1.

asked the Minister for Regional Development what progress has been made on the proposals for an underpass to the A1 dual carriageway at the Hillsborough Road junction, Dromore.

(AQO 499/01)

My Department's Roads Service published the necessary environmental statement in February 2001, and the direction and stopping-up orders in July 2001, in order to progress the junction improvements proposal on the A1 at Hillsborough Road, Dromore. Following those publications, several objections were received, and despite the best efforts of Roads Service officials those objections have not been resolved. Therefore, public inquiries will have to take place. It is hoped that they will commence as early as possible in the new year. The start date for the scheme will depend on the outcome of those inquiries and the availability of funding at that time.

The inhabitants of Dromore, and those who regularly use that junction, will be disappointed that a public inquiry must take place. An 84-year-old woman was recently killed crossing the junction; it is a death trap. Will the Minister tell the House how many objections were received, and the nature of those objections? I understand that several of them were environmental objections that would not stand up to scrutiny. Were that the case, a public inquiry would not be necessary.

I understand the frustration of the people of Dromore who want the scheme to proceed. That frustration is shared by my Department's Roads Service, which is equally eager to advance the scheme. However, the House recognises that individuals have rights, and it is important that people put forward a material objection to any roads proposal so that it can be thoroughly considered. If an objection cannot be dealt with through discussions with Roads Service officials, the matter should rightly be heard at an inquiry. In this case, there will be inquiries into a number of the features, and not simply the environmental statement or the direction and stopping-up orders.

There were four objections. I have to say to my Colleague that, although he and I may not consider some of the objections to be well founded, I am not in the position to set them aside on that basis. If something will have a material impact on someone's property and the matter cannot be resolved, there has to be a public inquiry. That is the case in this instance.

Go raibh maith agat, a LeasCheann Comhairle. When will the carriageway on the A1 as it passes Dromore - which has been closed for the past 18 months - be reopened?

The Department for Regional Development has a number of proposals relating to the A1. The A1 is a key road in the Province's infrastructure, and the Department will ensure that there is no undue delay in the opening of any road or the improvements on it. The Roads Service proposes to construct a grade separation junction between the A1 and the Rathfriland Road at Banbridge. The principal objective of that scheme will be to improve road safety at that junction. The estimated cost of that scheme will be about £2·5 million. That is in the Department's preparation pool, subject to finance. There have been some objections to the scheme, but the Department is doing its best to address the concerns of the objectors. However, the ultimate aim of the Roads Service is to have Northern Ireland's roads open and operating fully.

2.

asked the Minister for Regional Development to detail the number of vehicles in Northern Ireland's bus fleet that are (a) under two years old; (b) under five years old; and (c) older than five years.

(AQO 502/01)

Translink has advised that it has a total bus fleet comprising 1,459 vehicles: 1,195 of them are in service with Ulsterbus, and 264 are in service with Citybus; 99 Ulsterbus vehicles and 44 Citybus vehicles are under two years old; 132 Ulsterbus vehicles and 78 Citybus vehicles are over two years old but under five years old; and 964 Ulsterbus vehicles and 142 Citybus vehicles are older than 5 years.

I thank the Minister for those comprehensive figures. I am sure that he, like myself, is mindful of the sad state of deterioration into which Northern Ireland's railway stock was allowed to fall under direct rule, aggravated of course by terrorist action, community strife and reprehensible, wanton vandalism. Can the Minister assure the House that he supports, and will continue to support, a rolling programme of replacement for Northern Ireland's public bus fleet, so that a similar deterioration does not take place under his stewardship?

I give an absolute assurance that I support that. Indeed, in the Department for Regional Development's present programme approximately £1·7 million has been allocated for new buses in the current year and in the indicative figures for next financial year. The Member will be aware that about 50% of that funding for buses comes from the Department, and the other 50% comes from Translink. That gives a total of £3·4 million, which would purchase only about 28 new buses a year.

