First elected: 6th May 2010
Left House: 6th November 2019 (Standing Down)
Speeches made during Parliamentary debates are recorded in Hansard. For ease of browsing we have grouped debates into individual, departmental and legislative categories.
e-Petitions are administered by Parliament and allow members of the public to express support for a particular issue.
If an e-petition reaches 10,000 signatures the Government will issue a written response.
If an e-petition reaches 100,000 signatures the petition becomes eligible for a Parliamentary debate (usually Monday 4.30pm in Westminster Hall).
These initiatives were driven by Charlie Elphicke, and are more likely to reflect personal policy preferences.
MPs who are act as Ministers or Shadow Ministers are generally restricted from performing Commons initiatives other than Urgent Questions.
Charlie Elphicke has not been granted any Urgent Questions
A bill to repeal the Human Rights Act 1998 and related legislation; to make provision for a bill of rights and responsibilities to apply to the United Kingdom; and for connected purposes
The Bill failed to complete its passage through Parliament before the end of the session. This means the Bill will make no further progress. A Bill to make provision to enable consumers to transfer mortgages between providers; to prohibit the sale of mortgage debt to unregulated entities and the foreclosure of certain loans; to establish financial services tribunals; and for connected purposes.
The Bill failed to complete its passage through Parliament before the end of the session. This means the Bill will make no further progress. A Bill to make provision for community ownership of hospitals owned by NHS Property Services Ltd.; to facilitate the integration of health and social care services provided in those hospitals; and for connected purposes.
The Bill failed to complete its passage through Parliament before the end of the session. This means the Bill will make no further progress. A Bill to make provision about the procedure for conducting investigations under Part 3 of the Local Government Act 1974; and to make provision for cases where an authority to which that Part applies takes a decision that affects the holding of an event for a reason relating to health or safety.
The Bill failed to complete its passage through Parliament before the end of the session. This means the Bill will make no further progress. A Bill to make provision for an offence in respect of supplies of specialist printing equipment and related materials; and for connected purposes.
A bill to require courts, local authorities and other bodies, when determining or enforcing issues of residence and contact, to operate under the presumption that the rights of a child include the right to grow up knowing and having access to and contact with both of the parents involved in the residence or contact case concerned; and for connected purposes.
The Bill failed to complete its passage through Parliament before the end of the session. This means the Bill will make no further progress. A Bill to require courts, local authorities and other bodies, when determining or enforcing issues of residence and contact, to operate under the presumption that the rights of a child include the right to grow up knowing and having access to and contact with both of the parents involved in the residence or contact case concerned, unless exceptional circumstances are demonstrated that such contact is not in the best interests of the child; to create an offence if a relevant body or person does not operate under or respect such a presumption; and for connected purposes
Nurse Staffing Levels Bill 2017-19
Sponsor - Maria Caulfield (Con)
Holocaust (Return of Cultural Objects) (Amendment) Act 2019
Sponsor - Theresa Villiers (Con)
Vehicle Fuel (Publication of Tax Information) Bill 2016-17
Sponsor - Peter Aldous (Con)
The average estimated apprenticeship programme costs to government of learners who completed (or left) in the 2013/14 academic year is shown in Table 1. Please note that this is the Government contribution only and does not include any employer contributions.
Table 1. Average estimated apprenticeship programme costs to government (2013/14)
Age group | Level | Average cost to government |
16-18 | Intermediate Level (L2) | £4,600 |
Advanced Level (L3) | £7,000 | |
Higher Levels (L4+) | £5,000 | |
All Levels | £5,300 | |
19+ | Intermediate Level (L2) | £1,800 |
Advanced Level (L3) | £2,300 | |
Higher Levels (L4+) | £2,000 | |
All Levels | £2,000 |
Notes.
1) The average apprenticeship programme costs to government have been calculated by the Skills Funding Agency from the final Individualised Learner Record data return (R14) for the 2013/14 academic year. It is based on all government-funded apprenticeship programmes that ended in the 2013/14 academic year (including both completers and early leavers)
2) The age group refers to the age of learners at start of the programme
3) The average costs to government are rounded to the nearest £100.
4) The costs of different apprenticeship frameworks are highly variable.
5) The funding of apprenticeships is currently under review and costs could change considerably in the near future.
