on progress made towards delivering the aims and ambitions set out in the Cycling and Walking Investment Strategy (CWIS). The levels of investment for cycling and walking in future years will be matters for the forthcoming Budget and Spending Review, further details of which will be announced in due course.

The Airports National Policy Statement sets out that there is a need to increase airport capacity in the South East of England by 2030 by constructing one new runway and that this need is best met by the Northwest Runway scheme at Heathrow Airport.

Heathrow Airport Limited (HAL) have confirmed that they intend to submit an application for development consent in 2020 which, if approved by the Secretary of State, following a report from the Planning Inspectorate, would allow for the construction and the opening of a third runway between early 2028 and late 2029.

Given that the delivery of any major infrastructure scheme is subject to uncertainty, prior to the designation of the Airports National Policy Statement, the Department for Transport undertook scenario and sensitivity testing which included an assessment of the impacts of a two-year delay on the delivery of the three schemes shortlisted by the Airports Commission, this was from 2025 in the case of Gatwick Airport and 2026 in the case of the two Heathrow schemes. The case for the Northwest Runway was not materially changed by such a delay. Furthermore, such a delay would serve to similarly reduce the schemes’ disbenefits, partially offsetting the reduction in direct economic benefits.

The Airports National Policy Statement was designated, following a vote in the House of Commons, in accordance with the Planning Act 2008 (the Act). The Act recognises that once a national policy statement has been designated, there may be a change in circumstances on the basis of which the policy was decided.

Section 6 of the Act imposes a duty on the Secretary of State to review each national policy statement whenever they think it appropriate to do so. Under the Act, in considering whether or not to review a national policy statement the Secretary of State must consider: 1) whether there has been a ‘significant change’ in any circumstances on the basis of which any of the policy set out in the national policy statement was decided; 2) whether this change was not anticipated; and, 3) whether the policy would have been materially different if that change had been anticipated (“section 6 considerations”). After review, a Secretary of State must either: 1) amend, 2) withdraw, or 3) leave the national policy statement as it is.

Ultimately, the decision on when, if ever, to review is a matter of judgement for the Secretary of State, who will consider any changes in the evidence base as part of the section 6 considerations.

Expansion at Heathrow is conditional on the implementation of a robust set of noise mitigations. These requirements are set out in the Airports National Policy Statement, which was designated following a vote in the House of Commons and include: minimising noise impacts so they are no greater than 2013 levels, a noise envelope, more predictable periods of respite and an expected ban of 6.5 hours on scheduled night flights.

It is now for an applicant for development consent to demonstrate to the Planning Inspectorate, with input from statutory consultees, that it can meet these requirements through a detailed assessment of all environmental impacts of their scheme, including demonstrating that noise mitigation measures will be effective.

The government continues to keep evidence on noise impacts under review through its expert group, the Interdepartmental Group on Costs and Benefits of Noise (IGCB(N)), and will consider carefully any recommendations from this process.

The Airports National Policy Statement sets out that it is for an applicant to demonstrate how it will improve surface access and mitigate the impacts of expansion at Heathrow. The expansion of Heathrow Airport will be fully funded and delivered by the private sector.

The proposed western rail link and southern access schemes to Heathrow are separate projects, which are subject to their own business cases. Where there are significant non-airport public user benefits from changes and enhancements to the infrastructure and services, the Government has made clear it would consider making a funding contribution to reflect these.

Transport in London is devolved and the responsibility of the Mayor and Transport for London. Decisions relating to River Thames operations and transport services are for the Mayor to take. The Department is always keen to see proposals for improved use of the Thames for passengers and freight traffic.

In accordance with the Cabinet Office guidance on consultation principles, the Maritime and Coastguard Agency (MCA) conducted two public consultations on the implementation of the review of standards for older passenger ships from 6 November 2018 to 29 January 2019 and 29 May 2019 to 10 July 2019, and received 75 and 52 responses respectively. The consultations were published on gov.uk and notified extensively to stakeholders.

In addition, the MCA engaged widely with stakeholders through the Domestic Passenger Ship Steering Group, and held five workshops with industry on the proposals, three during 2016, another in 2018 and a further one in 2019.

The Port of London Authority (PLA) is the navigation authority for the tidal Thames. The Department for Transport therefore does not hold data on vessel movements on the Thames or intermodal connections.

The Port of London Authority (PLA) is the navigation authority for the tidal Thames. Vessel speed and frequency do not fall under the remit of the Department for Transport therefore no such assessments have been made.

Requests from exemptions against safety standards are considered on a case by case basis. Under proposed legislation for older passenger vessels, no new damage stability requirements are expected to be applied to older domestic passenger vessels which operate exclusively on non-tidal Category C Waters.

On tidal Category C waters, owners will be able to apply for exemptions against any new damage stability requirements if they can produce a risk assessment which demonstrates that their area of operation is one of low operational risk. These will also be considered on a case by case basis.

Any payment of capital from the Windrush Compensation Scheme or the Windrush Exceptional Payments Scheme will be disregarded indefinitely for the calculation of capital in Universal Credit and other means-tested benefits.

Where a claimant has capital over £16,000 we will contact them to understand their circumstances and determine eligibility. If this money is to be used for business or tax purposes, it will not be counted towards their capital, but they may be asked to prove that the money is for these purposes.

No formal assessment has been made.