If the Member had asked about the replacement age of vehicles, I would have informed him that the Department believes that about 256 of Translink's vehicles will be due for replacement by next March. The Department expects there to be a replacement age of 18 years for buses and 12 years for coaches. Therefore, while 256 vehicles need to be replaced by next March, we have a budget that will allow the replacement of only 28 buses. The House will therefore see that we are likely to drag further behind as time goes on unless there is a considerable uplift in the amount of money available for an increase in new fleet.

The Minister indicated that over 1,000 buses are over five years old. Can he give any further details of the bus age beyond five years?

I rather threw out the figures, so it was probably hard for the House to assimilate them quickly. There were 1,106 buses in total that were five years or older. That represents 76% of the fleet. However, there are 838 vehicles that are ten years or older, and that represents 57% of the fleet. As I indicated in reply to the earlier question, 256 of those are past the replacement age of 12 years for coaches and 18 years for buses. The Member might also be interested to know that the oldest Ulsterbus is 23 years old.

3.

asked the Minister for Regional Development to detail the number of senior citizen free fare passes issued over the past three months; and to make a statement.

(AQO 513/01)

In the last three months, 12,621 senior citizen concession passes were issued. This represents an increase of 450% compared with the number of passes issued during the same three months last year. I am pleased to report the positive response that my free travel initiative has received. Free travel is enabling many older people to enjoy the benefits of enhanced mobility and is making an important contribution to addressing social needs in the community.

As a member of Castlereagh Borough Council who piloted the free-fares scheme I welcome the increased uptake. It justifies the implementation of our party's policies, and I congratulate the Minister for pursuing this objective to a successful outcome.

I remind Mrs Robinson that it is the opportunity to ask a question.

I will be accused, whatever I do.

The Minister will know that many Members have been approached by war-disabled pensioners under the age of 65 who are seeking the opportunity to take part in the free-fares scheme. Has the Minister considered the special case for their inclusion in the scheme?

Mr Deputy Speaker, I can assure the House that that was not a planted question. Of course, I find little to disagree with in the comments that were made in the Member's question.

Just as in Castlereagh when the pilot scheme was carried out, the significant increase is not just a case of those who are taking passes out, which was what the original question was about. I am also told that Translink's figures for the first month since the introduction of free travel show increases in the number of older people travelling to be in the region of 28% on Ulsterbus, up to 50% on Citybus and 35% on Northern Ireland Railways. That is a considerable uptake from senior citizens.

With regard to the point about war-disabled pensioners, they have always been considered as a special category as far as concessionary fares are concerned. They along with senior citizens over 65 enjoyed the concession of 50% up until the point when the over 65s were able to get free fares. Therefore war-disabled pensioners currently benefit from half-fare travel on public transport. I believe that they ought to be treated in the same way as retirement pensioners over 65 years of age. Consequently, I am proposing that war-disabled pensioners under 65 be eligible for free travel alongside registered blind people and senior citizens over 65 years of age.

The resources required for this enhancement of the concessionary fare scheme are quite modest and should not prove to be a stumbling block. The legislation requires approval by the Department of Finance and Personnel. Therefore I have written to the Minister of Finance and Personnel seeking his agreement to introduce my proposal forthwith.

Go raibh maith agat, a LeasCheann Comhairle. Will the Minister indicate whether the free- fare passes held by senior citizens entitle them to free travel on the public ferry services operated by his Department and by private companies?

My Colleague, Mr Campbell, made a statement about the Strangford ferry, indicating that it would be included in the scheme. A similar statement has been made about another ferry service. If the ferry services are run by my Department, the only outstanding problem - that of the audit trail - is overcome. I am keen that free public transport, including transport on the ferries, should be enjoyed by those who are entitled to it. The problem goes beyond the ferries that are run by my Department, because the Department also funds some free fares for private operators, provided it is satisfied with their modus operandi.

Free passes have been collected by 12,621 people, which is good news for everyone who campaigned through the years for the scheme. That includes Newry and Mourne District Council, which also piloted the scheme.