Details of ministerial and senior official (Permanent Secretary) meetings with external organisations are published on a quarterly basis, and are available on GOV.UK and a link is provided as follows :-
Cabinet Office Senior Officials External Meetings - https://www.gov.uk/government/publications/cabinet-office-senior-officials-business-expenses-and-hospitality-january-to-march-2018
Cabinet Office Minister's Transparency Publications - https://www.gov.uk/government/collections/ministers-transparency-publications
The information requested falls within the responsibility of the UK Statistics Authority. I have asked the Authority to reply.
The Business Appointment Rules apply to those people employed in civil service, the diplomatic service and members of the armed services, whether the employment is paid or unpaid.
Departments publish quarterly details of Ministers’ meetings with external organisations on GOV.UK. These can be found at the following links:
https://www.gov.uk/government/collections/beis-ministerial-gifts-hospitality-travel-and-meetings
https://www.gov.uk/government/collections/bis-quarterly-publications-april-to-june-2012#2016
Details of meetings with officials is not available centrally and could only be obtained at disproportionate cost.
What individuals or clubs pay in tax is a matter for HM Revenues and Customs, and football clubs, players and managers are treated no different to others and expected to adhere to the same principals.
Ofwat is assessing water infrastructure investment plans for 2015-2020 under the 2014 water price review. All water and sewerage companies have a duty derived from recent legislation to place greater emphasis on flood risk planning.
The Water Industry Act 1991 has also been amended to make clear that sewerage undertakers can construct and use Sustainable Drainage Systems to fulfil their statutory duty to effectually drain an area where it is the most economical solution.
Animal Health Veterinary Laboratories Agency (AHVLA) employs Veterinarians and Animal Health Officers who both are inspectors. Veterinarians employed by AHVLA must have a veterinary degree and be members of the Royal College of Veterinary Surgeons (MRCVS). AHVLA supports these veterinarians to achieve the annual number of days continued development required to maintain their MRCVS.
Animal Health Officers are not qualified veterinarians and have no requirement for any veterinary qualifications. They are trained in a variety of aspects relevant to their function and that are essential to their duties, including animal welfare, animal health, enforcement and evidence gathering. Furthermore, and in order to fulfil this function, Animal Health Officers are appointed as Inspectors under the Animal Health Act 1981. A senior veterinarian in the organisation ensures that appointed Inspectors only use the powers to act as an Inspector when they are deemed competent to do so.
AHVLA has an annual programme of training for its veterinary staff and Animal Health Officers to ensure that they maintain and develop knowledge in their particular areas of expertise.
The Government has no plans to propose changes to the legislative basis for pre-export inspections beyond those measures which are currently in place. These measures were reviewed and, where necessary, modified in 2012. Details of these operational changes were set out in the Written Ministerial Statement made by the then Minister of State for Defra, Mr David Heath on 4 March 2013 (Hansard, Column 53 WS).
Ministers and officials continue to engage with a wide selection of stakeholders - both business and civil society - across the country and the economy to discuss their priorities and issues as we leave the European Union. Details of ministerial and senior official meetings are provided in the quarterly transparency returns.
Meetings regularly take place with a range of stakeholders. To compile a comprehensive list across the whole Department would be at disproportionate cost to the taxpayer.
In relation to EU Regulation 2017/1480 imposing anti-dumping duties on certain types of cast iron products, officials have received representations from three importers, of which they have met two, as well as representations from one group of European producers, which includes one UK producer.
In terms of analysing the effect of these regulations, the UK government examines all trade defence cases carefully and judges each on its own merits. This is based on an economic evaluation of the evidence presented in the European Commission’s draft regulation sent to Member States with any proposal for measures, together with information received from interested parties, including producers, importers and users of the product.
The Commission’s anti-dumping investigation concerning imports of cast iron articles from China and India is ongoing, and yet to make its final proposals. Officials have not made representations to the Commission at this stage in the investigation.
This is one of several trade defence measures which are being applied by the EU which affect UK industry. The Government is looking into the detail of UK trade remedies policy as a whole as we leave the EU. The Government is seeking to maintain continuity for businesses as we exit from the EU. We invite responses to the consultations launched as part of the Department’s recently published White Paper: ‘Preparing for our future UK trade policy’.
In relation to EU Regulation 2017/1480 imposing anti-dumping duties on certain types of cast iron products, officials have received representations from three importers, of which they have met two, as well as representations from one group of European producers, which includes one UK producer.
