asked the Chancellor of the Exchequer if about £6,000 has already been charged to deposit contributors in respect of the year 1915; and, if so, under what statutory provision this has been done in view of the fact that the National Insurance Act, 1911, Section 42 ( e ), authorises the Commissioners to deduct the sums payable for these purposes only at the commencement of each year, and that there is no provision in any existing Statute for dealing in any way with deposit contributors after the 31st December, 1914?

No sums whatever have been charged to deposit contributors in respect of the year 1915. The latter part of the question does not therefore arise.

asked the Secretary to the Treasury the total value of the benefits received up to 31st December last by deposit contributors under the National Insurance Act; and the expenditure incurred in administering the deposit accounts?

The amount charged to deposit contributors in the United Kingdom for administration (including the State 2–9ths or 1–4th) to the 11th January, 1914, is approximately £40,000, and this amount (which of course does not include any charge in respect of administration by the Insurance Commissioners) has been paid or credited to the insurance committees. The cost of the benefits is approximately as follows:— Payments in cash to Deposit Contributors. £ For sickness benefit … 13,000 For maternity benefit … 5,000 Credited to Insurance Committees. £ For medical benefit … 120,000 For sanatorium benefit … 29,000 Total for benefits of deposit contributors … 167,000

asked the Chancellor of the Exchequer whether he will state, up to the 31st December, 1913, or any other convenient date, the total receipts of the Insurance Fund from various sources; the total sums issued to approved societies for the payment of benefits to their members, and for administrative expenses, respectively; the total sums issued to insurance committees for administrative expenses, sanatorium benefit, medical benefit, and the sickness and maternity benefits of deposit contributors; and the amounts invested by the Insurance Commissioners and the approved societies, respectively?

The particulars desired are as follows:— — England. Scotland. Ireland. Wales. United Kingdom. £ £ £ £ £ Total Receipts 26,661,000 3,688,000 1,335,000 1,740,000 33,424,000 Issues to Approved Societies for Benefits 5,916,000 829,000 427,000 433,000 7,605,000 Administration 2,859,000 401,000 206,000 210,000 3,675,000 Issues to Insurance Committees for Medical Benefit 3,772,000 496,000 — 234,000 4,502,000 Sanatorium Benefit 647,000 85,000 29,000 40,000 801,000 Administration 204,000 27,000 9,000 12,000 252,000 Payments to Deposit Contributors in Sickness and Maternity Benefits 15,400 1,300 400 1,000 18,100 Issues to Societies for investment or invested on their behalf 905,000 8,000 — 24,000 937,000 Amounts invested by Commissioners through the National Debt Commissioners 12,100,000 1,785,000 637,000 741,000 15,263,000

asked the Chancellor of the Exchequer if he can state the amount of the compensation levy in respect of licences in the borough of Scarborough paid into the fund for the North Riding of the county of Yorkshire during the year ending 5th April, 1913?

I regret that I am unable to give the information.

asked the Chancellor of the Exchequer whether, in obtaining particulars with reference to lands under Part I. of the Finance (1909–10) Act, 1910, the Commissioners are making use of the powers conferred on them by Section 31 of that Act in such a way as to obtain information, not only as to who are the owners of the lands within the meaning of that Act, but also, in cases where such owners are themselves lessees or vassals, to obtain information as to their lessors or superiors, and where these in turn are lessees or vassals, information as to their lessors and superiors, and so on till the record includes information up to and including those who hold the lands of the Crown, or have the highest title to the lands; whether the inquiry is thus being pushed back in the case of each property to the person having the highest title thereto; and, if not, in what cases and how far this is being done; and whether he will take steps to have it done in every case?

Where a lessee is owner within the meaning of the Act, the names and addresses of reversioners (other than short leasehold reversioners) are necessary for the purposes of the service of the provisional valuation, and are accordingly obtained. Where a vassal is owner, the name of the superior is normally not requisite, and therefore is normally not called for. An extension of the inquiry would be laborious and expensive, and would be of no present fiscal benefit.

asked the First Lord of the Admiralty how many ships of all classes, built and building for the Navy, are fitted or to be fitted for burning oil fuel only; how many ships are fitted or are to be fitted for burning oil and coal; what are the names of the vessels under each specification; and what is the maximum oil capacity for each ship?

supplied the following list of vessels built or building, fitted or to be fitted for burning oil fuel only:—

Battleships. — "Queen Elizabeth," "Barham," "Warspite," "Valiant," "Malaya."