Will free travel be introduced for people who accompany disabled or ill senior citizens who require assistance when travelling?

I am happy to mention Newry and Mourne District Council, which partnered Castlereagh Borough Council in the pilot scheme. When I was involved in the Committee that supervised the pilot scheme, I got the impression that free travel means nothing unless there is an adequate bus service. That applies particularly to people living in the country, and work remains to be done to improve our rural bus service.

With regard to companions travelling with disabled people, my Colleague, Mr Campbell, indicated that the Department would examine the extension of the concessionary fare scheme over the next few months. It would be appropriate to extend the scheme to people with disabilities. Under the provisions of the Transport Act 2000, certain categories of disability receive a concessionary half-fare as a minimum in Great Britain. However, these categories are not covered by the scheme in Northern Ireland. That matter will receive urgent attention. Whether the scheme will extend to those who accompany disabled people will be a matter for consideration in the review.

It is interesting that the DUP has attempted to claim credit for free bus passes. Had the DUP had its way, there would have been no Executive to introduce free bus passes.

Further to the Minister's reply to the Member for Strangford (Mrs I Robinson), is he aware that some transport services that are used extensively by senior citizens have been reduced? My home town of Ballyclare is an example: the Saturday service has been removed completely. Why is free travel handed out with one hand and the bus service taken away with the other?

I am not sure what kind of a Province the Member thinks we might have where there would be no Executive. Of course there would be an Executive, but it would not be a home-grown Executive. It was a Northern Ireland Office Minister who, after much pressure, agreed to have a pilot scheme for free fares. The scheme would have progressed whether it had been a Northern Ireland Executive or a UK Executive dealing with the matter. I am content that the DUP's manifesto proposal for free fares has now come to fruition, and the public appreciates that.

Transport services are an operational matter. There are some routes in my own constituency where services have been reduced. I made enquiries about the situation with Translink - I am sure Jim Wilson has done the same thing - and I was told that the reductions were introduced because of service usage. If the Member will give me specific details of the case that he has in mind, I shall take up the matter with Translink.

4.

asked the Minister for Regional Development to detail the number of trains and buses owned by Translink that are currently in operational use.

(AQO 521/01)

Translink has advised that, in addition to its two Enterprise-class rolling stock, which are used between Belfast and Dublin, it currently has a total operational fleet of 28 train sets. The fleet comprises nine three-car 450 castle class and 19 class 80 sets. Translink also expects to add eight-car train, which formerly operated on the Gatwick Express route, to its fleet shortly. By early 2002, Translink should, therefore, have a total operational fleet of 31 sets.

Translink's bus fleet comprises, as I said earlier, 1,459 buses, 1,195 of which are in service with Ulsterbus and 264 in service with Citybus. Not every train set or vehicle can be operational at the same time given Translink's rolling programme of repairs and servicing.

I was pleased to hear, in response to Mrs Robinson's question, that the Minister is considering extending the scheme to include some type of transport concession for those with disabilities. However, it does not matter what concessions are made if transport is not accessible in the first place. Will the Minister tell us how many buses and trains are accessible to people with disabilities, especially in rural areas?

I agree with the Member's point. I am glad that my Department's bid for funding for buses is gaining me so many friends and supporters. As the Member might expect, only the newest buses will be suitably adapted to accommodate those with disabilities. I stress the point further by saying that the average age of the bus fleet in Northern Ireland is 13 years. The average age in Great Britain is eight years, and it is 4·7 years in the Republic of Ireland. Therefore, there is considerable catching up to be done. If we are to have buses that are accessible for the disabled, we must improve and renew the bus fleet regularly - every year - at a significantly higher rate than we have been doing thus far.

Will the Minister tell us how Northern Ireland's trains and buses compare to those in the United Kingdom and the Republic of Ireland? Will he also confirm the cost Translink has incurred as a result of vandalism? What percentage of its budget goes towards trying to address that spiralling cost and drain on its resources?