In terms of analysing the effect of these regulations, the UK government examines all trade defence cases carefully and judges each on its own merits. This is based on an economic evaluation of the evidence presented in the European Commission’s draft regulation sent to Member States with any proposal for measures, together with information received from interested parties, including producers, importers and users of the product.
The Commission’s anti-dumping investigation concerning imports of cast iron articles from China and India is ongoing, and yet to make its final proposals. Officials have not made representations to the Commission at this stage in the investigation.
This is one of several trade defence measures which are being applied by the EU which affect UK industry. The Government is looking into the detail of UK trade remedies policy as a whole as we leave the EU. The Government is seeking to maintain continuity for businesses as we exit from the EU. We invite responses to the consultations launched as part of the Department’s recently published White Paper: ‘Preparing for our future UK trade policy’.
In relation to EU Regulation 2017/1480 imposing anti-dumping duties on certain types of cast iron products, officials have received representations from three importers, of which they have met two, as well as representations from one group of European producers, which includes one UK producer.
In terms of analysing the effect of these regulations, the UK government examines all trade defence cases carefully and judges each on its own merits. This is based on an economic evaluation of the evidence presented in the European Commission’s draft regulation sent to Member States with any proposal for measures, together with information received from interested parties, including producers, importers and users of the product.
The Commission’s anti-dumping investigation concerning imports of cast iron articles from China and India is ongoing, and yet to make its final proposals. Officials have not made representations to the Commission at this stage in the investigation.
This is one of several trade defence measures which are being applied by the EU which affect UK industry. The Government is looking into the detail of UK trade remedies policy as a whole as we leave the EU. The Government is seeking to maintain continuity for businesses as we exit from the EU. We invite responses to the consultations launched as part of the Department’s recently published White Paper: ‘Preparing for our future UK trade policy’.
In relation to EU Regulation 2017/1480 imposing anti-dumping duties on certain types of cast iron products, officials have received representations from three importers, of which they have met two, as well as representations from one group of European producers, which includes one UK producer.
In terms of analysing the effect of these regulations, the UK government examines all trade defence cases carefully and judges each on its own merits. This is based on an economic evaluation of the evidence presented in the European Commission’s draft regulation sent to Member States with any proposal for measures, together with information received from interested parties, including producers, importers and users of the product.
The Commission’s anti-dumping investigation concerning imports of cast iron articles from China and India is ongoing, and yet to make its final proposals. Officials have not made representations to the Commission at this stage in the investigation.
This is one of several trade defence measures which are being applied by the EU which affect UK industry. The Government is looking into the detail of UK trade remedies policy as a whole as we leave the EU. The Government is seeking to maintain continuity for businesses as we exit from the EU. We invite responses to the consultations launched as part of the Department’s recently published White Paper: ‘Preparing for our future UK trade policy’.
In relation to EU Regulation 2017/1480 imposing anti-dumping duties on certain types of cast iron products, officials have received representations from three importers, of which they have met two, as well as representations from one group of European producers, which includes one UK producer.
In terms of analysing the effect of these regulations, the UK government examines all trade defence cases carefully and judges each on its own merits. This is based on an economic evaluation of the evidence presented in the European Commission’s draft regulation sent to Member States with any proposal for measures, together with information received from interested parties, including producers, importers and users of the product.
The Commission’s anti-dumping investigation concerning imports of cast iron articles from China and India is ongoing, and yet to make its final proposals. Officials have not made representations to the Commission at this stage in the investigation.
This is one of several trade defence measures which are being applied by the EU which affect UK industry. The Government is looking into the detail of UK trade remedies policy as a whole as we leave the EU. The Government is seeking to maintain continuity for businesses as we exit from the EU. We invite responses to the consultations launched as part of the Department’s recently published White Paper: ‘Preparing for our future UK trade policy’.
In relation to EU Regulation 2017/1480 imposing anti-dumping duties on certain types of cast iron products, officials have received representations from three importers, of which they have met two, as well as representations from one group of European producers, which includes one UK producer.
In terms of analysing the effect of these regulations, the UK government examines all trade defence cases carefully and judges each on its own merits. This is based on an economic evaluation of the evidence presented in the European Commission’s draft regulation sent to Member States with any proposal for measures, together with information received from interested parties, including producers, importers and users of the product.