Light Cruisers.—"Arethusa," "Aurora," "Galatea," "Inconstant," "Royalist," "Penelope," "Phæton," "Undaunted," "Calliope," "Caroline," "Carysfort," "Champion," "Cleopatra," "Comus," "Conquest," "Cordelia."

Destroyers. — "Spiteful,' "Afridi," "Cossack," "Ghurka," "Mohawk," "Tartar," "Swift," "Amazon," "Crusader," "Saracen," "Nubian," "Maori," "Viking," "Zulu," "Larne," "Lyra," "Martin," "Minstrel," "Acorn," "Acheron," "Ariel," "Badger," "Beaver," "Archer," "Attack," "Defender," "Druid," "Ferret," "Forester," "Goshawk," "Hind," "Hydra," "Hornet," "Jackal," "Tigress," "Lapwing," "Phœnix," "Sandfly," "Alarm," "Brisk," "Redpole," "Rifleman," "Ruby," "Hope," "Cameleon," "Comet," "Goldfinch," "Sheldrake," "Staunch," "Nemesis," "Nereide," "Nymphe," "Fury," "Firedrake," "Lurcher," "Oak," "Acasta," "Achates," "Ambuscade," "Christopher," "Cockatrice," "Contest," "Lynx," "Midge," "Owl," "Shark," "Sparrowhawk," "Spitfire," "Ardent," "Fortune," "Garland," "Hardy," "Paragon," "Porpoise," "Unity," "Victor," "Leonidas," "Lucifer," "Laurel," "Liberty," "Lark," "Linnet," "Laverock," "Landrail," "Laertes," "Lysander," "Llewellyn," "Lennox," "Laforey," "Lawford," "Louis," "Lydiard," "Loyal," "Legion," "Lance," "Lookout," "Miranda," "Minos," "Manly," "Meteor," "Mastiff," "Mentor," "Mansfield," "Milne," "Moorsom," "Morris," "Murray," "Myngs," "Matchless."

Torpedo Boats. —Nos. 1 to 36 (inclusive).

Vessels to be fitted for burning oil and coal:—

Battleships. — "Royal Sovereign," "Ramillies," "Resolution," "Royal Oak," "Revenge," "Benbow," "Emperor of India," "Iron Duke," "Marlborough."

Battle Cruiser.—"Tiger."

Light Cruisers. — "Nottingham," "Lowestoft."

Completed vessels fitted to burn oil and coal:—

Battleships. —"King George V.," "Centurion," "Ajax," "Audacious," "Hercules," "Colossus," "Neptune," "Bellerophon," "Temeraire," "Superb," "Dreadnought," "Lord Nelson," "Agamemnon," "Magnificent," "Victorious" "Thunderer," "Conqueror," "Monarch," "Orion," "St. Vincent," "Collingwood," "Vanguard," "King Edward VII.," "Commonwealth," "Dominion," "Hindustan," "Britannia," "Hibernia," "Africa."

Battle Cruisers.—"Queen Mary," "Princess Royal," "Lion," "New Zealand," "Indefatigable," "Invincible," "Inflexible" "Indomitable," "Minotaur," "Defence," "Shannon," "Black Prince," "Warrior," "Achilles," "Natal," "Cochrane," "Argyll."

Light Cruisers. — "Birmingham," "Chatham," "Dublin," "Southampton," "Fearless," "Amphion," "Active," "Blanche," "Blonde," "Bellona," "Dartmouth," "Weymouth," "Falmouth," "Yarmouth," "Bristol," "Glasgow," "Gloucester," "Liverpool," "Newcastle," "Boadicea."

Torpedo Boat Destroyer.—"Surly."

Vessels partially fitted to burn oil and coal:—

"Cæsar," "Hannibal," "Mars," "Prince George," "Majestic," "Duke of Edinburgh," "Carnarvon."

asked the President of the Board of Education how many children have been State fed in urban schools and also in rural schools during the year 1913; and the total number of children attending urban schools and also rural schools during the same year?

The latest returns from local education authorities taking action tinder the Education (Provision of Meals) Act, 1906, are those in respect of the year ended 31st March, 1913. These returns do not state the number of children fed under its provisions in urban and rural schools respectively, but the following table shows, for all local education authorities concerned, the total average attendance in the schools and the total number of children fed:— — Total average Attendance at Schools in the Areas whore School Feeding is taking place. Total Number of Children fed. Counties— England 597,768 49,951 Wales 137,677 12,436 Urban districts— England 193,965 18,220 Wales 70,057 28,447 Municipal boroughs— England 190,989 13,233 Wales 5,760 390 County boroughs— England 1,428,069 124,068 Wales 74,561 10,982 London 649,031 100,579

asked the Secretary for Scotland how much was expended during the past financial year on the inspection and examination of the public primary, secondary, continuation, technical, reformatory and industrial schools and training colleges of Scotland?