However, the National Diabetes Audit provides data on completion of key care processes for diabetic patients, including blood tests. It shows that between 2016 and 2020 we saw significant improvement in the completion of these processes. As a result of the pandemic, we have seen a reduction in face to face checks. However, we are providing £2 billion to address the backlog in all services.

To increase the volume of diagnostic activity such as blood tests and reduce patient waiting times, we have committed £2.3 billion for diagnostics over the next three years. This will fund the establishment of at least 100 community diagnostic centres by 2024-25, helping clear the backlog of patients waiting for clinical tests. This is in addition to the £325 million allocated this year for improving National Health Service diagnostics.

A pilot scheme to enable some United Kingdom residents vaccinated overseas to demonstrate their vaccination status through the NHS COVID Pass will be launched in England from the end of September. Further development will be undertaken once the pilot is underway.

I refer the hon. Member to the answer I gave to the hon. Member for Battersea (Marsha De Cordova MP) on 14 June to Question 10629.

I refer the hon. Member to the answer I gave to the hon. Member for Battersea (Marsha De Cordova MP) on 14 June to Question 10629.

It has not proved possible to respond to the hon. Member in the time available before prorogation.

We have been clear that learning disability should never be a reason for a Do Not Attempt Cardio-Pulmonary Resuscitation (DNACPR) decision and that blanket DNACPR decisions are completely inappropriate.

NHS England and NHS Improvement have issued a number of joint statements to health and care providers reiterating that DNACPR decisions must not be applied in a blanket fashion to any group. The 2020/21 General Medical Services Contract Quality and Outcomes Framework now includes a requirement for all DNACPR decisions for people with a learning disability to be reviewed. We continue to monitor the situation and have asked organisations representing people with learning disabilities to inform us where cases of inappropriate DNACPR practice are identified so that these can be investigated.

In October 2020 the Department asked the Care Quality Commission to review how Do Not Attempt Cardiopulmonary Resuscitation (DNACPR) decisions were used throughout the COVID-19 pandemic and whether they had been inappropriately applied. Interim findings were published on 3 December 2020, with a final report due shortly.

The review will consider how these decisions were made across all health and care settings and will inform national learning and good practice development as the nation continues to respond to the pandemic.

While tests are not labelled as ‘missing’, the Test and Trace team within the Department collects the number of tests which have been booked but not processed. This includes home test kits which have not been returned; test site appointments which were booked but not attended; and other reasons.

The latest data for void/unknown results for tests conducted from 28 May 2020 to 17 February 2021 is available at the following link:

https://www.gov.uk/government/publications/nhs-test-and-trace-england-statistics-11-february-to-17-february-2021

We do not hold the data in the format requested.

Public Health England do not collect this data.

We do not publish data in the format requested.

Weekly data on the number of results unsuccessfully or not yet communicated after repeat attempts is available at the following link:

https://www.gov.uk/government/publications/nhs-test-and-trace-england-statistics-4-february-to-10-february-2021

The Joint Committee on Vaccination and Immunisation (JCVI) consists of independent experts who advise the Government on which vaccine/s the United Kingdom should use and provide advice on prioritisation at a population level. The JCVI has advised that the vaccine should be given to care home residents and staff, followed by people over 80 years old and health and social care workers.

We recognise the vital role unpaid carers play in caring for vulnerable individuals. The JCVI recommends that carers who are in receipt of Carer’s Allowance or are the main carer of an elderly or disabled person whose welfare may be at risk if the carer contracted COVID-19, should be included in Priority group 6 alongside people with underlying health conditions.

We have sufficient vaccine for over 30 million people to be vaccinated in England this winter, this includes additional stock procured by the Department to increase uptake in existing groups and extend the programme to new cohorts including those aged 50 to 64 years.

General practitioners and pharmacists are directly responsible for ordering flu vaccine from suppliers which are used to deliver the national flu programme to adults, with deliveries phased through the season. Priority should be given to those who are most at risk to the effects of flu, including those aged over 65, and health and social care workers. The seasonal flu programme will be extended to those aged 50 to 64 years later in the season, following prioritisation of those in higher risk groups. There will be further communication on extending the programme later in the season.

We have sufficient vaccine for over 30 million people to be vaccinated in England this winter, this includes additional stock procured by the Department to increase uptake in existing groups and extend the programme to new cohorts including those aged 50 to 64 years.

General practitioners and pharmacists are directly responsible for ordering flu vaccine from suppliers which are used to deliver the national flu programme to adults, with deliveries phased through the season. Priority should be given to those who are most at risk to the effects of flu, including those aged over 65, and health and social care workers. The seasonal flu programme will be extended to those aged 50 to 64 years later in the season, following prioritisation of those in higher risk groups. There will be further communication on extending the programme later in the season.

Regional NHS England and NHS Improvement teams involve all relevant local stakeholders in the planning and delivery of the flu programme each season including representatives from local authorities. The Directors of Public Health and their teams in each local authority, are included in discussions about the annual flu programme and receive regular updates and assurance in relation to flu vaccination uptake for their local population.

The National Health Service and the wider scientific community are currently working to better understand the disease course of COVID-19 infection, including the prevalence, severity and duration of symptoms, and how best to support recovery.

The NHS is working to expand access to COVID-19 rehabilitation treatments for those who have survived the virus but still have problems with breathing, mental health problems or other longer-term complications. As part of this, in July the NHS launched the Your COVID Recovery service, a personalised programme to support the recovery of people who have been in hospital or suffered at home with the virus. The Seacole Centre in Surrey has also recently opened to provide rehabilitative care to those recovering from the virus.