The Commission’s anti-dumping investigation concerning imports of cast iron articles from China and India is ongoing, and yet to make its final proposals. Officials have not made representations to the Commission at this stage in the investigation.
This is one of several trade defence measures which are being applied by the EU which affect UK industry. The Government is looking into the detail of UK trade remedies policy as a whole as we leave the EU. The Government is seeking to maintain continuity for businesses as we exit from the EU. We invite responses to the consultations launched as part of the Department’s recently published White Paper: ‘Preparing for our future UK trade policy’.
In relation to EU Regulation 2017/1480 imposing anti-dumping duties on certain types of cast iron products, officials have received representations from three importers, of which they have met two, as well as representations from one group of European producers, which includes one UK producer.
In terms of analysing the effect of these regulations, the UK government examines all trade defence cases carefully and judges each on its own merits. This is based on an economic evaluation of the evidence presented in the European Commission’s draft regulation sent to Member States with any proposal for measures, together with information received from interested parties, including producers, importers and users of the product.
The Commission’s anti-dumping investigation concerning imports of cast iron articles from China and India is ongoing, and yet to make its final proposals. Officials have not made representations to the Commission at this stage in the investigation.
This is one of several trade defence measures which are being applied by the EU which affect UK industry. The Government is looking into the detail of UK trade remedies policy as a whole as we leave the EU. The Government is seeking to maintain continuity for businesses as we exit from the EU. We invite responses to the consultations launched as part of the Department’s recently published White Paper: ‘Preparing for our future UK trade policy’.
The Department produces annual estimates of the average daily flow by vehicle type for each major road link in Great Britain.
The table below provides a breakdown of the (a) average daily flow by (b) year since 2010 for vehicles likely to be used for freight purposes. The data is provided for the closest major road link on the A2 approaching the Port of Dover (Count Point No. 27864).
Average Daily Flow Estimates of Selected Vehicle Types at Count Point 27864 on the southbound A2 – 2010 to 2017
Year | Average Daily Flow of Light Goods Vehicles1 | Average Daily Flow of Heavy Goods Vehicles | Count Method2 |
2010 | 914 | 1,126 | Counted |
2011 | 935 | 1,107 | Estimated |
2012 | 974 | 1,105 | Estimated |
2013 | 1,034 | 1,114 | Estimated |
2014 | 1,159 | 950 | Counted |
2015 | 1,288 | 1,019 | Estimated |
2016 | 1,391 | 1,027 | Estimated |
2017 | 1,482 | 1,056 | Estimated |
1 Light Goods Vehicles may not all be used for freight carrying purposes
2 DfT’s road link level traffic estimates are calculated using a variety of methods, with some methods likely to produce more accurate estimates than others. Figures having an estimation method of “Counted” are likely to be more accurate than those marked as “Estimated”.
Further detailed information on vehicle flows, including the local road network, can be accessed via the Department’s interactive map here:
https://roadtraffic.dft.gov.uk/manualcountpoints
Contextual information can be found on the data.gov.uk website here:
https://www.gov.uk/government/collections/road-traffic-statistics
The Department produces annual estimates of the average daily flow by vehicle type for each major road link in Great Britain.
The table below provides a breakdown of the (a) average daily flow by (b) year since 2010 for vehicles likely to be used for freight purposes. The data is provided for the closest major road link on the A20 approaching the Port of Dover Count Point No. 8107
Average Daily Flow Estimates of Selected Vehicle Types at Count Point 8107 on the Eastbound A20 – 2010 to 2017
Year | Average Daily Flow of Light Goods Vehicles1 | Average Daily Flow of Heavy Goods Vehicles | Count Method2 |
2010 | 1,244 | 1,781 | Estimated |
2011 | 1,283 | 1,745 | Estimated |
2012 | 1,232 | 1,598 | Estimated |
2013 | 1,246 | 1,508 | Estimated |
2014 | 1,333 | 1,302 | Estimated |
2015 | 1,402 | 1,293 | Estimated |
2016 | 1,514 | 1,276 | Estimated |
2017 | 1,613 | 1,310 | Estimated |
1 Light Goods Vehicles may not all be used for freight carrying purposes
2 DfT’s road link level traffic estimates are calculated using a variety of methods, with some methods likely to produce more accurate estimates than others. Figures having an estimation method of “Counted” are likely to be more accurate than those marked as “Estimated”.