A couple of weeks ago, I noticed a report that said that the United Kingdom was falling dramatically behind the rest of the civilised world as far as roads and transport were concerned. As I said in response to an earlier question, we are falling behind the rest of the United Kingdom in that regard.

I am informed that the average age of the Republic of Ireland's Expressway coach fleet is between four and five years. However, the average age of its city service fleet is around 2·5 years. That is a remarkably new fleet. The Transport Minister in the United Kingdom has set clear targets for an average age of eight years. At present, Northern Ireland's average is 13 years. However, we are asking for buses that are 18 years old and coaches that are 12 years old to be replaced. We cannot meet that target even under present Budget arrangements. No doubt, increased bids must be made to the Minister of Finance and Personnel.

I hope that I can draw on the support of the House for a successful outcome to those bids. With regard to the Member's comments about vandalism, the Department faces an uphill struggle with public transport in Northern Ireland. It is a disgrace that valuable resources are being wasted to repair damage caused by vandalism rather than being used to upgrade and update the fleet.

I refer to the Minister's earlier answer, in which he confirmed that the refurbished Gatwick Express trains could be entering into service in Northern Ireland early in 2002. Will those trains be utilised on the busiest commuter routes, such as the east Antrim line, in order to benefit the maximum number of commuters and further encourage the use of public transport?

The House will be aware that the Department recently conveyed to Translink its approval for the purchase of 23 new trains at a total cost of £87 million. The tendering process has been completed. The three tenders received are currently being evaluated. Translink hopes to be able to award the contract to a supplier in early 2002. Delivery of the first batch of 12 train sets for testing is envisaged by February 2003, and delivery of the remaining 11 sets by September 2003.

Where those train sets are used when they become available to Translink is an operational matter. I hope that they would be used widely across the Province and that everybody would see the benefits of the new trains. Consistent with the regional development strategy and, I expect, the regional transportation strategy that will soon be published, in Northern Ireland we are tasked with encouraging people to use public transport. That will not be possible unless public transport is upgraded and people are offered comfortable and regular services.

5.

asked the Minister for Regional Development to detail what plans he has to upgrade the A32 Dromore/Irvinestown road.

(AQO 497/01)

Roads Service has plans to carry out an improvement scheme on the A32 between Dromore and Irvinestown at Lettergash. The scheme, costing some £270,000, involves the widening and resurfacing of the carriageway over approximately 600 metres. The works are programmed to start early next month. Roads Service also has plans to undertake two other improvement schemes at Lisdoo and Corlaghdergan on this section of the road.

The scheme at Lisdoo, which is currently being designed, involves the vertical realignment and resurfacing of the carriageway over approximately 900 metres. That scheme will cost somewhere in the region of £500,000 to £600,000. Subject to the acquisition of land and the availability of funds, Roads Service plans to commence the work towards the end of the 2002-03 financial year.

The scheme at Corlaghdergan involves the widening and resurfacing of the carriageway over approximately 700 metres. The work will cost around £350,000. Subject to the availability of funds, Roads Service plans to start that scheme in 2003-04.

Go raibh maith agat, a Leas Cheann Comhairle. Ba mhaith liom mo bhuíochas a ghabháil leis an Aire as a fhreagra. I thank the Minister for his answer and for the details of the schemes.

I ask the Minister to consider major capital funding for the A32 in the future, as well as for the present schemes that have been outlined. The A32 is used extensively by ambulances and cars ferrying patients, expectant mothers, visitors and others between two hospitals - the Erne Hospital in Enniskillen, and the Tyrone County Hospital in Omagh. I would like that road to be accorded greater priority for major capital funding in the future.

People in Tyrone and Fermanagh have expressed concern about travel times and delays on that route, as certain health services are currently provided only at the Erne Hospital in Enniskillen or the Tyrone County Hospital in Omagh. The recent Hayes review of acute hospitals recommended Enniskillen as the location for a new acute hospital for the region. It is not for me to say whether that recommendation will be accepted, but the Department will undoubtedly continue to review the situation as and when that decision is taken.