A major United Kingdom research study into the long-term health impacts of COVID-19 on hospitalised patients has been launched, which will inform future NHS service design and provision.

The National Health Service and the wider scientific community are currently working to better understand the disease course of COVID-19 infection, including the prevalence, severity and duration of symptoms, and how best to support recovery.

The NHS is working to expand access to COVID-19 rehabilitation treatments for those who have survived the virus but still have problems with breathing, mental health problems or other longer-term complications. As part of this, in July the NHS launched the Your COVID Recovery service, a personalised programme to support the recovery of people who have been in hospital or suffered at home with the virus. The Seacole Centre in Surrey has also recently opened to provide rehabilitative care to those recovering from the virus.

A major United Kingdom research study into the long-term health impacts of COVID-19 on hospitalised patients has been launched, which will inform future NHS service design and provision.

We do not publish data by test site. We publish data in relation to overall COVID-19 testing on a daily basis. This can be found at GOV.UK.

Those who have not received a result within 72 hours can call the 119 Coronavirus Testing Contact Centre where operators can take their details and lodge a results investigation on their behalf.

Public Health England (PHE) does not record data on the number of COVID-19 test results that have been lost under either pillar 1 or the Government’s wider testing programme. PHE laboratories have processes in place to ensure that any results entered onto PHE systems with incorrect details for either the requestor (such as a clinician in a hospital) or the patient are identified and dealt with.

Public Health England has made no assessment of the effect of ultrafine particles (UFP) from aircraft on the health of the population of London and the Home Counties.

The Department for Environment, Food and Rural Affairs’ Air Quality Expert Group published a report in 2018, which included a brief overview of the health concerns related to ambient UFP, but not specifically deriving from aircraft. The overview, which draws upon evidence reviewed by the World Health Organization and the Health Effects Institute concluded that there is currently limited evidence on the effects on health of UFP. The report can be viewed at the following link:

https://uk-air.defra.gov.uk/assets/documents/reports/cat09/1807261113_180703_UFP_Report_FINAL_for_publication.pdf

HM Treasury ministers have responsibility for tax policy.

Ahead of the end of the transition period, the Government has announced the VAT and excise duty treatment of goods purchased by individuals for personal use and carried in their luggage arriving from or going overseas (passengers). The following rules will apply from 1 January 2021:

- Passengers travelling from Great Britain to any destination outside the United Kingdom (UK) will be able to purchase duty-free excise goods once they have passed security controls at ports, airports, and international rail stations.

- Personal allowances will apply to passengers entering Great Britain from a destination outside of the UK, with alcohol allowances significantly increased.

- The VAT Retail Export Scheme (RES) in Great Britain will not be extended to EU residents and will be withdrawn for all passengers.

- The concessionary treatment on tax-free sales for non-excise goods will be removed across the UK.

The Government published a consultation which ran from 11 March to 20 May. During this time the Government held a number of virtual meetings with industry stakeholders to hear their views and received 73 responses to the consultation. The Government is also continuing to meet and discuss the changes with a variety of stakeholders, including other Government departments, following the announcement of these policies.

The detailed rationale for these changes are included in the written ministerial statement and summary of responses to the recent consultation: https://questions-statements.parliament.uk/written-statements/detail/2020-09-11/hcws448 and https://www.gov.uk/government/consultations/a-consultation-on-duty-free-and-tax-free-goods-carried-by-passengers. A technical note has also been issued to stakeholders to expand on this document and to respond to issues raised by stakeholders.

The concessionary treatment on tax-free airside sales currently affects airports that fly to non-EU destinations. The extension of duty-free sales to EU bound passengers will be a significant boost to all airports in England, Scotland and Wales, including smaller regional airports which have not been able to offer duty-free to the EU before.

On 25 November the independent Office for Budget Responsibility (OBR) set out their assessment of the fiscal impact of the withdrawal of the tax-free schemes.

Factoring in a higher-than-usual elasticity of 1.9 to account for spending on luxury goods, the OBR estimate that the withdrawal of the VAT RES will result in a significant direct Exchequer saving of around £400 million per year, once passenger numbers recover from the impacts of Covid-19. Based on the 1.2 million users of the scheme who received a refund in 2019, this includes an assumption that approximately 20,000 – 30,000 fewer tourists visit Great Britain a year. That is 0.07% of the 40 million visitors to the UK in 2019.

The OBR estimate that the withdrawal of tax-free airside sales will raise approximately £170 million per year for the Exchequer, after behavioural responses are taken into account and passenger numbers recover from the impacts of Covid-19.

The OBR also looked at this package in the round when assessing the indirect impact on the economy – including the effects of extending duty-free sales – alongside the substantial support provided to the economy and retail industry.

The Government also recognises the challenges the aviation sector is facing as it recovers from the impacts of Covid-19 and has supported the sector throughout the pandemic, and continues to do so, including schemes to raise capital, flexibilities with tax bills, and financial support for employees.

HM Treasury ministers have responsibility for tax policy.

Ahead of the end of the transition period, the Government has announced the VAT and excise duty treatment of goods purchased by individuals for personal use and carried in their luggage arriving from or going overseas (passengers). The following rules will apply from 1 January 2021:

- Passengers travelling from Great Britain to any destination outside the United Kingdom (UK) will be able to purchase duty-free excise goods once they have passed security controls at ports, airports, and international rail stations.