Further detailed information on vehicle flows, including the local road network, can be accessed via the Department’s interactive map here:
https://roadtraffic.dft.gov.uk/manualcountpoints
Contextual information can be found on the data.gov.uk website here:
https://www.gov.uk/government/collections/road-traffic-statistics
The Department produces annual estimates of the average daily flow by vehicle type for each major road link in Great Britain. Traffic counts do not establish trip purpose.
The table below provides a breakdown of the (a) average daily flow by (b) year since 2010 for all vehicles split by type. The data is provided for the closest major road link on the A2 approaching the Port of Dover (Count Point No. 27864).
Average Daily Flow Estimates of All Motor Vehicles by type at Count Point 27864 on the southbound A2 – 2010 to 20171
Year | Average Daily Flow of Cars and Taxis | Average Daily Flow of Light Goods Vehicles | Average Daily Flow of Heavy Goods Vehicles |
2010 | 6,195 | 914 | 1,126 |
2011 | 6,158 | 935 | 1,107 |
2012 | 6,114 | 974 | 1,105 |
2013 | 6,041 | 1,034 | 1,114 |
2014 | 6,436 | 1,159 | 950 |
2015 | 6,630 | 1,288 | 1,019 |
2016 | 6,828 | 1,391 | 1,027 |
2017 | 6,826 | 1,482 | 1,056 |
Year | Average Daily Flow of Buses and Coaches | Average Daily Flow of Two Wheeled Motor Vehicles | Average Daily Flow of All Motor Vehicles |
2010 | 121 | 77 | 8,433 |
2011 | 122 | 76 | 8,398 |
2012 | 124 | 74 | 8,390 |
2013 | 128 | 78 | 8,394 |
2014 | 86 | 48 | 8,678 |
2015 | 84 | 50 | 9,070 |
2016 | 86 | 52 | 9,383 |
2017 | 88 | 52 | 9,503 |
1 DfT’s road link level traffic estimates are calculated using a variety of methods, with some methods likely to produce more accurate estimates than others.
Further detailed information on vehicle flows, including the local road network, can be accessed via the Department’s interactive map here:
https://roadtraffic.dft.gov.uk/manualcountpoints
Contextual information can be found on the data.gov.uk website here:
https://www.gov.uk/government/collections/road-traffic-statistics
The Department produces annual estimates of the average daily flow by vehicle type for each major road link in Great Britain. Traffic counts do not establish trip purpose.
The table below provides a breakdown of the (a) average daily flow by (b) year since 2010 for all vehicles split by type. The data is provided for the closest major road link on the A20 approaching the Port of Dover (Count Point No. 8107).
Average Daily Flow Estimates of All Motor Vehicles by type at Count Point 8107 on the eastbound A20 – 2010 to 20171
Year | Average Daily Flow of Cars and Taxis | Average Daily Flow of Light Goods Vehicles | Average Daily Flow of Heavy Goods Vehicles |
2010 | 7,787 | 1,244 | 1,781 |
2011 | 7,748 | 1,283 | 1,745 |
2012 | 7,715 | 1,232 | 1,598 |
2013 | 7,671 | 1,246 | 1,508 |
2014 | 7,879 | 1,333 | 1,302 |
2015 | 7,735 | 1,402 | 1,293 |
2016 | 7,966 | 1,514 | 1,276 |
2017 | 7,963 | 1,613 | 1,310 |
Year | Average Daily Flow of Buses and Coaches | Average Daily Flow of Two Wheeled Motor Vehicles | Average Daily Flow of All Motor Vehicles |
2010 | 151 | 87 | 11,050 |
2011 | 151 | 92 | 11,019 |
2012 | 162 | 83 | 10,790 |
2013 | 153 | 83 | 10,662 |
2014 | 147 | 79 | 10,740 |
2015 | 146 | 81 | 10,656 |
2016 | 149 | 84 | 10,989 |
2017 | 152 | 85 | 11,123 |
1 DfT’s road link level traffic estimates are calculated using a variety of methods, with some methods likely to produce more accurate estimates than others.
Further detailed information on vehicle flows, including the local road network, can be accessed via the Department’s interactive map here:
https://roadtraffic.dft.gov.uk/manualcountpoints
Contextual information can be found on the data.gov.uk website here:
https://www.gov.uk/government/collections/road-traffic-statistics
The number of reported road accidents involving personal injury on the A2 between the Lydden junction and the Port of Dover between 2010 and 2017 is given in the table below.