The Department requires more funding for Roads Service to make further improvements to any road in Northern Ireland. As far as the A32 is concerned, the three schemes that I listed show that we recognise that as a priority. I hope that those schemes can proceed. If more funding becomes available, the Department will consider other schemes in the area. My predecessor, Mr Campbell, wrote to all Members in September asking if there was any scheme that they particularly wanted to be included in the 10-year forward programme; that was followed by a letter from Colin James, the chief executive of Roads Service. Perhaps surprisingly, there was no correspondence from the hon Member on that.

6.

asked the Minister for Regional Development to outline any improvement works planned for the Newry bypass.

(AQO 511/01)

Roads Service has already carried out several measures to improve road safety on the Newry bypass. In addition, Roads Service proposes to ban traffic from turning right off the bypass into Carnagat Road. Subject to the making of the necessary legislation, it is hoped to introduce this measure in 2003-04.

In April 2001, Roads Service commissioned consultants to carry out a feasibility study to identify options for upgrading to dual carriageway standard the section of the A1 between Beech Hill and Cloghogue roundabout. As part of the study, the consultants will consider several options, including the possible improvement and upgrading of the existing route, which includes the Newry bypass, and a possible new route from Beech Hill to join the Newry bypass near the Cloghogue roundabout.

Time is up. If the Minister has any more information for the Member, he should give it in writing.

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Environment

Question 10, in the name of Mr Tommy Gallagher, has been transferred to the Minister for Regional Development and will receive a written answer.

1.

asked the Minister of the Environment what special considerations are taken when planning applications are received for the erection of wind farms.

(AQO 523/01)

All applications for wind farm development are considered under existing planning regulations and policies, taking account of representations received following normal advertising and consultation procedures.

The main policy guidance in this area is contained in 'A planning strategy for rural Northern Ireland', which states that all proposals for wind farms will be assessed in respect of their implications for the visual, ecological and historical landscapes. The implications for agriculture and the safety and amenity of local residents are also considered. It also makes clear that permission will not be granted in any location where there would be a seriously detrimental impact on the amenity of an area of outstanding natural beauty or any area that has been designated for its conservation, scientific, archaeological or historic interest.

Consultations on wind farm proposals normally include the environmental health department of the relevant local council, Environment and Heritage Service, Water Service, Roads Service, the Ministry of Defence and the Civil Aviation Authority.

Under the Planning (Environmental Impact Assessment) Regulations (Northern Ireland) 1999, my Department may require an environmental statement where a proposal for a wind farm involves the installation of more than two turbines or where the hub height of any turbine or the height of any other structure is greater than 15 metres. Such a statement provides my Department with detailed information about the impact that a proposal may have on the environment.

Is the Minister satisfied with the situation in Fermanagh and South Tyrone with regard to the proliferation of wind farms? Does he agree that a skyline of wind turbines will detract from and spoil the natural beauty of Fermanagh, especially?

The Member's question comes very close to my heart, and I thank her for it. Coming from Fermanagh, I am well aware of its natural beauty. It is the jewel in the Province's crown. Several planning applications for wind farms in Fermanagh are being assessed by the Department of the Environment. The assessment, in appropriate circumstances, requires an environmental statement to evaluate the environmental impact of proposals.

All proposals for such development are assessed in respect of their implications for the visual, ecological and historical landscapes, and the implications for agriculture, the safety of local residents and the amenity of the area. I recognise, however, that wind farms have the potential to affect landscapes adversely. All practical measures should be taken to avoid or minimise that, and such measures will be included in any environmental statement required by my Department for such proposals.

It should, however, be pointed out that wind farms provide an alternative form of energy that does not involve the consumption of fossil fuels and the production of greenhouse gases. They do, therefore, deliver some environmental benefits.

The Minister said that he would not allow wind farms to be set up in areas of outstanding natural beauty. In view of that, can he explain to the House why, on an application that came before Ards Borough Council, his Department allowed a small wind farm to be erected on the Lough Shore Road in Portaferry? That wind farm sits almost alongside Strangford Lough, which is an area of outstanding natural beauty. Despite my objections and concerns at the time, the Department approved the application.

I admit that the Member's question is very good, but each case is considered on its own merits. As I said earlier, under current regulations the Department of the Environment may require an environmental statement where a proposal for a wind farm involves the installation of more than two turbines. Each case is assessed very thoroughly and is taken on its own merits. In some areas the applications are refused, and in some they are approved. I assure Mr McCarthy that those matters are not taken lightly, and applications are examined very closely and adequately.

2.

asked the Minister of the Environment what plans he has to enforce the use of tachographs in the haulage industry.

(AQO 537/01)

Tachograph enforcement is required in Northern Ireland under the Passenger and Goods Vehicles (Recording Equipment) Regulations (Northern Ireland) 1996, which implement the requirements of the relevant European regulations. Enforcement is undertaken by the Driver and Vehicle Testing Agency (DVTA) and by the police. When vehicles are presented for the annual roadworthiness test, DVTA examiners check for the presence of a tachograph and whether it is working, appropriately calibrated and sealed. Compliance checks on tachograph charts on heavy goods vehicles and buses are carried out at the roadside and by random visits to premises to ensure that drivers comply with the requirements on driving and rest periods. The European Directive requires each member state to check a minimum of 1% of charts each year for compliance. In Northern Ireland that equates to over 48,000 checks. The DVTA has a target to carry out 20,000 of those. The remainder are carried out by the police as the main enforcement agency for tachograph charts. Last year, the Department of the Environment initiated enforcement proceedings in 397 cases, and 287 of those led to prosecution. As a result, fines totalling over £33,000 were levied on operators and drivers.

Perhaps the Department of the Environment should look a little more closely at the issue, because some drivers are driving for longer than the allotted time - some are driving for 16 hours a day. Indeed, some companies blacklist drivers who will not drive the extended hours. Can the Minister look into that, please?

I thank the Member for the points that she made. I assure her that my Department takes these matters seriously. The DVTA and the police are the relevant enforcement agencies. They carry out checks to ensure that drivers discharge their responsibilities properly by using tachographs in accordance with the statutory requirements, by not exceeding daily and fortnightly driving periods and by taking daily and weekly rest periods. Checks are carried out at operators' premises, as well as at the roadside.

To comply with EU Directive 88/599/EEC, each member state - and this includes Northern Ireland - must examine a minimum number of charts each year for compliance, calculated each year in accordance with the Directive. When vehicles are presented for the annual vehicle roadworthiness test, DVTA examiners check for the presence of a tachograph and whether it is working, appropriately calibrated and sealed.

3.

asked the Minister of the Environment to give his assessment of the success of his road safety campaign.

(AQO 505/01)

The combined efforts of local road safety departments and agencies, including the police, have contributed to a significant reduction in deaths and serious injuries on our roads. Road fatalities are now at about half the level they were in the 1970s. There were approximately 4,000 fewer deaths and serious injuries in the period from 1989-2000 than if numbers had continued at the 1989 level.

Nevertheless, the number of deaths and serious injuries on our roads remains totally unacceptable. Since devolution, I have successfully obtained additional resources to double the number of road safety education officers to work with schools, and I have substantially increased the budget for road safety advertising, resulting in new campaigns and additional airtime.

It is gratifying to see that those campaigns, supplemented by police enforcement, are having a positive impact. For example, with increased seat belt wearing and improved road user attitudes, there have been 137 road deaths to date this year, compared to 155 for the same period last year. That reduction is very welcome but, as recent events show, more needs to be done.

I have also initiated a wide debate on road safety through the publication of the 'Road Safety Strategy 2001-2010' consultation document. Officials are considering the responses, and next spring I intend to publish a new 10-year strategic plan. However, the Government can do only so much. The key to achieving significant reductions in road casualties lies in more responsible road user behaviour. It will take the efforts of all to ensure that road users take personal responsibility for their safety and the safety of others.

I thank the Minister for his response to that serious question. Can he confirm that, despite the recent spate of tragedies on the roads, the underlying long-term trend is downward? Will he join me in urging everyone to take special care in the run-up to Christmas so that more families are spared the terrible grief that such losses bring?

I thank Mr McClarty for a special question and a very special statement; it is very important at this time. The Department's anti-drink-driving campaign was launched about 10 days ago. Sadly, that afternoon there were three deaths in one road accident. It is always difficult and sad for those who lose a loved one, but especially so coming up to Christmas.

To 9 December, 137 people have been killed on our roads this year. That compares to 155 in the same period in 2000. Although fatalities in 2000 - 171 in total- were higher than in previous years, the long- term trend has been downward, despite the increase in the volume of traffic. Twenty-five years ago, more than 300 people were killed on the roads annually; for example, 355 were killed in 1977, while the average figure for the past five years is 150.

There will always be peaks and troughs in the numbers killed on the roads, and 1999 saw the lowest number of deaths - 141 - for over 40 years. While it is encouraging that the number of deaths and serious injuries this year remains lower than last year, the recent fatalities are tragic and serve to reinforce the need for all road users to take the utmost care, especially during the festive season.

On Saturday, at Colaghty Parish Church, in my home county of Fermanagh, I attended the funeral of the young couple killed on the local roads last week. It was a sad occurrence. Three people were buried on Saturday afternoon. My heart bleeds for those who have lost loved ones in such tragic circumstances. At such times I often think of the words of Alfred Tennyson,

The road safety situation is far from satisfactory. What further action does the Minister intend to take, before the Christmas period, to ensure that enough resources are made available to actively tackle drug-driving as well as drink-driving? A Department of the Environment, Transport and the Regions report indicated that 18% of road accidents are attributed to drivers who have consumed drugs. That is a serious matter. What further action will the Department take over the Christmas period?

The Department takes the matter to heart and deals with the problem diligently. I am worried about it. One death is too many. Alcohol consumption remains a more serious problem than drugs as a cause of road deaths and serious injuries. There is no evidence yet to show that illegal drug use by drivers in Northern Ireland is a principal factor in causing crashes. I am aware of the increasing use of drugs among young drivers. Extensive research into drug-driving is being carried out in Great Britain. There are no current plans to carry out an anti-drug-driving campaign. However, I assure the Member that that will be kept under constant review.

4.

asked the Minister of the Environment to make a statement on the major structural work that is being undertaken on the interior of St Joseph's Church in Prince's Dock Street, Belfast.

(AQO 525/01)

The work that is being carried out inside St Joseph's Church is limited to the stripping of small areas of plasterwork to investigate the condition of elements of the building and the affixing of ties to monitor the movement of the structure. At the rear of the church, props have been installed to provide structural support for the gallery. Most of the internal fixtures have been placed in secure storage. The pulpit and some pews remain in the building. The firm that carried out the investigation has recommended that a structural engineer be appointed to study structural movement, the state of underground piling and the seating of the trusses.

As the Minister is aware, the building was deconsecrated in February. Given that it is a grade B listed building, will the Environment and Heritage Service continue to inspect the inside of the building? There is concern about it. The Minister mentioned the pews, some of which are missing. Is everything covered by the protection of the Department of the Environment? Will there be regular inspections? Is there any planning permission for hoardings outside the building?

As the church has been deconsecrated, it no longer enjoys ecclesiastical exemption from listed building consent. Any works of alteration, extension or demolition will require my Department's approval. However, there was no requirement for listed building consent for the works that have been carried out to date because they were purely investigative and were in the interest of the safety of the structure.

My officials are aware of the works, but were not formally consulted because listed building consent was not required. However, the nature of the work was confirmed when officials from Environment and Heritage Service recently met the parish priest, Fr David White, on site. The interior fixtures were removed for safe keeping when the building was still a consecrated church. It would therefore have been exempt from the requirement for listed building consent.

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