- Personal allowances will apply to passengers entering Great Britain from a destination outside of the UK, with alcohol allowances significantly increased.

- The VAT Retail Export Scheme (RES) in Great Britain will not be extended to EU residents and will be withdrawn for all passengers.

- The concessionary treatment on tax-free sales for non-excise goods will be removed across the UK.

The Government published a consultation which ran from 11 March to 20 May. During this time the Government held a number of virtual meetings with industry stakeholders to hear their views and received 73 responses to the consultation. The Government is also continuing to meet and discuss the changes with a variety of stakeholders, including other Government departments, following the announcement of these policies.

The detailed rationale for these changes are included in the written ministerial statement and summary of responses to the recent consultation: https://questions-statements.parliament.uk/written-statements/detail/2020-09-11/hcws448 and https://www.gov.uk/government/consultations/a-consultation-on-duty-free-and-tax-free-goods-carried-by-passengers. A technical note has also been issued to stakeholders to expand on this document and to respond to issues raised by stakeholders.

The concessionary treatment on tax-free airside sales currently affects airports that fly to non-EU destinations. The extension of duty-free sales to EU bound passengers will be a significant boost to all airports in England, Scotland and Wales, including smaller regional airports which have not been able to offer duty-free to the EU before.

On 25 November the independent Office for Budget Responsibility (OBR) set out their assessment of the fiscal impact of the withdrawal of the tax-free schemes.

Factoring in a higher-than-usual elasticity of 1.9 to account for spending on luxury goods, the OBR estimate that the withdrawal of the VAT RES will result in a significant direct Exchequer saving of around £400 million per year, once passenger numbers recover from the impacts of Covid-19. Based on the 1.2 million users of the scheme who received a refund in 2019, this includes an assumption that approximately 20,000 – 30,000 fewer tourists visit Great Britain a year. That is 0.07% of the 40 million visitors to the UK in 2019.

The OBR estimate that the withdrawal of tax-free airside sales will raise approximately £170 million per year for the Exchequer, after behavioural responses are taken into account and passenger numbers recover from the impacts of Covid-19.

The OBR also looked at this package in the round when assessing the indirect impact on the economy – including the effects of extending duty-free sales – alongside the substantial support provided to the economy and retail industry.

The Government also recognises the challenges the aviation sector is facing as it recovers from the impacts of Covid-19 and has supported the sector throughout the pandemic, and continues to do so, including schemes to raise capital, flexibilities with tax bills, and financial support for employees.

Treasury Ministers and officials meet with a wide range of stakeholders across sectors as part of ongoing policy development and implementation.

Ministers and officials from the Department for Transport are in regular contact with airlines, airports and unions to understand the impact that COVID-19 is having on the sector and its workers.

Due to commercial sensitivity, the Government cannot comment on individual companies.

The Government recognises the challenging times facing the aviation industry as a result of COVID-19. Firms experiencing difficulties as a result of COVID-19 can draw upon the unprecedented package of measures announced by the Chancellor, including schemes to raise capital, flexibilities with tax bills, and financial support for employees. The aerospace sector and its aviation customers are being supported with over £8.5 billion support through the Bank of England’s Covid Corporate Financing Facility, grants for research and development, loan guarantees and support for aerospace exports.

To ensure that firms are encouraged to keep employees as demand returns, the Chancellor announced the Job Retention Bonus in the Plan for Jobs on 8 July.

Alongside other conditions, to be eligible, the employees for which the employer will receive the grant will need to have been continuously employed until 31 January 2021 and still be employed by the same employer as of 31 January 2021. Employees cannot be serving a contractual or statutory notice period, that started before 1 February 2021, for the employer making a claim.

Full guidance about the Job Retention Bonus will be published at the end of September.

The Government is currently reviewing the Green Book - the government’s core guidance on how to develop and appraise schemes against government objectives – to ensure it is consistent with the Government’s ambition to level-up opportunity across the United Kingdom.

The economic case within the Green Book is concerned with social value. It requires all impacts – social, environmental, economic, financial etc. – to be assessed relative to what would have taken place in absence of intervention, referred to in the Green Book as business as usual. The relevant costs and benefits are those for UK society overall, not just to the public sector or originating institution.

As part of the review, the Chancellor set out at the Budget earlier this year that the government is keen to ensure that government spending is not just narrowly focused on where it will bring the highest immediate return, but also on where it may unlock the productive potential of an area and achieve broader long-term benefits.

The review is looking to enhance the strategic development and assessment of projects, consider how to assess and present local impacts, and looking to develop new analytical methods for place-based interventions.

An updated Green Book will be published later in the year, and early findings will inform the Spending Review in Autumn.

To ensure that the firms are encouraged to keep employees as demand returns, the Chancellor announced the Job Retention Bonus in the Plan for Jobs on 8 July.

To be eligible, the employees for which the employer will receive the grant will need to:

• Earn above the Lower Earnings Limit (£520 per month) on average in November, December and January and be paid in each month; and

• Have been furloughed at any point and successfully claimed for under the CJRS; have been continuously employed until 31 January 2021 and still be employed by the same employer as of 31 January 2021

Further detail on the Job Retention Bonus will be available at the end of the month and full guidance will be available in the Autumn.

To ensure that the firms are encouraged to keep employees as demand returns, the Chancellor announced the Job Retention Bonus in the Plan for Jobs on 8 July.

To be eligible, the employees for which the employer will receive the grant will need to:

• Earn above the Lower Earnings Limit (£520 per month) on average in November, December and January and be paid in each month; and

• Have been furloughed at any point and successfully claimed for under the CJRS; have been continuously employed until 31 January 2021 and still be employed by the same employer as of 31 January 2021

Further detail on the Job Retention Bonus will be available at the end of the month and full guidance will be available in the Autumn.

Employment status is straightforward for the vast majority of people. HM Revenue and Customs (HMRC) developed the Check Employment Status for Tax (CEST) tool in 2017 in conjunction with tax specialists, contractors, and other stakeholders, to support businesses in applying the off-payroll working rules correctly. CEST was further enhanced in November 2019.

In the vast majority of uses, CEST will determine whether the engagement is employed or self-employed for tax purposes. For those more complex or finely balanced cases where CEST produces an undetermined outcome, HMRC provide detailed guidance and dedicated support, including in the Employment Status Manual: https://www.gov.uk/government/publications/employment-status-manual. HMRC will stand by CEST’s results provided accurate and correct information is used, in accordance with HMRC's guidance.

HMRC developed the Check Employment Status for Tax (CEST) online tool to help organisations and individuals determine employment status for tax and decide whether the off-payroll working rules apply.

The CEST service was developed in conjunction with tax specialists, contractors and other stakeholders. It was rigorously tested against established case law and settled cases to ensure it provides accurate results in line with current binding judgments. In the vast majority of uses, CEST will determine whether the engagement is employed or self-employed for tax purposes. HMRC will stand by CEST’s results provided accurate and correct information is used, in accordance with HMRC’s guidance.

In November 2019, HMRC launched an enhanced version of CEST, having worked with over 300 stakeholders to identify improvements. The tool’s enhancements included making questions and the results clearer, increasing the number of questions to provide a more thorough assessment, and building in features to reduce user errors.

Since launch, HMRC have monitored customer feedback and have updated the tool’s language where this improves the customer experience. This includes providing additional help text and links to off-payroll guidance in HMRC’s Employment Status Manual. HMRC are continuing to monitor feedback with a view to making future usability updates.

HMRC developed the Check Employment Status for Tax (CEST) online tool to help organisations and individuals determine employment status for tax and decide whether the off-payroll working rules apply.

The CEST service was developed in conjunction with tax specialists, contractors and other stakeholders. It was rigorously tested against established case law and settled cases to ensure it provides accurate results in line with current binding judgments. In the vast majority of uses, CEST will determine whether the engagement is employed or self-employed for tax purposes. HMRC will stand by CEST’s results provided accurate and correct information is used, in accordance with HMRC’s guidance.

In November 2019, HMRC launched an enhanced version of CEST, having worked with over 300 stakeholders to identify improvements. The tool’s enhancements included making questions and the results clearer, increasing the number of questions to provide a more thorough assessment, and building in features to reduce user errors.

Since launch, HMRC have monitored customer feedback and have updated the tool’s language where this improves the customer experience. This includes providing additional help text and links to off-payroll guidance in HMRC’s Employment Status Manual. HMRC are continuing to monitor feedback with a view to making future usability updates.

HMRC developed the Check Employment Status for Tax (CEST) online tool to help organisations and individuals determine employment status for tax and decide whether the off-payroll working rules apply.

The CEST service was developed in conjunction with tax specialists, contractors and other stakeholders. It was rigorously tested against established case law and settled cases to ensure it provides accurate results in line with current binding judgments. In the vast majority of uses, CEST will determine whether the engagement is employed or self-employed for tax purposes. HMRC will stand by CEST’s results provided accurate and correct information is used, in accordance with HMRC’s guidance.

In November 2019, HMRC launched an enhanced version of CEST, having worked with over 300 stakeholders to identify improvements. The tool’s enhancements included making questions and the results clearer, increasing the number of questions to provide a more thorough assessment, and building in features to reduce user errors.

Since launch, HMRC have monitored customer feedback and have updated the tool’s language where this improves the customer experience. This includes providing additional help text and links to off-payroll guidance in HMRC’s Employment Status Manual. HMRC are continuing to monitor feedback with a view to making future usability updates.

HMRC developed the Check Employment Status for Tax (CEST) online tool to help organisations and individuals determine employment status for tax and decide whether the off-payroll working rules apply.

The CEST service was developed in conjunction with tax specialists, contractors and other stakeholders. It was rigorously tested against established case law and settled cases to ensure it provides accurate results in line with current binding judgments. In the vast majority of uses, CEST will determine whether the engagement is employed or self-employed for tax purposes. HMRC will stand by CEST’s results provided accurate and correct information is used, in accordance with HMRC’s guidance.

In November 2019, HMRC launched an enhanced version of CEST, having worked with over 300 stakeholders to identify improvements. The tool’s enhancements included making questions and the results clearer, increasing the number of questions to provide a more thorough assessment, and building in features to reduce user errors.

Since launch, HMRC have monitored customer feedback and have updated the tool’s language where this improves the customer experience. This includes providing additional help text and links to off-payroll guidance in HMRC’s Employment Status Manual. HMRC are continuing to monitor feedback with a view to making future usability updates.