The amount expended on the inspection and examination of all the primary and secondary schools, continuation classes, technical schools and training colleges which were under the inspection of the Scottish Education Department during the financial year 1912–13 was £50,040. As regards reformatory and industrial schools the information is not available, as the English and Scottish schools are inspected by the same officers and separate accounts are not kept.

asked the Prime Minister if he will state when the Revenue Bill will be introduced?

I am not yet in a position to name the date.

asked the President of the Local Government Board the maximum weight, length, and width of motor vehicles which may be used on highways; what are the statutory rules and orders by which the weight and dimensions of these vehicles are regulated; whether he is aware that motor cars and trolleys are now being constructed and used on country highways which, by reason of their excessive weight, dimensions, and speed, are causing damage to the roads, and that, in many cases, owing to their width, these motor vehicles are making the use of narrow country highways dangerous for ordinary traffic; and whether he proposes to take any steps for the better regulation of these vehicles?

The length of motor cars is not restricted by any Statute or Regulation. The weight of a motor car is by virtue of the Motor Car Acts and the Heavy Motor Car Order, 1904, limited to five tons unladen. The weight of a loaded car must not exceed eight tons on any axle, or a total of twelve tons on all the axles. The width of a motor car weighing unladen three tons or more is by the same Order limited to seven foot six inches; other motor cars may not exceed in width seven feet two inches. Complaints have been made to the Local Government Board as to the damage to roads caused by heavy motor car traffic, and the subject is at present engaging my attention.

asked the President of the Board of Trade what are the comparative figures of fatal and non-fatal railway accidents according to the latest available figures in the United Kingdom, the United States of America, France, Germany, Austria, and Italy?

The figures relating to fatal accidents are as follows. They relate to the year 1911, which is the last year for which statistics are published for any of the countries named except the United Kingdom. The figures for non-fatal accidents cannot be compared, as the definition of a non-fatal accident differs in almost every case. Thus for railway employés in the United Kingdom any accident involving one day's disablement is recorded; in Germany the prescribed time is fourteen days; in the United States it is three days out of the ten following the accident:— Country. Number of Persons Killed in the Movement of Traffic. Passengers. Railwaymen. Others. Total. United Kingdom 106 390 359 855 United States* 353 3,282 6,850 10,485 France †26 407 ‡421 854 Germany 115 563 337 1,015 Austria 16 134 131 281 Italy 24 101 109 234 * 1911–12. †In train accident. ‡Includes passengers other than in train accidents.

I may add that in 1913 the figures for the United Kingdom were: Passengers, 141; railway men, 420; others, 357; total, 918. There are no foreign statistics with which to compare these figures.

Note.—In certain countries an accident is not classified as fatal unless death ensues within twenty-four hours of the accident.

asked the President of the Board of Trade (1) the number of motor cars imported into this country from the United States of America in the year 1913, and the value of such cars; the value of the parts and accessori3s of motor cars imported from the same country; (2) how many motor cars, and their value, and the value of the parts and accessories which were exported from this country into the United States of America in the year 1913; and what is the rate of duty charged on such cars under the new schedule of Customs duties now in force in the United States?

The following statement shows the number and declared value of motor cars and the declared value of parts and accessories imported into the United Kingdom from the United States of America during the year 1913:— — Imports into the United Kingdom from the United States (consigned for Sale). Number Value £ Motor cars, complete 3,619 744,392 Motor cars, chassis 328 71,270 Motor cars, parts thereof: Rubber tyres and tubes (not imported with complete cars) — 224,428 Motor cars, other parts — 500,988 Total value £1,541,078

The following statement shows the number and declared value of motor cars and the declared value of parts and accessories exported from the United Kingdom to the United States of America during the year 1913:— — Exports from the United Kingdom to the United States (United Kingdom Produce). Number Value £ Motor cars, complete 76 59,600 Motor cars, chassis 7 4,359 Motor cars, parts thereof: Rubber tyres and tubes (not imported with complete cars) — 1,282 Motor cars, other parts. — 43,476 Total value £108,717

The following are the rates of Customs duty now leviable on automobiles and parts thereof on importation into the United States of America:— ad valorem. Automobiles valued at 2,000 dollars or more, and automobile bodies 45 per cent. Automobiles valued at less than 2,000 dollars 30 per cent. Automobiles chassis, and finished parts of automobiles, not including tyres 30 per cent. Rubber tyres are dutiable under the heading:—"Manufactures of india-rubber or gutta-percha, or of which either of them is the component material of chief value, not otherwise specially provided for" 10 per cent.

asked the Postmaster-General whether he will reconsider the whole question of the conveyance of the American mails, with a view to the enforcement of the contract into which the Cunard Company entered with the Government in 1903, and which it is his duty to see carried out to the letter?

The Cunard Company has represented that the call at Queenstown in bad weather involves serious risks to the steamers and to the lives of those on board. This view is confirmed by the technical advisers of the Post Office, the Board of Trade, and the Admiralty; and in the circumstances I am not in a position to press the company to observe the terms of the contract in this respect.

asked the Chief Secretary if he is aware that dissatisfaction and discontent exist in the ranks of the Royal Irish Constabulary and the Dublin Metropolitan Police as to their present rates of pay and allowances, one result of which, in the case of the Royal Irish Constabulary, has been that it has been found impossible to obtain first-class recruits to fill vacancies which have become very numerous owing to the increase in the number of resignations in late years; if it has been brought to his notice that the majority of the officers and men of the Royal Irish Constabulary are dissatisfied with the personnel of the commission of inquiry now appointed to inquire into their grievances; if he is aware that Sir David Harrel and Mr. Starkie, R.M., to whom, with a Treasury official, this inquiry has been entrusted, have already served on two previous commissions, held under very different circumstances, and if the result of the last of these commissions was that no effect was given to the Report until six years after it had been presented, and if he is aware that the alterations then made as regards pay, allowances, pensions, and periods of service have not been accepted by the officers and men as a fair and reasonable settlement of their claims; whether he has been informed that, in the opinion of the officers and men of the Royal Irish Constabulary, the appointment of the present commission is only intended to shelve the question, as occurred on the previous occasion; whether, in view of the determination to pass the Government of Ireland Bill into law this Session and the importance of having a contented and reliable Imperial force of police in Ireland to protect life and property in case of riot and disturbance in certain districts, he will at once take steps to grant by Treasury Order a reasonable improvement in the allowances now paid to the officers and men of the Royal Irish Constabulary, and if he will undertake to expedite legislation as to increase of pay if this be recommended by the Commission; and if it has been reported to him that in many cities, towns, and districts in Ireland, the Royal Irish Constabulary have expressed their want of confidence in the present Commission by refusing to send delegates to give evidence before if?

I am aware that the Royal Irish Constabulary and the Dublin Metropolitan Police desire an increase in their present rates of pay, as shown by memorials which they have presented to the Government. No serious difficulty has yet been experienced in maintaining the Royal Irish Constabulary Force at its present level. I have no reason to believe that a majority of the officers and men of that force are dissatisfied with the personnel of the Commission appointed to inquire into their grievances. The Chairman of the Commission, Sir David Harrel, served on one Royal Irish Constabulary Commission only in 1882. He never served on any Commission connected with the Dublin Metropolitan Police. Mr. Starkie only served on one Commission connected with the Royal Irish Constabulary and Dublin Metropolitan Police in 1901. The opinion that the present Commission has been appointed for the purpose of shelving the question is quite erroneous, and the course recommended by the hon. and gallant Member would be illegal and impossible. I understand that in four cities and two counties the men have declared their intention to send no witnesses.

asked the Chief Secretary how much was expended during the past financial year by the Commissioners of Education in Ireland, the Irish Intermediate Education Board, the Office of the Chief Inspector of Industrial Schools for Ireland, and the Department of Agriculture for Ireland on inspection, and examinations?

The expenditure by the Commissioners of National Education in Ireland on ordinary inspection and examinations for the financial year 1912–13 was £49,239 10s. 5d. A further sum of £8,724 6s. 6d. was expended in the same year on salaries and travelling expenses, etc., of inspectors and organisers of special branches of instruction. The amount expended by the Intermediate Education Board during the year ended 31st December, 1913, on inspection was £4,350 19s. 8d., and on examinations £13,112 1s. 2d. During the financial year 1912–13 the expenditure on inspection and examination in connection with reformatory and industrial schools including travelling expenses) was £1,754 6s. 7d. A large number of examinations are conducted by the Inspectors of the Department of Agriculture and Technical Instruction and by the staff of the Royal College of Science. The remuneration for this work is included in the salaries paid in respect of their offices, and it is not feasible to give even an approximation of the amount which might be regarded as the proportion payable in respect of this part of their duties. During the past financial year, however, a sum of £1,131 was paid in respect of the printing of examination papers and fees and travelling expenses of external examiners.