Following the ‘polluter pays’ principle, industry is responsible for undertaking and funding the decommissioning and removal of (1) offshore oil and gas platforms and connections and (2) offshore wind turbines and connections.

The Petroleum Act 1998 and Energy Act 2004 provide a statutory regime to ensure industry fulfil these responsibilities.

BEIS has created a Position, Navigation and Timing (PNT) team to strengthen cross-Government PNT resilience, in line with the 2021 Integrated Review commitment to strengthen the resilience of the PNT services on which the UK’s Critical National Infrastructure and economy depend.

The team will take forward the PNT agenda initially as a ‘concept demonstrator’ project to develop a cross-government position on national PNT resilience through a better understanding of national needs, risks, and mitigations. This includes consideration of European Geostationary Navigation Overlay Service (EGNOS) type services. The team is building on the work already undertaken within Government on PNT.

King's consent was requested in relation to Clauses 16 and 19 of the Energy Prices Bill. These clauses could affect the Duchy of Lancaster or the Duchy of Cornwall or the personal property or interests of the Crown.

No changes were made as a result of the process of obtaining King’s consent.

King's consent was requested in relation to Clauses 16 and 19 of the Energy Prices Bill. These clauses could affect the Duchy of Lancaster or the Duchy of Cornwall or the personal property or interests of the Crown.

No changes were made as a result of the process of obtaining King’s consent.

In August 2022, the Government and Ofgem jointly published the Electricity Networks Strategic Framework. This sets out a shared vision for the transformation of the electricity network, that will ensure it can act as an enabler for a clean, secure, low-cost energy system and meet the electrification needs of wider sectors such as heat and transport. Electricity network regulation, including ensuring sufficient investment to deliver the capacity needed to meet demand, is a matter for Ofgem.

BEIS and DfT engage with each other regularly to understand the future demand on electricity network capacity and infrastructure not only from supplying vessels powered by low and zero emissions fuels, but also from installing shore power technology for use when a vessel is at berth.

A consultation took place with relevant construction industry and water sector stakeholders. Those consulted included construction trade and legal associations, individual contractor companies, consultancies, water utility companies and other government departments. A number of individual responses were also received. Consultees included:

• Addleshaw Goddard LLP
• Ashurst LLP
• Balfour Beatty
• BAM Construction
• Build UK
• Civil Engineering Contractors Association
• CMS LLP
• Construction Law Society
• Construction Leadership Council Business Models Contractual Working Group
• Costain
• Crown Commercial Services
• Deloitte
• Diamond Transmission
• EY
• Infrastructure Projects Authority
• KMPG
• National Grid ESO
• Severn Trent Water
• Southern Water
• Transmission Investment / Amber Infrastructure
• United Utilities
• Water UK Roundtable – Yorkshire Water, South West Water, Welsh Water, United Utilities.

In addition, engagement was undertaken with each Devolved Administration.

No projects are either included or excluded by the design of this measure, but to benefit from the Exclusion Order they would need to be consistent with the provisions of the statutory instrument. Projects designated for delivery by way of Direct Procurement for Customers (DPC) need to satisfy various selection criteria including, that the estimated whole-life totex (i.e. capital expenditure plus operations and maintenance costs) of the project is likely to exceed a threshold (currently set at £100m), and that delivering the project via DPC has the potential to offer best value for money for customers compared to delivery by the relevant water undertaker.

Further to the answer I gave the noble Lord on 4th April 2022 to Question HL7617, it would not be appropriate for the Department to comment on any impact assessment or value for money assessment due to the ongoing commercial sensitivity around EU space programmes.

The Department did engage with both internal and external stakeholders on the decision not to participate. It would not be appropriate for the Department to comment on any value for money assessment given the ongoing commercial sensitivity around EU Space Programmes.

The Department did engage with both internal and external stakeholders on the decision not to participate. It would not be appropriate for the Department to comment on any value for money assessment given the ongoing commercial sensitivity around EU Space Programmes.

The Department did engage with both internal and external stakeholders on the decision not to participate. It would not be appropriate for the Department to comment on any value for money assessment given the ongoing commercial sensitivity around EU Space Programmes.

The Government remains open to considering well-developed proposals for harnessing the tidal range energy in the bays and estuaries around our coastlines, including barrage schemes and other alternatives. Any such proposal would need to demonstrate strong evidence of value for money in the context of other renewable technologies, as well as details of its associated energy system benefits and environmental impact mitigation strategies before the Government could take a view on its potential or on the funding models appropriate for exploration.