Number of reported road accidents on the A2 (between the Lydden junction and the Port of Dover)1, 2010 to 2017
Year | Number of accidents |
2010 | 19 |
2011 | 21 |
2012 | 16 |
2013 | 26 |
2014 | 17 |
2015 | 17 |
2016 | 18 |
2017 | 15 |
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| Source: DfT Stats19 |
1. Includes all the slip roads on and off at each of the junctions. |
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The Department recognises the support that exists locally for dualling the remaining sections of the A2 to Dover, and this proposal is one of the many that it is considering for inclusion in the second Road Investment Strategy (RIS2). The Department will make decisions on RIS2 later this year, after which it will be possible to develop robust estimates of the cost of specific options for schemes included in the investment plan.
In principle a route between Dover and Zeebrugge could certainly be re-established. This is a commercial matter for any prospective ferry operator and the ports concerned.
Transport capital funding from Government is allocated to local authorities at upper tier level, in this case Kent County Council (KCC). The Department does not hold figures for the Dover Constituency. The total capital expenditure on highways and transport (from all funding sources) as reported by KCC can be found in the table below.
Year | Kent |
2008/09 | £73,783K |
2009/10 | £86,001K |
2010/11 | £89,584K |
2011/12 | £54,839K |
2012/13 | £48,450K |
2013/14 | £112,115K |
2014/15 | £60,303K |
2015/16 | £54,665K |
2016/17 | £77,794K |
2017/18 | £63,556K |
We have also provided Kent County Council with significant extra funding to assist with the preparations for if the UK leaves the EU without a deal. This is part of the Operation Brock contingency planning.
Highways England have confirmed that between 1 July 2016 and 3 September 2016, 267 incidents were recorded as suicides or attempted suicides on the strategic road network.
Highways England are currently moving to a new incident management system and are only able to provide data up to 3 September 2016 at this time. The complete figures will be validated as soon as possible.
The Driver and Vehicle Standards Agency issues fines, known as ‘fixed penalties’, for breaches of cabotage and combined transport rules.
The number of fixed penalties issued for breaches of cabotage and combined transport rules in each of the last five years is:
Year | Number of fines (fixed penalties) issued |
2012 | 235 |
2013 | 281 |
2014 | 299 |
2015 | 517 |
2016 | 313 |
A cabotage offence is against the operator of a vehicle, not the driver, and can only be issued to non-GB operators.
The number of fixed penalties paid for breaches of cabotage and combined transport rules in each of the last five years is:
Year | Number of fines (fixed penalties) paid |
2012 | 154 |
2013 | 125 |
2014 | 151 |
2015 | 273 |
2016 | 162 |
The Departments for Transport, Work and Pensions and Education are working with stakeholders to address this issue. This includes the development of a new Trailblazer Apprenticeship standard for HGV drivers funded through the Apprenticeship Levy, help for jobseekers to enter the logistics sector and work to address the gender imbalance in the industry.
As part of efforts to improve the image of the profession the Department for Transport has also commissioned a survey of roadside facilities and is working with Highways England, local authorities and operators to ensure more and better quality facilities for drivers.
The Department and its agencies have also worked to minimise delays in obtaining an HGV test appointments and licence renewals.
The Government has not undertaken a formal assessment. While the Government acknowledges that any changes to arrangements for EU workers will be a factor in the availability of skilled staff for road haulage, it is not the only factor. As noted in the Government’s response to the Transport Committee’s report on skills and workforce planning in the road haulage sector, there are encouraging signs. For example there were about 10,000 more HGV driving test passes in 2015/16 compared to two years before, in response to the higher demand for HGV drivers and the shortages. In addition the industry has developed a new Trailblazer Apprenticeship standard for HGV drivers to be funded through the Apprenticeship Levy.
Operation Stack is a multi-agency approach designed to reduce traffic disruption resulting from issues affecting the cross-Channel crossings. The effects of its implementation are unique to the individual circumstances and duration of its deployment, and so no reliable assessment of the general effects of Operation Stack can be undertaken in advance.
The Government aims to ensure that trade will continue to be as frictionless as possible, so that the effects on businesses using the Port of Dover and the Channel Tunnel are minimised. The Department for Transport is working closely with the Treasury, HMRC and other Departments towards that end.