All unexpired biometric residence cards held by any non-EEA nationals with pre settled or settled status under the EU Settlement Scheme, are valid for travel to and entry into the UK when presented with a valid passport.

Individuals issued with cards which have expired can apply to replace them free of charge.

Visa nationals who travel outside the UK will need a document, such as an unexpired biometric residence card, for travel purposes before returning to the UK.

Individuals will not be required to prove they hold pre settled or settled status at the UK border. However, anyone who has been issued with a biometric residence card should present it if they are required to see a Border Force Officer in order to avoid delays.

All unexpired biometric residence cards held by any non-EEA nationals with pre settled or settled status under the EU Settlement Scheme, are valid for travel to and entry into the UK when presented with a valid passport.

Individuals issued with cards which have expired can apply to replace them free of charge.

Visa nationals who travel outside the UK will need a document, such as an unexpired biometric residence card, for travel purposes before returning to the UK.

Individuals will not be required to prove they hold pre settled or settled status at the UK border. However, anyone who has been issued with a biometric residence card should present it if they are required to see a Border Force Officer in order to avoid delays.

The Home Office have provided a funding offer to support all local authorities who have bridging accommodation in their areas. For example, to provide enrolment in schools, integration into the community, handling of donations and registering with GPs.

Frequent and regular engagement is continuing between Home Office officials and Local Authorities with bridging hotels.

The Home Office worked closely with Voluntary Sectors Communities Emergency Partnership to provide crisis support in the first few weeks supporting Afghans just arriving into the UK and settling into local communities.

We are grateful for the continued support of Local Authorities, voluntary organisations and all those involved in the joint efforts as we work in partnership to fulfil our moral duty to those who have fled Afghanistan, many of whom have stood shoulder to shoulder with our armed forces and now seek a new life in the UK but ask local authorities who are able to consider what additional support they can provide so that all evacuated Afghans can be resettled.

The most recent meeting of the National Vehicle Crime Working Group took place on 20 September 2021. The Working Group is chaired by the National Police Chiefs’ Council lead for vehicle crime, ACC Jenny Sims.

The Government is committed to tackling the theft of catalytic converters, working closely with police and motor manufacturers through the National Vehicle Crime Working Group, established by the National Police Chiefs’ Council lead for vehicle crime and overseen by the Government’s Crime and Justice Taskforce, to determine what more can be done. The Metropolitan Police Service (MPS) is represented on the Working Group, and discussions between the Home Office and MPS are ongoing about local policing operations.

In December 2017, the Home Office published a review of the Scrap Metal Dealers Act 2013. The review took into account views from a range of interested parties and found the measures in the 2013 Act had been effective in addressing metal theft and should be retained. A copy of the review is available here: https://www.gov.uk/government/publications/review-of-the-scrap-metal-dealers-act-2013.

Enforcement of the 2013 Act is key to tackling this crime. The Government funded the set-up of the National Infrastructure Crime Reduction Partnership (NICRP), which ensures national co-ordination of policing and law enforcement partners to tackle metal theft, including the theft of catalytic converters. The partnership has provided training to law enforcement and other partner agencies, shares intelligence to target offenders, and implements crime prevention measures. The British Transport Police, through the NICRP, has conducted two national weeks of actions, which resulted in 64 arrests, over 1,400 stopped vehicles and over 1,000 catalytic converters and other items of stolen property were recovered.

The Government is committed to tackling the theft of catalytic converters, working closely with police and motor manufacturers through the National Vehicle Crime Working Group, established by the National Police Chiefs’ Council lead for vehicle crime and overseen by the Government’s Crime and Justice Taskforce, to determine what more can be done. The Metropolitan Police Service (MPS) is represented on the Working Group, and discussions between the Home Office and MPS are ongoing about local policing operations.

In December 2017, the Home Office published a review of the Scrap Metal Dealers Act 2013. The review took into account views from a range of interested parties and found the measures in the 2013 Act had been effective in addressing metal theft and should be retained. A copy of the review is available here: https://www.gov.uk/government/publications/review-of-the-scrap-metal-dealers-act-2013.

Enforcement of the 2013 Act is key to tackling this crime. The Government funded the set-up of the National Infrastructure Crime Reduction Partnership (NICRP), which ensures national co-ordination of policing and law enforcement partners to tackle metal theft, including the theft of catalytic converters. The partnership has provided training to law enforcement and other partner agencies, shares intelligence to target offenders, and implements crime prevention measures. The British Transport Police, through the NICRP, has conducted two national weeks of actions, which resulted in 64 arrests, over 1,400 stopped vehicles and over 1,000 catalytic converters and other items of stolen property were recovered.

The Government is committed to tackling the theft of catalytic converters, working closely with police and motor manufacturers through the National Vehicle Crime Working Group, established by the National Police Chiefs’ Council lead for vehicle crime and overseen by the Government’s Crime and Justice Taskforce, to determine what more can be done. The Metropolitan Police Service (MPS) is represented on the Working Group, and discussions between the Home Office and MPS are ongoing about local policing operations.

In December 2017, the Home Office published a review of the Scrap Metal Dealers Act 2013. The review took into account views from a range of interested parties and found the measures in the 2013 Act had been effective in addressing metal theft and should be retained. A copy of the review is available here: https://www.gov.uk/government/publications/review-of-the-scrap-metal-dealers-act-2013.

Enforcement of the 2013 Act is key to tackling this crime. The Government funded the set-up of the National Infrastructure Crime Reduction Partnership (NICRP), which ensures national co-ordination of policing and law enforcement partners to tackle metal theft, including the theft of catalytic converters. The partnership has provided training to law enforcement and other partner agencies, shares intelligence to target offenders, and implements crime prevention measures. The British Transport Police, through the NICRP, has conducted two national weeks of actions, which resulted in 64 arrests, over 1,400 stopped vehicles and over 1,000 catalytic converters and other items of stolen property were recovered.

The Home Office keeps fees for immigration and nationality applications under review and ensure they are within the parameters agreed with HM Treasury and Parliament, as set out in Section 68 (9) of the Immigration Act 2014 which can be viewed via the following link:

(http://www.legislation.gov.uk/ukpga/2014/22/section/68).

The Home Office does not hold the information in the format requested. We do not have a separate code or field for fees collected for naturalisation as British Citizens.

Immigration statistic, with volumes of applicants, are available at

Immigration statistics data tables, year ending December 2020 - GOV.UK (www.gov.uk).

Total visa and immigration income data is published annually in the Home Office Annual Report and Accounts. See page 152 of the Home Office 2019-20 Annual Report and Accounts for the most recent disclosure of visa and immigration income.

Home Office annual report and accounts 2019 - 2020 (publishing.service.gov.uk)

The global travel and health restrictions in the first lockdown impacted our application processes, especially the temporary closure of our biometric collection centres in the UK.

Subsequently, biometric capture services reopened in a phased and socially-distanced way and alongside this UKVI began reusing existing fingerprint biometrics for individuals where possible.

Her Majesty’s Passport Office is increasing capacity for processing passport applications, while continuing to operate in line with public health advice and social distancing guidelines.

This includes the development of a new system which substantially increases the ability to process applications from home and occupying additional government office space to increase the number able to come into work.

Her Majesty’s Passport Office has continued to operate throughout the coronavirus pandemic, however it had to scale back its work as a result of changed working practices designed to keep both customers and staff safe.

During this difficult time HM Passport Office has prioritised urgent and compassionate cases and is now working hard to get back to full capacity as soon as it is able to do so in line with public health guidance.

The new Commercial, Business and Service use class (E) came into effect from 1 September 2020 to provide greater flexibility for business and service uses. An application for change of use within the Use Class is not required. We do not have data on changes between uses within E class.

We have introduced a fee of £100 per dwellinghouse in respect of this right. We have not included a £5,000 cap on fees as originally proposed.

The information is not held in the format requested and could only be provided at disproportionate cost.

The information is not held in the format requested and could only be provided at disproportionate cost.

The new policy in relation to Article 4 directions came into immediate effect on 1 July 2021. The National Planning Policy Framework was updated with the new wording on 20 July 2021.

The Department does not hold information on the information requested.

It is for each local authority to consider how best the land in its area should be used, and to plan accordingly, and to identify and publish in its Brownfield Register those sites it finds suitable for housing-led redevelopment.

My Department did not hold any direct discussions with the Local Government Association on the proposed changes to Article 4 direction policy. The Local Government Association responded to our consultation on proposed changes. Following publication of the new Article 4 direction policy, officials have engaged with the Planning Advisory Service and with individual local authorities on the implementation of the new policy.

My Department carried out an analysis of the implications of the changes in the policy for Article 4 directions, in order to comply with the public sector equality duty, as required by s149 of the Equality Act 2010.

We have today published the response to the National Planning Policy Framework (NPPF) and National Model Design Code consultation. The updated NPPF has been published at https://www.gov.uk/guidance/national-planning-policy-framework and the response to the consultation is available at: https://www.gov.uk/government/consultations/national-planning-policy-framework-and-national-model-design-code-consultation-proposals.

We received more than 44,000 responses to our consultation on the Planning for the Future While Paper. It is important that we safeguard personal data, and while we do not intend to publish individual responses, we will produce a summary of the views received when we respond in full to the consultation later this year.

We will be publishing a full response to the Planning for the Future White Paper.

The Department is committed to seeking and listening to people's views. Consultations are an important part of how we do this. Thousands of people have responded to our consultations in the past year, including more than 44,000 responses to the Planning for the Future consultation.

Like other Departments that have invested in making it easier for citizens to play a part in policy-making, such as the Ministry of Justice, from January 2021 we began using the Citizen Space platform for consultation activities. Citizen Space makes public participation easier and simpler for respondents. We are also publishing our responses online and Citizen Space will make this even easier. People expect excellent digital services from government. Using Citizen Space is helping us to ensure this is true of participating in consultations.

The Government remains fully committed to the reform of environmental assessment as a key aspect of the upcoming changes to the planning system which it is taking forward following the Planning for the Future White paper, and the National Infrastructure Strategy.

The 'Planning for the Future' White Paper received a very high level of engagement and we are now in the process of analysing the feedback received. We are taking forward the work to develop a new environment assessment framework as part of that process. Further updates will be provided shortly.

The reformed approach to environmental assessment will be more accessible, easier to understand, simpler to execute and with fewer unnecessary delays. At the same time, the Government has been clear that this reformed system will maximise environmental benefits, recognising the importance of our domestic and international obligations for environmental protection.

Responses to the consultation recognised the need for local authorities to consider any implications of the permitted development right by way of a prior approval application. This will require local planning authority resources and should therefore be subject to an appropriate fee.

We aim to publish an Impact Assessment on the measures as soon as possible in accordance with the Small Business, Enterprise and Employment Act 2015. It will be a full regulatory Impact Assessment.

Responses to the consultation recognised the need for local authorities to consider any implications of the permitted development right by way of a prior approval application. This will require local planning authority resources and should therefore be subject to an appropriate fee.

We aim to publish an Impact Assessment on the measures as soon as possible in accordance with the Small Business, Enterprise and Employment Act 2015. It will be a full regulatory Impact Assessment.

Responses to the consultation recognised the need for local authorities to consider any implications of the permitted development right by way of a prior approval application. This will require local planning authority resources and should therefore be subject to an appropriate fee.

We aim to publish an Impact Assessment on the measures as soon as possible in accordance with the Small Business, Enterprise and Employment Act 2015. It will be a full regulatory Impact Assessment.

Responses to the consultation recognised the need for local authorities to consider any implications of the permitted development right by way of a prior approval application. This will require local planning authority resources and should therefore be subject to an appropriate fee.

We aim to publish an Impact Assessment on the measures as soon as possible in accordance with the Small Business, Enterprise and Employment Act 2015. It will be a full regulatory Impact Assessment.

The Department does not collect data on numbers of dwellings granted planning permission by local authority. Numbers of residential planning applications granted and numbers of housing completions at local authority level are publicly available on Gov.uk.

The Department does not collect data on numbers of dwellings granted planning permission by local authority. Numbers of residential planning applications granted and numbers of housing completions at local authority level are publicly available on Gov.uk.

The Department does not collect data on numbers of dwellings granted planning permission by local authority. Numbers of residential planning applications granted and numbers of housing completions at local authority level are publicly available on Gov.uk.

The Department does not collect data on numbers of dwellings granted planning permission by local authority. Numbers of residential planning applications granted and numbers of housing completions at local authority level are publicly available on Gov.uk.

The Department does not collect data on numbers of dwellings granted planning permission by local authority. Numbers of residential planning applications granted and numbers of housing completions at local authority level are publicly available on Gov.uk.

The consultation on the Planning for the Future White Paper closed in October 2020, and received around 44,000 responses – demonstrating just how important this is to people.

Given the number of responses, we are taking time to carefully consider the valuable feedback we received. We will publish the Government response to the White Paper ahead of introducing the Planning Bill to Parliament.

On 25 January we announced £23.75 million funding through the Community Champions Scheme to 60 councils and voluntary groups across England - to expand work to support those most at risk from COVID-19.

Participating local authorities will be providing monitoring monthly reporting from March 2021, which will be used to assess the scope and reach of the Community Champions programme.

We will learn from the current scheme and assess the case for any further funding.

My officials undertook a series of stakeholder engagement events to test design and methodology and continue to work with the local authorities to ensure sharing of learning.

Conversations were held with a group of chief executives and senior level council leaders, including representatives from councils in London, and we have spoken to the sector including the Local Government Association. We also spoke with wider representative across London and Manchester, including the Combined Authority, and a range of officers across England in local authorities.

London Borough of Hounslow Council were invited to apply for funding through the Community Champions scheme. No application was received.

On 25 January we confirmed £23.75 million funding - allocated to 60 councils and further voluntary groups across England - to expand work to support those most at risk from COVID-19 and to boost vaccine take up through the Community Champions scheme. This is part of over £7.9 billion Government funding provided to councils to help them support their communities during the pandemic. The scheme is specifically targeted at areas where challenges may be greatest due to the local combination of disproportionately impacted groups.

The list of local authorities who were invited to take part in the scheme drew upon a wide range of data sources, including Department of Health and Social Care and Public Health England long-term data on COVID-19 incidence; data on social integration; and evidence on the prevalence and specific support needs of disabled people in an area.

All English local authorities will be reimbursed via local NHS partners (or by DHSC) for unfunded and additional costs needed to support Covid vaccination, including those related to increasing uptake in the BAME or other low uptake cohorts.

All English local authorities will be reimbursed via local NHS partners (or by DHSC) for unfunded and additional costs needed to support Covid vaccination, including those related to increasing uptake in the BAME or other low uptake cohorts.

The EWS1 process was designed by the Royal Institution of Chartered Surveyors to support the valuation of flats in high-rise blocks. In some cases, this will require an assessment by a fire engineer. The Institution of Fire Engineers has informed MHCLG that there are around 291 chartered fire engineers.

MHCLG and the Home Office are working with professional bodies and industry associations to assess the capacity of the fire engineering sector and support them to develop a robust pipeline strategy. We are also working closely with the fire safety sector to develop technical guidance to support the fire risk assessment of external wall systems which will support increased capability within the wider sector and are supporting industry-led approaches to understanding fire engineering resource requirements within the sector.

MHCLG and the Home Office are working closely with the fire safety sector to develop technical guidance to support the fire risk assessment of external wall systems. This guidance will support the sector to develop new training. Additionally, the industry-led Competence Steering Group will shortly publish its recommendations to increase competence within the built environment sector – including for fire engineers.

Dame Judith?Hackitt?and other experts have recommended that we focus further public funding on remediating unsafe cladding from high rise buildings. Higher rise buildings are the least likely to safely evacuate in the event of a fire spreading via external cladding.?

There will be a small degree of flexibility to?allow the fund to cover buildings?that?have been built just under the 18 metres threshold and have similar fire safety strategies as those above 18 metres.