The UK Government is committed to ensuring that consumers are protected from unsafe goods. The General Product Safety Regulations 2005, and other product regulations, place obligations on manufacturers to ensure the safety of consumer goods including the batteries used to power them.

Manufacturers need to ensure that all products supplied meet the relevant product safety regulations before being placed on the market. In doing so, they may choose to apply standard EN 62133-2 which specifies requirements and safety tests necessary for the safe operation, including foreseeable misuse, of portable sealed secondary lithium cells and batteries.

The Office for Product Safety and Standards (OPSS) does not maintain a list of approved batteries for use in such vehicles, as the responsibility for the selection of such components rests with the manufacturer. However, OPSS works with Local Authorities and border authorities to help ensure that products imported and sold in the UK are safe and that action is taken against those who place unsafe or non-compliant products on the market, including their removal from the market.

My Lords, the product safety regulatory framework places obligations on manufacturers to ensure the safety of consumer goods, including the batteries used to power them. In short, the law requires that batteries used in such products must be inherently safe, regardless of where they are used, charged or stored. To support them, manufacturers may choose to apply standard EN 62133-2, which specifies requirements and safety tests for the safe operation of portable, sealed secondary lithium cells and batteries.

The Space Based Positioning, Navigation and Timing Programme explored a range of innovative options for strengthening the resilience of PNT services from space. The scope of the programme did not include identification of a replacement for EGNOS.

The UK sought to negotiate a service access agreement on the European Geostationary Navigation Overlay Service (EGNOS) with the EU. However, the EU required participation in the programme along with the full associated costs of participation which would have equated to €30-€35 million per year. For all programmes under consideration, the Government was clear it would only participate where the terms were in the UK’s interests, and in this case, it was not considered value for money. The negotiations on EGNOS concluded in December 2020 and there are no plans to reopen the discussions on this matter.

Earlier this year the Department for Transport consulted on the Jet Zero Strategy, which will set out steps to reach net zero aviation emissions by 2050. Working towards this ambition, the Department is co-funding new, zero carbon UK aircraft technology through the Aerospace Technology Institute Programme. This is a commitment from both industry and the Government to co-invest £3.9 billion in aerospace research and development from 2013 to 2026.

This programme has agreed grants of £1.7 million to Hybrid Air Vehicles. The same programme has supported 343 aerospace technology projects, with total Government and industry funding of £3.2 billion across the UK, including the emerging green aerospace cluster in South Yorkshire.

On 13 September 2021 we published draft parameters ahead of the fourth Contracts for Difference (CfD) allocation round which did not include a minimum for geothermal energy. The final budget notice will be published ahead of the CfD round opening in December.

Large scale renewable heat generation will be supported in a number of ways, including through the Public Sector Decarbonisation Scheme, the Industrial Energy Transformation Fund, the Green Heat Network Fund and the Green Gas Support Scheme. Further information on each of the schemes can be found on the GOV.UK website.

The UK and the EU agreed the terms for our association to Horizon Europe under the Trade and Cooperation Agreement (TCA).

As the underpinning EU legislation was not yet adopted when the TCA was agreed, this was accompanied by a Joint Declaration on Participation in Union Programmes and Access to Programme Services, which set out the parties’ intention to formalise our participation at the earliest opportunity.

Now that the EU legislation underpinning the Horizon Europe programme is in force, the UK stands ready to formalise our participation.

The Government had already committed £1.5 billion to support the early market and remove barriers to ZEV ownership. Alongside the new phase out dates for new petrol and diesel cars and vans, we have pledged a further £2.8 billion package of measures to support industry and consumers to make the switch to cleaner vehicles. These ambitions will include up to £1 billion to support the electrification of UK vehicles and their supply chains, £1.3 billion to accelerate the roll out of charging infrastructure and £582 million for plug in vehicle grants.

The March 2020 Budget included the extension of favourable benefit in kind tax rates for zero emission vehicles out to 2025: company car tax is 1% in 2021/22 and 2% in 2022/23 through to 2024/25; and all zero emission cars are exempt from vehicle excise duty (VED)

We are currently consulting on the proposed regulatory framework for the UK with regard to all newly sold road vehicles which includes the option for a ZEV mandate. The consultation closes on 22 September.