The discussion paper on Future customs arrangements, published in August, set out our positive commitment to trade with the EU and options for ensuring that the customs system is as facilitative as possible.
The Department for Transport is working closely with other Departments and in consultation with the ports and logistics industry, in order to help ensure that movement through ports and across borders is as frictionless as possible, whatever the outcome of negotiations on future arrangements for trade with the EU.
Highways England recently published their 2017/18 Delivery Plan which provides updates on schemes from 2015 to 2020. https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/642750/Highways_England_Delivery_Plan_Update_2017-2018.pdf
The Department does not hold comprehensive information on the number of EU-based hauliers operating in the UK.
In each of the last five business years, the Driver and Vehicle Standards Agency (DVSA) conducted the following number of investigations into potential breaches of cabotage rules:
2011/12 – 57,616
2012/13 – 44,340
2013/14 – 40,289
2014/15 – 46,466
2015/16 – 52,499
DVSA does not prosecute foreign drivers for cabotage offences; instead it issues cabotage notices. In each of the last five business years, DVSA recorded the following number of cabotage notices:
2011/12 – 370
2012/13 – 297
2013/14 – 257
2014/15 – 375
2015/16 – 484
Responsibility for the enforcement of cabotage lies with the Driver and Vehicle Standards Agency (DVSA) and in the last five years, DVSA has stopped and checked over 290,000 non-GB vehicles.
Cabotage is a small part of the haulage market - in the UK about 1% of domestic journeys are operated by foreign hauliers under cabotage. The rate of cabotage infringements is generally low. In the first three quarters of 2016/17, of the approximately 37,500 cabotage checks made by DVSA, only around 0.6% led to a prohibition.
The majority of manhole covers on the highway network fall under the responsibility of utility companies, with a small percentage in the ownership of local highway authorities.
The Department for Transport currently has no plans to bring forward legislative proposals for landowners and service suppliers to install high-friction manhole covers to prevent slipping and injury. That said, we are aware of a number of authorities who are taking steps to replace manhole covers with ones having enhanced anti-skid properties.
Of the top ten highest capped households at the end of March 2014, the average capped amount was £607 per week.
More detailed information on the amount capped is not available as providing this information could identify individuals and would breach data confidentiality. Further information on the number of households capped by the amount capped is found at:
https://www.gov.uk/government/publications/benefit-cap-number-of-households-capped-to-january-2014
Information is not available in the format requested. National and individual ambulance NHS trust level performance is available and is published monthly by NHS England. This can be found online at the following link:
https://www.england.nhs.uk/statistics/statistical-work-areas/ambulance-quality-indicators/
Information is not available in the format requested. National and individual ambulance National Health Service trust level performance is available and is published monthly by NHS England. This can be found online at the following link:
https://www.england.nhs.uk/statistics/statistical-work-areas/ambulance-quality-indicators/
In 2006, Parliament introduced stringent rules requiring all UK tobacco manufacturers to control their supply chains. These rules required them to take steps to avoid supplying cigarettes and hand rolling tobacco to persons who are likely to smuggle them into the UK or resupply them to other persons who are likely to do the same.
Tobacco manufacturers can face penalties of up to £5m for failing to comply with the rules.
HM Revenue & Customs (HMRC) robustly challenge tobacco manufacturers’ supply chain policies and procedures to ensure their continued compliance with the rules. This has involved ongoing contact and regular meetings between HMRC’s Large Business Team and manufacturers since the legislation was introduced.
One aspect of this ongoing contact is the requirement that manufacturers inspect seizures of over 100,000 cigarettes or 50kg of hand rolling tobacco and provide a summary of how those goods, if confirmed genuine, got in to the hands of smugglers. Large Business review and challenge these summaries to ensure manufacturers have taken appropriate action, in line with their own published supply chain policies.
Due to taxpayer confidentiality it is not possible to provide comment on the progress of HMRC’s discussions with individual businesses about their supply chain controls.
In 2006, Parliament introduced stringent rules requiring all UK tobacco manufacturers to control their supply chains. These rules required them to take steps to avoid supplying cigarettes and hand rolling tobacco to persons who are likely to smuggle them into the UK or resupply them to other persons who are likely to do the same.
Tobacco manufacturers can face penalties of up to £5m for failing to comply with the rules.
HM Revenue & Customs (HMRC) robustly challenge tobacco manufacturers’ supply chain policies and procedures to ensure their continued compliance with the rules. This has involved ongoing contact and regular meetings between HMRC’s Large Business Team and manufacturers since the legislation was introduced.
One aspect of this ongoing contact is the requirement that manufacturers inspect seizures of over 100,000 cigarettes or 50kg of hand rolling tobacco and provide a summary of how those goods, if confirmed genuine, got in to the hands of smugglers. Large Business review and challenge these summaries to ensure manufacturers have taken appropriate action, in line with their own published supply chain policies.
Due to taxpayer confidentiality it is not possible to provide comment on the progress of HMRC’s discussions with individual businesses about their supply chain controls.
In 2006, Parliament introduced stringent rules requiring all UK tobacco manufacturers to control their supply chains. These rules required them to take steps to avoid supplying cigarettes and hand rolling tobacco to persons who are likely to smuggle them into the UK or resupply them to other persons who are likely to do the same.
Tobacco manufacturers can face penalties of up to £5m for failing to comply with the rules.
HM Revenue & Customs (HMRC) robustly challenge tobacco manufacturers’ supply chain policies and procedures to ensure their continued compliance with the rules. This has involved ongoing contact and regular meetings between HMRC’s Large Business Team and manufacturers since the legislation was introduced.
One aspect of this ongoing contact is the requirement that manufacturers inspect seizures of over 100,000 cigarettes or 50kg of hand rolling tobacco and provide a summary of how those goods, if confirmed genuine, got in to the hands of smugglers. Large Business review and challenge these summaries to ensure manufacturers have taken appropriate action, in line with their own published supply chain policies.
Due to taxpayer confidentiality it is not possible to provide comment on the progress of HMRC’s discussions with individual businesses about their supply chain controls.
In 2006, Parliament introduced stringent rules requiring all UK tobacco manufacturers to control their supply chains. These rules required them to take steps to avoid supplying cigarettes and hand rolling tobacco to persons who are likely to smuggle them into the UK or resupply them to other persons who are likely to do the same.
Tobacco manufacturers can face penalties of up to £5m for failing to comply with the rules.
HM Revenue & Customs (HMRC) robustly challenge tobacco manufacturers’ supply chain policies and procedures to ensure their continued compliance with the rules. This has involved ongoing contact and regular meetings between HMRC’s Large Business Team and manufacturers since the legislation was introduced.
One aspect of this ongoing contact is the requirement that manufacturers inspect seizures of over 100,000 cigarettes or 50kg of hand rolling tobacco and provide a summary of how those goods, if confirmed genuine, got in to the hands of smugglers. Large Business review and challenge these summaries to ensure manufacturers have taken appropriate action, in line with their own published supply chain policies.
Due to taxpayer confidentiality it is not possible to provide comment on the progress of HMRC’s discussions with individual businesses about their supply chain controls.
In 2006, Parliament introduced stringent rules requiring all UK tobacco manufacturers to control their supply chains. These rules required them to take steps to avoid supplying cigarettes and hand rolling tobacco to persons who are likely to smuggle them into the UK or resupply them to other persons who are likely to do the same.
Tobacco manufacturers can face penalties of up to £5m for failing to comply with the rules.
HM Revenue & Customs (HMRC) robustly challenge tobacco manufacturers’ supply chain policies and procedures to ensure their continued compliance with the rules. This has involved ongoing contact and regular meetings between HMRC’s Large Business Team and manufacturers since the legislation was introduced.
One aspect of this ongoing contact is the requirement that manufacturers inspect seizures of over 100,000 cigarettes or 50kg of hand rolling tobacco and provide a summary of how those goods, if confirmed genuine, got in to the hands of smugglers. Large Business review and challenge these summaries to ensure manufacturers have taken appropriate action, in line with their own published supply chain policies.
Due to taxpayer confidentiality it is not possible to provide comment on the progress of HMRC’s discussions with individual businesses about their supply chain controls.
HM Treasury does not collect expenditure information on total government spend at a local authority level. The Ministry of Housing, Communities and Local Government produce local government expenditure statistics, which is part of total government spend. These statistics, along with population statistics are available at the following links:
Revenue financing and expenditure:
https://www.gov.uk/government/collections/local-authority-revenue-expenditure-and-financing
Capital expenditure, receipts and financing:
https://www.gov.uk/government/collections/local-authority-capital-expenditure-receipts-and-financing
Population statistics at local level: