First elected: 7th May 2015
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).
Stop work on HS2 immediately and hold a new vote to repeal the legislation
Gov Responded - 14 Jan 2021 Debated on - 13 Sep 2021 View 's petition debate contributionsWe ask Parliament to repeal the High Speed Rail Bills, 2016 and 2019, as MPs voted on misleading environmental, financial and timetable information provided by the Dept of Transport and HS2 Ltd. It fails to address the conditions of the Paris Accord and costs have risen from £56bn to over £100bn.
These initiatives were driven by Gavin Newlands, 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.
A Bill to make provision for safeguards for workers against dismissal and re-engagement on inferior terms and conditions; and for connected purposes.
A Bill to amend the Scotland Act 1998 to grant legislative competence for employment matters to the Scottish Parliament.
A Bill to make provision about workers’ rights; and for connected purposes.
A Bill to prohibit employers dismissing employees and subsequently re-employing them for the purpose of diminishing the terms and conditions of employment; and for connected purposes.
A Bill to prohibit employers dismissing employees and subsequently re-employing them for the purpose of diminishing the terms and conditions of employment; and for connected purposes.
Consumer Protection (Double Charging) Bill 2021-22
Sponsor - Huw Merriman (Con)
Parental Leave (Premature and Sick Babies) Bill 2017-19
Sponsor - David Linden (SNP)
Multi-employer Pension Schemes Bill 2017-19
Sponsor - Alan Brown (SNP)
Green Deal (Conduct of Home Energy and Lifestyle Management Ltd) Bill 2017-19
Sponsor - Alan Brown (SNP)
Delivery of COP26 was a cross-government effort and we will continue collectively, in our Presidency year, to ensure commitments by countries are turned into action.
The UK is acknowledged around the world as a domestic leader on climate action and this work will continue across government.
The Government has provided comprehensive guidance on the new arrangements for trade with the EU. We are working closely with the devolved administrations, operational partners, industry groups and transporters to minimise any potential disruption. The Border Operating Centre is operating around the clock to pull together all the necessary sources of information to track what is happening at the border.
The Government does not hold this information.
Ofgem have rules designed to limit the accrual of excessive customer credit, and conducted a Market Compliance Review of these rules in summer 2022. Following their review, Ofgem report that almost a million customers had their direct debits assessed, and £117,580 of adjustments and repayments have been made by suppliers as of 2 February 2023.
https://www.ofgem.gov.uk/publications/direct-debit-market-compliance-review-progress-update
As part of the Review of Electricity Market Arrangements (REMA), the Government is assessing the current set of regulatory arrangements for the price of wholesale electricity (among other aspects of the market). The Government will publish the conclusions of this assessment in the second consultation in the Autumn.
In preparing for the forthcoming ITU World Radiocommunications Conference (WRC), the government has worked extensively with Ofcom and with spectrum users to ensure the UK promotes the best interests of the UK. The WRC works on consensus, so compromise is expected in order to reach a conclusion all parties can sign up to. However, we will strongly resist any positions we believe undermine the UK’s objectives and will exercise our right to manage our domestic spectrum allocation where appropriate.
We will work with international partners, especially within the European regional group, to ensure protection for the continuation of the Digital Terrestrial Television (Freeview) platform and where the UK has the maximum flexibility to make long-term changes to domestic use of this spectrum band without needing to have regard to the spectrum priorities of neighbouring countries. We will only support changes to the Radio Regulations that are consistent with this.
I have monthly meetings with the ACAS Chair, Clare Chapman, and Chief Executive, Susan Clews, that cover both operational and policy matters. ACAS are an important partner for the Department, and provide important insight into workplace issues as we prepare for an Employment Bill.
The Department engaged ACAS to gather evidence of how fire and rehire is being used and they have concluded their work. ACAS engaged with a range of groups, including employer bodies and trade unions, as well as professional bodies with advisory contact with employers, such as employment lawyers, accountants, and payroll services.
Officials are now giving ACAS’ due consideration, and the Government will respond in due course.
The Department does not collect quantitative evidence on dismissal and re-engagement.
Employers are however required to notify my Rt. Hon. Friend the Secretary of State if they are proposing making more than 20 people redundant. The Office for National Statistics produce detailed statistics on redundancies by industry and individual characteristics.
The Department engaged ACAS to gather evidence of how fire and rehire is being used and they have concluded their work. ACAS engaged with a range of groups, including employer bodies and trade unions, as well as professional bodies with advisory contact with employers, such as employment lawyers, accountants, and payroll services.
Officials are now giving ACAS’ due consideration, and the Government will respond in due course.
The Department does not collect quantitative evidence on dismissal and re-engagement.
Employers are however required to notify my Rt. Hon. Friend the Secretary of State if they are proposing making more than 20 people redundant. The Office for National Statistics produce detailed statistics on redundancies by industry and individual characteristics.
Ministers meet regularly with stakeholders, including representatives of employers and employees on various employment-related issues, including matters concerning the Employment Rights Act 1996.
Employment Law is a reserved area except in Northern Ireland where it is devolved. BEIS will continue to work with each devolved administration respecting their unique settlements to ensure we build a strong economy across the United Kingdom.
BEIS Ministers meet with Acas monthly. These meetings cover a variety of employment matters.
Acas is holding independent and impartial discussions with a range of stakeholders on the use of fire and rehire practices to change contractual terms and conditions. BEIS officials have met regularly with Acas to discuss insights from this work and the circumstances when fire and hire practices are used.
For complaints about mis-selling, the Financial Ombudsman Service is responsible for initial reviews. For many, but not all, complaints about other Green Deal matters, such as installation quality, the Green Deal Ombudsman is contracted to complete initial reviews.
In all cases, decisions regarding whether a breach has occurred and, if so, whether a sanction should be imposed, are the responsibility of my Rt. Hon. Friend the Secretary of State.
Complainants do not receive direct correspondence from the Financial Ombudsman Service as part of the reviews of complaints submitted to the Secretary of State. In addition to the work it completes on complaints to the Secretary of State, the Financial Ombudsman Service more generally handles Green Deal complaints about financing issues as part of its statutory role under the Financial Services and Markets Act 2000. Some such complaints may subsequently be referred to the Secretary of State for review and may be the subject of associated correspondence between the Financial Ombudsman Service and the complainant, but such correspondence stands outside of the formal review process.
For complaints about mis-selling, the Financial Ombudsman Service is responsible for initial reviews. For many, but not all, complaints about other Green Deal matters, such as installation quality, the Green Deal Ombudsman is contracted to complete initial reviews.
In all cases, decisions regarding whether a breach has occurred and, if so, whether a sanction should be imposed, are the responsibility of my Rt. Hon. Friend the Secretary of State.
Complainants do not receive direct correspondence from the Financial Ombudsman Service as part of the reviews of complaints submitted to the Secretary of State. In addition to the work it completes on complaints to the Secretary of State, the Financial Ombudsman Service more generally handles Green Deal complaints about financing issues as part of its statutory role under the Financial Services and Markets Act 2000. Some such complaints may subsequently be referred to the Secretary of State for review and may be the subject of associated correspondence between the Financial Ombudsman Service and the complainant, but such correspondence stands outside of the formal review process.
The Department does not record data on correspondence acknowledging receipt of a complaint on Green Deal loan mis-selling which has been sent by this Department. Complaints on Green Deal mis-selling can be received through a number of routes, including email, post, and official Department and Ministerial correspondence.
For complaints about mis-selling, the Financial Ombudsman Service is responsible for initial reviews. For many, but not all, complaints about other Green Deal matters, such as installation quality, the Green Deal Ombudsman is contracted to complete initial reviews.
In all cases, decisions regarding whether a breach has occurred and, if so, whether a sanction should be imposed, are the responsibility of my Rt. Hon. Friend the Secretary of State.
Complainants do not receive direct correspondence from the Financial Ombudsman Service as part of the reviews of complaints submitted to the Secretary of State. In addition to the work it completes on complaints to the Secretary of State, the Financial Ombudsman Service more generally handles Green Deal complaints about financing issues as part of its statutory role under the Financial Services and Markets Act 2000. Some such complaints may subsequently be referred to the Secretary of State for review and may be the subject of associated correspondence between the Financial Ombudsman Service and the complainant, but such correspondence stands outside of the formal review process.
Under the Green Deal Framework regulations, loans can be reduced or cancelled where there has been a breach of the relevant rules, and my Rt. Hon. Friend the Secretary of State is satisfied that the consumer has suffered, or is likely to suffer, a substantive loss. This applies to any complaint which meets the eligibility requirements regardless of whether it concerns a Green Deal Plan that was in place at a property prior to a complainant inheriting that property.
The Department does not record data on the number of complaints about mis-selling of Green Deal Plans by Home Energy & Lifestyle Management Ltd (HELMS) received from complainants who did not enter the original credit agreement as the property “improver”. Complaints to my Rt, Hon. Friend the Secretary of State can be made under the Green Deal Framework regulations by original improvers or subsequent bill payers (other eligibility criteria must also met).
The UK Internal Market Bill ensures the UK can operate as a coherent internal market, guaranteeing UK companies can trade unhindered in every part of the UK while maintaining world-leading standards for consumers, workers, food and the environment.
The UK has some of the highest standards in the world on goods and some of the most robust standards on foods, with world-leading food, animal and plant health and animal welfare standards.
The Government has a zero-tolerance approach to fraud. A bespoke package of counter-fraud measures will be built into the scheme design, drawing on best practice and lessons learnt?from previous domestic and international?schemes.
In his Summer Economic Update, my Rt. Hon. Friend Mr Chancellor of the Exchequer announced a £2bn Green Home Grant scheme that will support homeowners and landlords of rented homes in England to improve the energy efficiency of their properties, reducing energy bills and carbon emissions, and supporting a green economic recovery.
The funding will be spent on paying for accredited tradespeople to install a range of measures, for example insulation, to improve the energy performance of their homes. Further detail on the eligibility for the scheme will be announced in the coming days, before the scheme’s full launch.
In his Summer Economic Update, my Rt. Hon. Friend Mr Chancellor of the Exchequer announced a £2bn Green Home Grant scheme that will support homeowners and landlords of rented homes in England to improve the energy efficiency of their properties, reducing energy bills and carbon emissions, and supporting a green economic recovery.
The funding will be spent on paying for accredited tradespeople to install a range of measures, for example insulation, to improve the energy performance of their homes. Further detail on the eligibility for the scheme will be announced in the coming days, before the scheme’s full launch.
Ministers in the Department hold many meetings with companies, including Rolls-Royce, to discuss a wide range of business issues.
Details of meetings held by Ministers in the Department are recorded in our transparency data, which is published at:
https://www.gov.uk/government/collections/beis-ministerial-gifts-hospitality-travel-and-meetings.
The Department continues to work closely with the fuel sector to ensure that plans are in place to maintain the supply of petroleum and diesel in the event of a public health emergency.
The sector is used to varying levels of demand, and disruptions to supply, for example during inclement weather, and is adept at directing resource to where it is most needed. In addition, the Government has a long-standing fuel supply contingency programme that can be deployed in support of industry to maintain fuel supplies as close to normal levels as possible.
As of 3rd March 2020, there are 147 outstanding appeals, relating to the company Home Energy & Lifestyle Management Ltd (HELMS), which have been referred to my Rt. Hon. Friend the Secretary of State.
The Regulations require that, before imposing any sanction, the Secretary of State gives notice to affected parties of his intention to impose a sanction and provides them with an opportunity to make representations before it is made final. To date, 83 Intention Notices have been issued in respect of the outstanding HELMS appeals.
The tables attached provide details of the age of the outstanding appeals, broken down by (i) constituency, (ii) local authority area and (iii) NUTS first level region.
The Government remains committed to the future of digital terrestrial television (DTT), the technology which underpins Freeview. Millions of households across the UK, including in Scotland, rely on DTT. This is particularly true of rural communities and older people.
We also recognise the crucial role that DTT services play in the wider UK broadcasting system, in particular in helping ensure that public service content continues to be widely available and free-to-air to all audiences.
For these reasons, the Government has already legislated to secure the continuity of DTT until at least 2034.
As the sector evolves, it is right that we continue to evaluate the future distribution of television services. To that end, and as set out in the Broadcasting White Paper, the Government has asked Ofcom to continue to track changes in DTT viewing and to undertake an early review on market changes that may affect the future of content distribution before the end of 2025.
We have also recently launched a major research and engagement programme looking at how UK audiences will get their TV in the decades to come, including DTT, satellite, cable, and online.
Before any decisions about the future of terrestrial television are made, close consideration will be given to how any changes would impact audiences, and especially those who rely on DTT as their primary means of watching television.
The Government remains committed to the future of free to air TV and radio services. Millions of households across the UK rely on these services, particularly vulnerable people, the elderly and rural communities. We also recognise the crucial role that free-to-air television and radio services play in the wider UK broadcasting system, in particular in helping ensure that public service content continues to be widely available and free-to-air to all audiences.
More detailed data on the usage of free-to-air radio and TV is available from a variety of sources. For example, Ofcom produces its Media Nations report which reviews key trends in the media sector and sets out how audiences are served across the UK. The most recent report was published in August 2023 and can be found here. Ofcom also publishes the results of a number of annual surveys addressing these issues, as well as an interactive data set in the form of its annual Communications Market Report. Many of these publications include relevant analysis broken down by age group and/or geographic area.
The Department for Culture, Media and Sport also commissions and publishes its own research on a range of topics, including in relation to radio and TV. For example, the Digital Radio and Audio Review (published October 2021) looked at the landscape for radio over the coming years, and noted that traditional radio, including FM services, was valued by many listeners – particularly those who were older or vulnerable.
We have also recently launched a major research and engagement programme looking at how UK audiences will get their TV in the decades to come, including digital terrestrial television (DTT), satellite, cable, and online.
Before any decisions about the future of terrestrial television are made, close consideration will be given to how any changes would impact audiences, and especially those who rely on DTT as their primary means of watching television.
The Government remains committed to the future of digital terrestrial television (DTT), the technology which underpins Freeview. Millions of households across the UK, including in Scotland, rely on DTT. This is particularly true of rural communities and older people.
We also recognise the crucial role that DTT services play in the wider UK broadcasting system, in particular in helping ensure that public service content continues to be widely available and free-to-air to all audiences.
For these reasons, the Government has already legislated to secure the continuity of DTT until at least 2034.
As the sector evolves, it is right that we continue to evaluate the future distribution of television services. To that end, and as set out in the Broadcasting White Paper, the Government has asked Ofcom to continue to track changes in DTT viewing and to undertake an early review on market changes that may affect the future of content distribution before the end of 2025.
We have also recently launched a major research and engagement programme looking at how UK audiences will get their TV in the decades to come, including DTT, satellite, cable, and online.
Before any decisions about the future of terrestrial television are made, close consideration will be given to how any changes would impact audiences, and especially those who rely on DTT as their primary means of watching television.
The Government remains committed to the future of digital terrestrial television (DTT), the technology which underpins Freeview. Millions of households across the UK, including in Scotland, rely on DTT. This is particularly true of rural communities and older people.
We also recognise the crucial role that DTT services play in the wider UK broadcasting system, in particular in helping ensure that public service content continues to be widely available and free-to-air to all audiences.
For these reasons, the Government has already legislated to secure the continuity of DTT until at least 2034.
As the sector evolves, it is right that we continue to evaluate the future distribution of television services. To that end, and as set out in the Broadcasting White Paper, the Government has asked Ofcom to continue to track changes in DTT viewing and to undertake an early review on market changes that may affect the future of content distribution before the end of 2025.
We have also recently launched a major research and engagement programme looking at how UK audiences will get their TV in the decades to come, including DTT, satellite, cable, and online.
Before any decisions about the future of terrestrial television are made, close consideration will be given to how any changes would impact audiences, and especially those who rely on DTT as their primary means of watching television.
For the summer phase of the Sport Survival Package, as with all government interventions, the Green Book guidance was applied. The Green Book is issued by HM Treasury, providing guidance on how to appraise policies, programmes and projects.The Treasury’s five case model is the means of developing proposals in a holistic way that optimises the social / public value produced by the use of public resources. Therefore, the Sport Survival Package has been assessed using a cost benefit analysis, ensuring value for money.
Britain is a sporting superpower; our shared victories in London and Rio demonstrated not only our sporting prowess but also the pride and passion for sport that is central to our national identity. That is why the Broadcasting Act 1996 ensures that events of special national significance such as the Olympics and Paralympics can be seen as widely as possible. While DCMS has not conducted a study into the impact of viewing the specific events listed in 'Group A' on children's activity levels, we know that they have the power to unite the nation, and to inspire us all to get active.
The Active Lives Children and Young People Survey shows that 3.3m (46.8%) of children and young people (aged 5-16) in England met the Chief Medical Officers’ guidance on physical activity in 2018-19. This is an increase of 279,000 since the previous year. However this means that over half do not do enough exercise to benefit their health. The School Sport and Activity Action Plan, published last July, set out government’s commitment to tackling this important issue, and ensuring that all children and young people have access to at least 60 minutes of high quality sport and PE every day.
The Secretary of State and I meet with sports national governing bodies on a regular basis to ensure they are supporting grassroots participation in line with the objectives of the government's Sporting Future strategy. Ministers continue to work with national governing bodies of sport to ensure that the Sporting Future strategy is implemented effectively, and that grassroots participation is supported.
Sport is a devolved matter and therefore support for grassroots sport and physical activity in Scotland, Wales and Northern Ireland is the responsibility of the respective Home Nations Sports Councils and devolved governments.
The Rugby Football Union (RFU) is in regular contact with Sport England, which is the organisation directly responsible for investing in and supporting grassroots sport in England. Through Sport England, government is investing £12.6m in the RFU over 2017-21 for its work on participation and supporting talented young athletes. Since 2016, England has invested a further £12.61m in multi-sport projects where rugby union is identified as one of the sports benefitting.
DCMS and Home Office officials are in regular contact on matters relating to visas for sport. The Home Office also routinely engages with sports governing bodies, organisations within the sport sector and other government departments on visa issues.
Home Office definitions of amateur and professional sports persons contained in the immigration rules were established following full consultation with all recognised sports governing bodies. The full definitions can be found in the document attached. The rules surrounding entering the UK on a Tier 4 (General) student visa can be found here: https://www.gov.uk/tier-4-general-visa.
Tier 4 visas have restrictions imposed regarding what work can be undertaken during the period agreed. For example, one of the conditions of holding a Tier 4 visa is that foreign students must not work in certain jobs, for example professional sportsperson or sports coach.
I have had no such discussions with Six Nations Rugby Ltd or their representatives. The Government is clear that the existing list works well, and strikes the right balance between retaining free-to-air sports events for the public, and allowing rights holders to negotiate agreements in the best interests of their sport. The Government has no current plans of undertaking a review of the list, or of moving the Six Nations from the category B list to the category A list. As a Group B event, live coverage of the Six Nations Rugby tournament may be broadcast by a subscription television service provided that secondary coverage is offered to the eligible free-to-air broadcasters.
I have had no such discussions with the Scottish Rugby Union, the Irish Rugby Football Union, the Welsh Rugby Union or the Rugby Football Union. The Government is clear that the existing list works well, and strikes the right balance between retaining free-to-air sports events for the public, and allowing rights holders to negotiate agreements in the best interests of their sport. The Government has no current plans of undertaking a review of the list, or of moving the Six Nations from the category B list to the category A list. As a Group B event, live coverage of the Six Nations Rugby tournament may be broadcast by a subscription television service provided that secondary coverage is offered to the eligible free-to-air broadcasters.
The Animal Welfare (Kept Animals) Bill was re-introduced to the House of Commons in May and will progress to Report stage as soon as Parliamentary time allows.
The Animal Welfare (Kept Animals) Bill introduces measures relating to the low welfare movements of pets into the United Kingdom and includes powers to introduce further restrictions on pet travel and on the commercial import of pets on welfare grounds, via secondary legislation.
In August 2021, HM Government launched a consultation on how these powers should be used. The consultation sought views on whether maintaining the existing requirements in relation to cats and kittens was the right approach. We are currently analysing the replies to this consultation and will publish our response in due course.
The Animal Welfare (Kept Animals) Bill was re-introduced to the House of Commons in May and will progress to Report stage as soon as Parliamentary time allows.
The Animal Welfare (Kept Animals) Bill introduces measures relating to the low welfare movements of pets into the United Kingdom and includes powers to introduce further restrictions on pet travel and on the commercial import of pets on welfare grounds, via secondary legislation.
In August 2021, HM Government launched a consultation on how these powers should be used. The consultation sought views on whether maintaining the existing requirements in relation to cats and kittens was the right approach. We are currently analysing the replies to this consultation and will publish our response in due course.
The Animal Welfare (Licensing of Activities Involving Animals) (England) Regulations 2018 (the 2018 Regulations) introduced licencing requirements in England for specified activities involving animals: selling animals as pets, providing for or arranging for the provision of boarding for cats and dogs, hiring out horses, dog breeding and keeping or training animals for exhibition.
The 2018 Regulations are due to be reviewed in 2023. This will be an appropriate time to re-examine the scope of the Regulations and consider whether there is evidence to explore potential licencing of additional activities. As part of this review, we are proactively working with partners, including local authorities to collate data that can provide a picture of licensed and unlicensed activities involving animals in England. A wide range of stakeholders including key trade associations and the Canine and Feline Sector Group will be integral to coordinating input from this diverse sector to inform Defra’s review.
Whilst animal welfare is a devolved matter, Defra officials liaise closely with their counterparts across the whole of the UK.
The UK Government remains committed to the Sewel convention and the principle of legislative consent. The Secretary of State wrote to the Scottish Government on 18 December to seek their recommendation of consent for the Bill and has discussed this directly with Mike Russell.
I am disappointed that the Scottish Parliament voted against granting consent last week. We will continue to discuss the Bill with the Scottish Government.
I refer the hon. Member for Paisley and Renfrewshire North to the answer given to my hon. Friend for Harrow East on the 8th of November, UIN: 68231.
The Department for International Trade (DIT) provides a wide range of support to companies in the rail industry exporting to the EU. Great.gov.uk provides comprehensive export guidance to businesses, including how to access export finance and insurance. DIT’s Infrastructure sector team engages with the rail supply chain to match UK capability to high value export opportunities, including through an infrastructure campaign for Europe. The department’s network of international trade advisers also help UK businesses participate in export activities.
The Barnett consequentials will continue to apply in the usual way for all three devolved administrations as set out in the published Statement of Funding Policy document. All decisions on Barnett consequentials beyond the Spending Round 2021 period will be taken at the next Spending Round.
The Barnett consequentials will continue to apply in the usual way for all three devolved administrations as set out in the published Statement of Funding Policy document. All decisions on Barnett consequentials beyond the Spending Round 2021 period will be taken at the next Spending Round.
The Barnett consequentials will continue to apply in the usual way for all three devolved administrations as set out in the published Statement of Funding Policy document. All decisions on Barnett consequentials beyond the Spending Round 2021 period will be taken at the next Spending Round.
High Speed Two (HS2) Ltd acquired 73 property interests in connection with the development of London Euston station. Of these 10 were acquired by agreement (13.7%) and 63 were acquired by compulsory purchase (86.3%).
On 4 October, the Prime Minister announced Network North – this Government’s transport investment vision to drive better connectivity across the North, the Midlands, and the country – and confirmed that the Government would not proceed with the construction of HS2 Phase 2a, Phase 2b Western Leg and HS2 East.
Ministers and officials of the Department for Transport have engaged with relevant stakeholders to discuss the announcement and its implications.
The Department for Transport has not made any such assessment.
51% of workers on temporary contracts engaged by the core Department for Transport are female.
There are 15.1 full time equivalent female civil servants at SCS pay band 2 in DfT, which is 37.2% of all FTE at SCS pay band 2.
We can only provide this information at disproportionate cost.
We can only provide this information at disproportionate cost.
We can only provide this information at disproportionate cost.
We can only provide this information at disproportionate cost.
Users of the Dartford Crossing can pay the Dart Charge up to a year in advance and by midnight the day after travel. They can also set up a pay as you go account where their card will be automatically charged when they cross, or a pre-pay account which also offers a discounted rate. The vast majority of journeys at the Dartford Crossing are paid for correctly and on time (94.7% in the period May 2022 to April 2023 inclusive).
We can only provide this information at disproportionate cost.
We can only provide this information at disproportionate cost.
Around £3 billion is projected to be invested in active travel in the 5 years up to 2025, despite the need for efficiency savings across Government due to global financial pressures. This includes £273m spent on ringfenced active travel projects and programmes in the financial year of 2022-23. This represents 1% of the department’s total expenditure in 2022-23. In addition to this, funding was spent on active travel projects from wider sources such as the City Region Sustainable Transport Settlements and the Levelling Up Fund.
The Great British Railways Transition Team are working with local partners in Derby to prepare for the Great British Railways headquarters.
Around £3 billion is projected to be invested in active travel in the 5 years up to 2025, despite the need for efficiency savings across Government due to global financial pressures. This sum includes at least £250 million of ringfenced revenue and capital funding for active travel infrastructure over the two-year period of 2023-24 to 2024-25. The £3 billion also includes funding from wider sources such as the City Region Sustainable Transport Settlements and the Levelling Up Fund.
Planned expenditure on ringfenced active travel funding (£250m across 2023-24 and 2024-25), represents around 0.4% and 0.5% of the Department’s total planned expenditure for the period of 2023-24 and 2024-25.
The budget for the 2025-26 financial year has not yet been agreed and will be set as part of the next Spending Review.
The cost to the public purse of the set-up and operation of the Great British Railways Transition Team was £12.2m in 2021-22 and £52.1m 2022-23. Great British Railways has not yet been established. The cost of establishment and ongoing operations of Great British Railways will be confirmed in the final business case.
The Department for Transport works very closely with the Great British Railways Transition Team (GBRTT), with daily contact. The Department has asked GBRTT to work with Derby City Council to establish the GBR headquarters.
Across the UK, an estimated 3,400 zero emission buses have been funded since February 2020.
The Department does not routinely produce estimates for the number and proportion of zero emission buses expected to be licenced for use as public transport vehicles for dates in the future.
A review of the Mode Shift Revenue Support (MSRS) scheme, which runs until 31 March 2025, will commence soon. This review will consider all aspects of the scheme, including zonal boundaries.
The current scheme operates under the EU State Aid regime, so any amendments have to be made in line with this legal framework.
However, the revised scheme would be governed by the UK’s independent state aid regime, enabling greater flexibility with the design of the scheme.
A review of the Mode Shift Revenue Support (MSRS) scheme, which runs until 31 March 2025, will commence soon. This review will consider all aspects of the scheme, including zonal boundaries.
The current scheme operates under the EU State Aid regime, so any amendments have to be made in line with this legal framework.
However, the revised scheme would be governed by the UK’s independent state aid regime, enabling greater flexibility with the design of the scheme.
The civil courts in England and Wales offer a number of different methods by which a creditor can enforce a judgment in their favour. These processes are designed to address different financial circumstances, and collectively they aim to make it as difficult as possible for the debtor to avoid their responsibilities. The choice of enforcement method lies entirely with the judgment creditor and it would not be appropriate for the Government to intervene in or comment on individual cases.
The UK has a regulatory framework in place to protect consumers whilst travelling by air, including seeking redress through Alternative Dispute Resolution and if necessary through the courts. The Civil Aviation Authority (CAA) as the UK’s specialist aviation regulator, is responsible for enforcing consumer laws for the collective interest of consumers and will take further action if required. The Government has been clear with industry on expectations to put consumers first and meet their legal obligations to their passengers.
As part of the Aviation Consumer Policy Reform Consultation in 2022, we consulted on whether the CAA should be given additional administrative powers to enforce consumer protections laws. The Department is considering the responses across all the proposals and will set out next steps in due course.
The Department is also currently reviewing the CAA as part of the programme of reviews of sponsored bodies, including looking at the CAA’s effectiveness at enforcing consumer rights with its current powers. The report will be published in the Spring following the review.
The Department for Transport publishes UK Ship Register statistics as part of its annual Shipping fleet statistics publication in table FLE0100 and the number of UK flagged vessels of 100 gross tons and over registered in each year from 2003 to 2021 are as follows:
Year | Number of vessels |
2003 | 1,419 |
2004 | 1,404 |
2005 | 1,438 |
2006 | 1,456 |
2007 | 1,481 |
2008 | 1,550 |
2009 | 1,553 |
2010 | 1,503 |
2011 | 1,469 |
2012 | 1,401 |
2013 | 1,360 |
2014 | 1,327 |
2015 | 1,330 |
2016 | 1,328 |
2017 | 1,317 |
2018 | 1,306 |
2019 | 1,177 |
2020 | 1,134 |
2021 | 1,091 |
The 2022 annual Shipping fleet statistics will be published on 29 March 2023.
The UK Ship Register is provided by the Maritime and Coastguard Agency (MCA) and generally includes all known sea-going ships (and a few non-seagoing vessels) of 100 gross tons and above.
Local transport policy and funding, including funding for active travel, is a devolved matter for the Scottish Government. In England outside London, the Government is projecting investment of around £3bn in active travel over the current Parliament. Amounts per capita in future years will vary significantly from one part of the country to another depending not only on local investment decisions but also on final decisions on capital and revenue budgets for active travel for the next two financial years, which have not yet been taken.
The Department regularly promotes the cycle to work scheme, and in 2019 revised the scheme’s guidance so as to make it simpler for employers to offer it to their employees.
The Department previously commissioned Business in the Community and Sustrans to publish best practice guidance for employers and local authorities, highlighting how employers can enable more of their staff to cycle to work using the scheme.
Officials from this Department and HM Revenue & Customs are in regular contact on the scheme, and the Department regularly meets with the Cycle to Work Alliance in order to identify further opportunities to increase take-up of the scheme.
Active Travel England provides funding to local authorities in England, outside London, based on several criteria. These include local authorities’ technical capability to deliver active travel projects, the quality of bids received and population levels.
Through the City Region Sustainable Transport Settlements (CRSTS) programme the Government has agreed five-year local transport funding settlements for seven eligible city regions from April 2022. CRSTS funding is supporting improvements across a range of transport modes, but based on the plans put forward by mayors, the Government expects at least £700m to be allocated to active travel infrastructure over the period of 2022-25.
The Department’s Cycling and Walking Investment Strategy Active Travel Investment model estimates that a minimum of £5.5 billion is likely to be required to meet this objective.
The actual amount will depend on a wide variety of factors including the highly uncertain long-term impact of the pandemic on walking and cycling stages.
£270 million funding was awarded from the Zero Emission Bus Regional Areas scheme to 17 local transport authorities.
In March 2023 the Department announced an additional £25.3m funding to four local areas for an additional 117 zero emission buses.
Once funding has been awarded the procurement of buses will be undertaken by either local transport authorities or bus operators.
Please see below Table 1 which presents information on how much funding each local transport authority received from the Zero Emission Bus Regional Areas (ZEBRA) scheme and whether buses have been ordered. The numbers in Table 1 are not official statistics: they are based on the latest publicly available information and are therefore subject to change.
Local Transport Authority | Funding awarded | Number of ZEBs | ZEB Status |
|
Cambridgeshire & Peterborough Combined Authority | £4,200,000 | 30 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
Kent County Council | £9,500,000 | 33 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
Leicester City Council | £19,000,000 | 96 | 90 ordered 6 on the road | 6 buses on the road supplied by Pelican & Coach UK and manufactured by Yutong 90 buses ordered from Wrightbus |
Milton Keynes City Council | £16,600,000 | 56 | Funded | Following the operator's withdrawal of support, the Department is working closely with Milton Keynes City Council to determine next steps. |
Warrington Borough Council | £21,400,000 | 105 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
South Yorkshire Combined Authority | £8,400,000 | 27 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
Norfolk County Council | £14,800,000 | 70 | 70 Ordered | Wrightbus |
North Yorkshire County Council | £7,800,000 | 39 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
Portsmouth City Council & Hampshire County Council | £12,800,000 | 62 | 62 Ordered | Wrightbus |
Blackpool Council | £19,600,000 | 115 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
Nottingham City Council | £15,200,000 | 78 | 12 ordered 66 funded | 12 buses supplied by Pelican & Coach UK and manufactured by Yutong. Bus manufacturer for 66 buses subject to outcome of procurement process by local transport authority or bus operator. |
Greater Manchester Combined Authority | £35,700,000 | 170 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
Hertfordshire County Council | £5,600,000 | 27 | Funded | Following the operator's withdrawal of support, the Department is working closely with Hertfordshire County Council Council to determine next steps. |
West Midlands Combined Authority | £30,400,000 | 124 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
City of York Council | £10,300,000 | 53 | 53 Ordered | Wrightbus |
West Yorkshire Combined Authority | £30,300,000 | 136 | 57 ordered | 57 buses ordered from Wrightbus Bus manufacturer for 79 buses subject to outcome of procurement process by local transport authority or bus operator. |
Oxfordshire County Council | £32,800,000 | 159 | 159 Ordered | 104 buses ordered from Wrightbus. 55 buses ordered from Alexander Dennis Limited. |
We have committed to funding 4,000 zero emission buses (ZEBs) this Parliament. Since February 2020 we have provided funding support for nearly 2,400 zero emission buses in England. Across the UK an estimated 3,250 ZEBs have been funded so far.
As part of the Government’s commitment to ZEBs, the Government awarded £270 million through the Zero Emission Bus Regional Areas (Scheme) to 17 local transport authorities which will support up to 1,278 zero emission buses.
Table 1 below presents information on whether zero emission buses have been ordered from funding from the ZEBRA scheme. The numbers in Table 1 are not official statistics: they are based on the latest publicly available information and are therefore subject to change.
Local transport authority | Funding | No. Buses | Status | Bus manufacturer |
Cambridgeshire & Peterborough Combined Authority | £4,200,000 | 30 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
Kent County Council | £9,500,000 | 33 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
Leicester City Council | £19,000,000 | 96 | 6 buses on the road 90 buses ordered | 6 buses on the road supplied by Pelican & Coach UK and manufactured by Yutong 90 buses ordered from Wrightbus |
Milton Keynes City Council (MKCC) | £16,600,000 | 56 | Funded – on hold | Following the operator's withdrawal of support, the Department is working closely with MKCC to determine next steps. |
Warrington Borough Council | £21,400,000 | 120 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
South Yorkshire Combined Authority | £8,400,000 | 27 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
Norfolk County Council | £3,300,000 | 15 | Ordered | Wrightbus |
North Yorkshire County Council | £7,800,000 | 39 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
Portsmouth City Council & Hampshire County Council | £6,600,000 | 34 | Ordered | Wrightbus |
Blackpool Council | £19,600,000 | 115 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
Nottingham City Council | £15,200,000 | 78 | 12 ordered. 66 funded. | 12 buses supplied by Pelican & Coach UK and manufactured by Yutong. Bus manufacturer for 66 buses subject to outcome of procurement process by local transport authority or bus operator. |
Greater Manchester Combined Authority | £35,700,000 | 170 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
Hertfordshire County Council | £5,600,000 | 27 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
West Midlands Combined Authority | £30,400,000 | 124 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
City of York Council | £8,400,000 | 44 | Ordered | Wrightbus |
West Yorkshire Combined Authority | £24,600,000 | 111 | 32 buses ordered 79 buses funded. | 32 buses ordered from Wrightbus Bus manufacturer for 79 buses subject to outcome of procurement process by local transport authority or bus operator. |
Oxfordshire County Council | £32,800,000 | 159 | Funded | Bus manufacturer subject to outcome of procurement process by local transport authority or bus operator. |
Government plans to take forward legislation that will create a new Low-speed Zero Emission Vehicle (LZEV) category when parliamentary time allows. The legislation would enable subsequent regulations to be made in respect of e-scooters. We are working to ensure any future regulations are effective and proportionate, however no decisions have been made on the details of the regulations for e-scooter users or the manufacturers of private e-scooters. The Department will consult, including through a public consultation which we plan to publish, before any new arrangements come into force.
Government plans to take forward legislation that will create a new Low-speed Zero Emission Vehicle (LZEV) category when parliamentary time allows. The legislation would enable subsequent regulations to be made in respect of e-scooters. We are working to ensure any future regulations are effective and proportionate, however no decisions have been made on the details of the regulations for e-scooter users or the manufacturers of private e-scooters. The Department will consult, including through a public consultation which we plan to publish, before any new arrangements come into force.
Government plans to take forward legislation that will create a new Low-speed Zero Emission Vehicle (LZEV) category when parliamentary time allows. The legislation would enable subsequent regulations to be made in respect of e-scooters. We are working to ensure any future regulations are effective and proportionate, however no decisions have been made on the details of the regulations for e-scooter users or the manufacturers of private e-scooters. The Department will consult, including through a public consultation which we plan to publish, before any new arrangements come into force.
Maintaining the safety record of UK aviation is something we take very seriously. That is why concerns raised about cabin air have been investigated at length in the UK and internationally over a number of years. These scientific research projects have not been able to confirm a link between perceived cabin air quality and illness, and show that the cabin/cockpit air quality is similar or better than what is observed in normal indoor environments.
The Government continues to support steps to further develop understanding of the air quality on board aircraft. The Aviation Health Unit within the Medical Department of the Civil Aviation Authority (CAA) will continue to monitor issues around cabin air as part of their wider role as specialist adviser to the Government on aviation health issues.
During the pandemic, air filtration onboard aircraft was of particular interest in relation to transmission of the COVID-19 virus. My officials have engaged with a wide range of stakeholders throughout the pandemic on a variety of issues, including aircraft filtrations systems and standards.
The below table shows the amount levied in fixed track access charges for (a) all train operators and (b) each train operator for each financial year from 2016-17 to 2021-22.
| |||||||||
£m, cash prices |
| ||||||||
Franchised operator | 16/17 | 17/18 | 18/19 | 19/20 | 20/21 | 21/22 (1) |
| ||
Arriva Trains Wales | 15.3 | 18.6 | 24.0 |
|
|
|
| ||
Transport for Wales |
|
|
|
| 4.5 | 32.9 |
| ||
Keolis Amey Wales |
|
| 15.0 | 33.6 | 24.8 |
|
| ||
c2c | 4.1 | 4.9 | 9.8 | 15.5 | 16.7 | 16.0 |
| ||
Chiltern | 22.1 | 22.0 | 37.6 | 33.2 | 33.5 | 35.1 |
| ||
Cross Country | 16.5 | 22.4 | 46.2 | 49.7 | 45.9 | 45.5 |
| ||
Virgin East Coast | 22.4 | 27.2 | 18.1 |
|
|
|
| ||
London North Eastern Railway |
|
| 40.6 | 50.4 | 45.7 | 55.6 |
| ||
East Midlands | 12.2 | 15.0 | 33.5 | 18.2 |
|
|
| ||
East Midlands Railway |
|
|
| 29.1 | 42.5 | 39.7 |
| ||
Govia Thameslink Railway | 31.9 | 39.2 | 85.4 | 149.0 | 155.0 | 136.7 |
| ||
First Great Western | 24.7 | 31.7 | 67.0 | 83.2 | 78.3 | 77.6 |
| ||
Greater Anglia | 9.8 |
|
|
|
|
|
| ||
Abelio East Anglia | 8.4 | 22.2 | 47.2 | 45.3 | 55.8 | 52.2 |
| ||
London Midland | 14.2 | 10.9 |
|
|
|
|
| ||
West Midlands Trains |
| 4.9 | 33.6 | 46.9 | 46.6 | 52.8 |
| ||
London Overground | 2.6 |
|
|
|
|
|
| ||
Arriva Rail London | 1.6 | 5.2 | 11.0 | 19.6 | 21.7 | 22.3 |
| ||
Merseyrail | 2.6 | 3.1 | 6.6 | 17.7 | 16.2 | 17.6 |
| ||
MTR Crossrail | 2.0 | 2.4 | 31.1 | 69.9 | 79.9 | 79.6 |
| ||
Arriva Rail North | 20.2 | 25.8 | 56.1 | 73.8 |
|
|
| ||
Northern Trains |
|
|
| 13.4 | 83.2 | 85.1 |
| ||
Scotrail | 89.2 | 149.7 | 243.5 | 263.1 | 276.2 | 287.7 |
| ||
Serco Sleeper | 4.2 | 7.0 | 11.0 | 4.0 | 4.2 | 4.5 |
| ||
London & South Eastern Railway | 19.1 | 23.7 | 49.1 | 69.4 | 41.3 |
|
| ||
Southeastern |
|
|
| 35.4 | 70.5 |
| |||
South West Trains | 20.9 | 9.4 |
|
|
|
|
| ||
South Western Railway | 15.5 | 53.9 | 72.3 | 78.6 | 84.4 |
| |||
Transpennine | 10.4 | 12.7 | 27.4 | 35.5 | 32.1 | 29.1 |
| ||
Virgin West Coast | 35.8 | 43.0 | 91.1 | 42.1 |
|
|
| ||
Avanti West Coast | 18.7 | 61.1 | 68.0 |
| |||||
Total | 390.2 | 516.5 | 1,038.8 | 1,253.6 | 1,279.3 | 1,293.0 |
| ||
Accounting adjustments (2) | 1.8 | 2.5 | (0.8) | 0.4 | (0.3) | (0.0) |
| ||
Total disclosed in Regulatory Financial Statements | 392.0 | 519.0 | 1,038.0 | 1,254.0 | 1,279.0 | 1,293.0 |
| ||
| |||||||||
Notes | |||||||||
(1) 21/22 figures have yet to be published and are subject to year end assurance and audit | |||||||||
(2) Accounting adjustments relate to some centrally managed items not attributable to an individual operator | |||||||||
Changes in franchises | |||||||||
During 2018/19 responsibility for the London North East rail franchise transferred from Virgin East Coast to London North Eastern Railway. | |||||||||
During 2018/19, London North Eastern Railway was created to operate the London North East rail franchise whilst the government assessed franchising options for this route. Therefore, income is recognised for the first time against this operator in that year | |||||||||
Abelio East Anglia replaced Greater Anglia as the franchise operator during 2016/17 which accounts for the movements between 2015/16 and 2016/17 for these two operators. | |||||||||
In 2016/17, Arriva Rail London assumed responsibility for the London overground concession previously run by London Overground Rail Operations. Therefore, there is a significant decrease in the revenue reported from London Overground in 2016/17 compared to 2015/16 with a corresponding increase in Arriva Rail London | |||||||||
In 2017/18, West Midlands Trains replaced London Midland as the franchise operator on the London North West route. This also resulted in a decrease in London Midland income in 2017/18 compared to the previous year. | |||||||||
In 2017/18, South Western Railway replaced South West Trains as the principle operator in the Wessex route. Consequently, the income earned by the latter was shown for the first time in 2017/18, whilst the former has a noticeable year-on-year decrease in their turnover in the above table in those years | |||||||||
Arriva Trains Wales – this franchise ended in October 2018. Responsibility for operations in this area moved to Keolis Amey Wales, which means that Arriva Trains Wales has a reduction in income in 2018/19 compared to 2017/18 | |||||||||
Keolis Amey Wales – this franchise commenced in October 2018, so reported income for the first time in 2018/19 | |||||||||
During 2019/20 Avanti West Coast replaced Virgin West Coast as the franchisee for the West Coast Main Line. As a result, Virgin West Coast income decreases in 2019/20 and Avanti West Coast reports income for the first time | |||||||||
During 2019/20 East Midlands Railway replaced East Midlands as the franchisee for the east midlands line. As a result, East Midlands income decreases in 2019/20 and East Midlands Railway reports income for the first time | |||||||||
During 2020/21 Transport for Wales replaced Keolis Amey Wales as the franchisee for Wales. As a result, Keolis Amey Wales income decreases in 2020/21 and Transport for Wales reports income for the first time | |||||||||
During 2019/2020 Northern Trains replaced Arriva Rail North as the franchisee for Northern. As a result, Arriva Rail North income decreases in 2019/20 and Northern Trains reports income for the first time | |||||||||
During 2020/21 Southeastern replaced London & South East Railway as the franchisee for South East. As a result, London & South East Railways income decreases in 2020/21 and Southeastern reports income for the first time |
The below table shows the total Network Rail revenue over the period 2016/17 to 2021/22 and how much of that total revenue comes from fixed track access charges and how much comes from fixed track access charges attributable to Scotland in both £m and % terms.
£m, cash prices | ||||||||
16/17 | 17/18 | 18/19 | 19/20 | 20/21 | 21/22 (1) | Ref | ||
Overall Network Rail revenue (2) | 6,763 | 7,132 | 8,837 | 8,981 | 9,601 | 9,980 | A | |
Total fixed track access charges | 392 | 519 | 1,038 | 1,254 | 1,279 | 1,293 | B | |
Fixed track access charges attributable to Scotland | 93 | 157 | 255 | 267 | 281 | 292 | C | |
Total fixed track access charges % of overall Network Rail revenue | 6% | 7% | 12% | 14% | 13% | 13% | D = B / C | |
Fixed track access charges attributable to Scotland % of overall Network Rail revenue | 1% | 2% | 3% | 3% | 3% | 3% | E = C / A | |
Breakdown of Scotland FTAC | ||||||||
Scotrail | 89 | 150 | 244 | 263 | 276 | 288 | ||
Serco Sleeper | 4 | 7 | 11 | 4 | 4 | 5 | ||
Accounting adjustments (3) | (0) | 0 | 1 | (0) | 1 | (0) | ||
Total | 93 | 157 | 255 | 267 | 281 | 292 | C | |
Notes | ||||||||
(1) 21/22 figures have yet to be published and are subject to year end assurance and audit | ||||||||
(2) This is the revenue definition used by ORR and included in Network Rail's published Regulatory Financial Statements | ||||||||
(3) Accounting adjustments relate to some centrally managed items not attributable to an individual operator |
As part of our response to the Transport Select Committee, the Secretary of State has sent a note of the meeting with DP world in November. This is the only meeting held in the time period.
As part of our response to the Transport Select Committee, the Secretary of State has sent a note of the meeting with DP world in November. This is the only meeting held in the time period.
As part of our response to the Transport Select Committee, the Secretary of State has sent a note of the meeting with DP world in November. This is the only meeting held in the time period.
The Department does not publish full Ministerial diaries. Details of meetings with external organisations are routinely published on GOV.UK The next round of data is due to be published shortly.
The Department for Transport is running trials of rental e-scooters to assess their safety and wider impacts and has in place a national monitoring and evaluation programme. A full set of findings on rental e-scooters from this evaluation will be included in the final report due in late spring 2022.
The evidence gathered during the trials will inform whether e-scooters should be legalised in the future, and how we can ensure their use is as safe as possible.
The Secretary of State meets regularly with Cabinet and government colleagues to discuss the transition to electric vehicles. The government will publish a response to the consultation on improving the consumer experience at public chargepoints soon. Further legislative measures were consulted on as part of the Future of transport regulatory review: zero emission vehicles, which closed in November 2021. The government will publish its response in due course.
I refer the Hon Member to the answer I gave on 14 March 2022 to Question UIN 136581.
In March 2021 the Transport Secretary launched the Zero Emission Bus Regional Areas (ZEBRA) scheme which was open to local transport authorities who were able to bid for funding to introduce zero emission buses and the infrastructure needed to support them in their areas.
The Government announced the first areas to be awarded funding under the fast track process of the scheme in October 2021. Cambridgeshire & Peterborough, Leicester, Warrington, Kent and Milton Keynes have been awarded £70.8m funding for zero emission buses and associated infrastructure. This will support the introduction of up to 335 electric buses and associated infrastructure. We expect first orders for these buses to be placed this year.
A second group of local transport authorities have submitted business cases to secure funding through the standard process. The Department is currently assessing these business cases. Funding will be awarded to successful areas later in 2022.
In March 2021, we launched the Clean Maritime Demonstration Competition (CMDC), which allocated over £23m of research and development funding to 55 projects across the UK. The competition supports the design and development of zero emission shipping technologies, which includes hydrogen, ammonia and battery. As set out in the Net Zero Strategy: Build Back Greener (October 2021), we will extend the CMDC to a multi-year programme. We will publish details of any future competitions in due course, including guidance for applicants.
In March 2021, we launched the Clean Maritime Demonstration Competition (CMDC), which allocated over £23m of research and development funding to 55 projects across the UK. The competition supports the design and development of zero emission shipping technologies, which includes hydrogen, ammonia and battery. As set out in the Net Zero Strategy: Build Back Greener (October 2021), we will extend the CMDC to a multi-year programme. We will publish details of any future competitions in due course, including guidance for applicants.
In March 2021, we launched the Clean Maritime Demonstration Competition (CMDC), which allocated over £23m of research and development funding to 55 projects across the UK. The competition supports the design and development of zero emission shipping technologies, which includes hydrogen, ammonia and battery. As set out in the Net Zero Strategy: Build Back Greener (October 2021), we will extend the CMDC to a multi-year programme. We will publish details of any future competitions in due course, including guidance for applicants.
The Renewable Transport Fuel Obligation (RTFO) currently provides support for biofuels used in inland waterway vessels.
Following a consultation in 2021 on whether and how the RTFO could support a greater uptake of low carbon fuels in maritime, the Government decided not to provide support to biofuels used in shipping. This is because biomass availability across the UK economy is limited, and these finite resources might be more effectively used in those sectors of our economy that have fewer decarbonisation options compared to maritime. This position does not preclude vessels purchasing and using biofuel in a commercial fashion.
Since January 2022, the RTFO provides support to renewable fuels of non-biological origin when used across the maritime sector, including ships operating at sea. This applies to fuels including renewable ammonia, hydrogen and methanol, where R&D support is needed to help these fuels come to market.
Natural gas in the form of liquefied natural gas (LNG) or compressed natural gas (CNG) offers the potential for large reductions in all air pollutant emissions but limited GHG savings when compared to incumbent fuels (heavy fuel oil, marine diesel oil).
Our Clean Maritime Demonstration Competition, launched in March 2021, allocated over £23m of research and development funding to 55 projects across the UK, including projects exploring internal combustion engine technology that is capable of using zero emission fuels like hydrogen, methanol and ammonia. The competition also supports projects on green shipbuilding, placing the UK at the forefront of the design and manufacturing of zero emission vessels.
As set out in the Net Zero Strategy: Build Back Greener (October 2021), we will extend the CMDC to a multi-year programme. We will publish details of any future competitions in due course, including guidance for applicants.
The Ultra-Low Emission Bus (ULEB) scheme was open to any English or Welsh local authority, combined authority or bus operator. Only buses used on registered local bus services were eligible for funding. Funding from the scheme was provided over three years: 2018-19; 2019-20 and 2020-21.
Currently, over 50 zero emission buses (ZEB) supported by the ULEB scheme are used on registered local bus services by licensed public service vehicle operators in England. These buses were supported by over £14 million in Government funding. In addition, over 60 buses, supported by almost £7 million from the scheme, are also operating in London.
Over 30 further ZEBs, supported by the scheme in England, have been ordered, including 20 hydrogen buses, supported by over £7 million, they are expected on the road in due course.
The All Electric Bus Town or City scheme was open to English local transport authorities outside London. Only buses used on registered local bus services were eligible for funding.
In March 2021 £50 million funding was awarded to the West Midlands Combined Authority to introduce electric buses and charging infrastructure to convert all buses used on registered local bus services to electric buses. This funding will support the introduction of up to 300 electric buses in Coventry.
The Zero Emission Bus Regional Areas (ZEBRA) scheme was open to English local transport authorities outside London. Only buses used on registered local bus services were eligible for funding.
Up to £270 million funding is available under the ZEBRA scheme in 2021-22. £70.8 million of this funding has been awarded so far to five local transport authorities: Cambridgeshire & Peterborough Combined Authority, Leicester City Council, Kent County Council, Milton Keynes Council and Warrington Borough Council. This will support the introduction of up to 335 electric buses and associated infrastructure. A further 17 local transport authorities are working to produce business cases under the standard process of the scheme. The Department will award funding to successful business cases under the standard process in Spring 2022.
The Ultra-Low Emission Bus (ULEB) scheme was open to any English or Welsh local authority, combined authority or bus operator. Only buses used on registered local bus services were eligible for funding. Funding from the scheme was provided over three years: 2018-19; 2019-20 and 2020-21.
Currently, over 50 zero emission buses (ZEB) supported by the ULEB scheme are used on registered local bus services by licensed public service vehicle operators in England. These buses were supported by over £14 million in Government funding. In addition, over 60 buses, supported by almost £7 million from the scheme, are also operating in London.
Over 30 further ZEBs, supported by the scheme in England, have been ordered, including 20 hydrogen buses, supported by over £7 million, they are expected on the road in due course.
The All Electric Bus Town or City scheme was open to English local transport authorities outside London. Only buses used on registered local bus services were eligible for funding.
In March 2021 £50 million funding was awarded to the West Midlands Combined Authority to introduce electric buses and charging infrastructure to convert all buses used on registered local bus services to electric buses. This funding will support the introduction of up to 300 electric buses in Coventry.
The Zero Emission Bus Regional Areas (ZEBRA) scheme was open to English local transport authorities outside London. Only buses used on registered local bus services were eligible for funding.
Up to £270 million funding is available under the ZEBRA scheme in 2021-22. £70.8 million of this funding has been awarded so far to five local transport authorities: Cambridgeshire & Peterborough Combined Authority, Leicester City Council, Kent County Council, Milton Keynes Council and Warrington Borough Council. This will support the introduction of up to 335 electric buses and associated infrastructure. A further 17 local transport authorities are working to produce business cases under the standard process of the scheme. The Department will award funding to successful business cases under the standard process in Spring 2022.
DfT received £300m for R&D initiatives to help commercialise low and zero emission technologies. The Department will shortly commence a prioritisation process to allocate this funding across different programmes, including maritime. The outcome will be shared in due course.
The Fixed Link Feasibility Study forms part of the Union Connectivity Review, independently chaired by Sir Peter Hendy CBE. Sir Peter’s review has not yet concluded, so the final figure is not yet available.
The Fixed Link Feasibility Study forms part of the Union Connectivity Review, independently chaired by Sir Peter Hendy CBE. Sir Peter’s review has not yet concluded, so the final figure is not yet available.
The Government recognises the challenges faced by the aviation sector at this time. The Government is committed to maintaining critical connectivity and through policies like Public Service Obligations the Department for Transport subsidises routes into London.
We have also taken action to support airports through the Airport and Ground Operations Support Scheme (AGOSS). This opened for applications on 29 January to provide support for eligible commercial airports and ground handlers in England. It will provide support up to the equivalent of their business rates liabilities or COVID-19 losses – whichever is lower – in the 2020/21 financial year, subject to certain conditions and a cap per claimant of £8m.
The Government is keen to find ways to work closely with the industry to ease restrictions on international travel gradually and sustainably. The Secretary of State for Transport will lead a successor to the Global Travel Taskforce to develop a framework that can facilitate greater travel when the time is right, while still managing the risk from imported cases and variants.
In Phase One there have been 1,491 compensation payments made. Please note that an acquisitions case typically can have multiple payments associated with it.
HS2 Ltd does not as a matter of course ask for NDAs as default for its land and property acquisitions. For the programme as a whole, HS2 Ltd has over 400 specific confidentiality agreements but does not record/label the agreements as to whether they relate to land and property transactions or not.
The most costly land and property acquisition was the three buildings outside Euston station, being One Euston Square, One Eversholt Street -The Podium and One Eversholt Street - The Tower.
There has been one determined High Court and Court of Appeal case arising out of a compulsory purchase notice served by HS2 Ltd. on behalf of the Secretary of State for Transport for Phase One of the HS2 Project. The court ruled in the Secretary of State’s favour.
There have been ten cases in which a reference has been made to the Upper Tribunal in respect of compensation entitlement as a result of compulsory purchase notices served by HS2 Ltd for Phase One of HS2.
There has been one case where HS2 Ltd. made a reference to the Upper Tribunal in respect of disputed compensation. All compensation cases have settled save for two, which are still ongoing.
There have been twelve Upper Tribunal references made by HS2 Ltd as a result of material detriment counter notices served on HS2 Ltd. requesting the Secretary of State acquires more land than the land referred to in the compulsory purchase notice. Only one has been heard in the Tribunal, with the rest all settling.
There have been seven Upper Tribunal references made in respect of blight notices rejected by the Secretary of State. Two of the references reached a full hearing in the Upper Tribunal (the other references being withdrawn).
Certificates of Appropriate Alternative Developments, Section 18 valuations and connected court cases have not been included in the above.
The information provided in this response has been identified from the information that is currently available to the Department.
Legal costs:
12 x Counter Notice References (a) £236,842 and (b) £51,754 (disbursements including Counsel fees)
10 x Compensation References (a) £1,258,393 and (b) £756, 968 (disbursements including Counsel fees)
2 x blight notices (a) £4,795.
Phase One Acquisition spend from Financial Year 2014/15 to 2020/21 is £41.5m; no earlier spend reported. Companies involved are: CBRE, Lambert Smith Hampton, Carter Jonas, Valuation Office Agency, Montagu Evans and Deloitte. These companies also rely on sub-contractors for various technical matters.
£946,379,547.59 (including VAT where relevant) for compulsory purchase and £19,498,000 for statutory blight and discretionary schemes.
(a) Nine interests have been or are currently being acquired by legal agreement with owners.
(b) Ninety-five interests have been or are currently being acquired by Compulsory Purchase Orders.
Since the onset of the pandemic, the Department for Transport has engaged very regularly with the industry, including through both Ministerial meetings and official led sessions.
As announced on 22nd February as part of the roadmap for the phased lifting of restrictions in England, the Secretary of State for Transport will also now lead a successor to the Global Travel Taskforce to develop a framework that can facilitate greater international travel when the time is right, while still managing the risk from imported cases and variants.
The government is also developing a forward looking strategic framework on the recovery of the sector, which we engage with the industry on and will publish later this year.
The Department recognises the severe impact the COVID-19 pandemic has had on travel, and work continues to understand how best the industry can be supported at this time.
Aviation businesses have access to the unprecedented economic support package that the Chancellor has put in place to help businesses to manage the challenges they are facing as a result of the COVID-19 pandemic. Firms can continue to draw upon the package of measures announced by the Chancellor, including a Bank of England scheme for firms to raise capital, the Coronavirus Business Interruption Loan Scheme, Time to Pay flexibilities with tax bills, financial support for employees including the Coronavirus Job Retention Scheme and VAT deferrals.
In addition to this, the Airport and Ground Operations Support Scheme (AGOSS) opened for applications on 29 January to provide support for eligible commercial airports and ground handlers in England. It will provide support up to the equivalent of their business rates liabilities or COVID-19 losses – whichever is lower – in the 2020/21 financial year, subject to certain conditions and a cap per claimant of £8m.
Through the Global Travel Taskforce, the Government will work closely with the industry to find ways to safely and gradually ease restrictions on international travel. We will set out more detail on this soon.
The new UK-EU Trade and Cooperation Agreement (TCA) does not place any restriction on air services between points in the UK and points in the EU, ensuring that UK-EU trade can continue to travel freely by air. Furthermore, the TCA recognises that, at their discretion, EU Member states may permit UK airlines to operate non-scheduled air services within and beyond the EU. The TCA also allows the UK and individual EU Member States to negotiate and agree a bilateral exchange of additional “5th Freedom” all-cargo rights. My officials are engaging closely with EU Member States and with industry on these matters.
DfT has not produced economic forecasts of recovery and growth in the air transport or travel sectors. DfT maintain a capability to produce a range of passenger demand scenarios, reflecting the uncertainty surrounding the potential shape of recovery, for internal use.
The Department recognises the severe impact the COVID-19 pandemic has had on travel, and work continues to understand how best the industry can be supported at this time. The Government is working on a strategic framework for the recovery of the sector. It will explore the return to growth of the aviation sector, and will include consideration of workforce and skills, regional connectivity, noise, innovation and regulation, and consumer issues.
Aviation businesses have access to the unprecedented economic support package that the Chancellor has put in place to help businesses to manage the challenges they are facing as a result of the COVID-19 pandemic.
In addition to this, the Airport and Ground Operations Support Scheme (AGOSS) opened for applications on 29 January to provide support for eligible commercial airports and ground handlers in England.
The Department recognises the severe impact the COVID-19 pandemic has had on travel, and work continues to understand how best the industry can be supported at this time. The Government is working on a strategic framework for the recovery of the sector. It will explore the return to growth of the aviation sector, and will include consideration of workforce and skills, regional connectivity, noise, innovation and regulation, and consumer issues.
In addition, through the Global Travel Taskforce, the Government will work closely with the industry to find ways to safely and gradually ease restrictions on international travel. We will set out more detail on this soon.
The Department recognises the severe impact the COVID-19 pandemic has had on travel, and work continues to understand how best the industry can be supported at this time. The Government is working on a strategic framework for the recovery of the sector. It will explore the return to growth of the aviation sector, and will include consideration of workforce and skills, regional connectivity, noise, innovation and regulation, and consumer issues.
Aviation businesses have access to the unprecedented economic support package that the Chancellor has put in place to help businesses to manage the challenges they are facing as a result of the COVID-19 pandemic. Firms can continue to draw upon the package of measures announced by the Chancellor, including a Bank of England scheme for firms to raise capital, the Coronavirus Business Interruption Loan Scheme, Time to Pay flexibilities with tax bills, financial support for employees including the Coronavirus Job Retention Scheme and VAT deferrals.
In addition to this, the Airport and Ground Operations Support Scheme (AGOSS) opened for applications on 29 January to provide support for eligible commercial airports and ground handlers in England. It will provide support up to the equivalent of their business rates liabilities or COVID-19 losses – whichever is lower – in the 2020/21 financial year, subject to certain conditions and a cap per claimant of £8m.
Before Covid-19, aviation directly contributed at least £22 billion to GDP to the UK economy and supported around half a million jobs. This included the air transport and aerospace sectors, as well as the wider supply chain. Since the outbreak of Covid-19, the aviation sector has been one of the worst affected sectors in the UK. Passenger numbers at UK airports fell by 99% at the height of the pandemic. Overall volumes of flight traffic in the UK is currently around 80% below equivalent 2019 levels. The air transport sector’s contribution to the UK economy dropped by 74% in 2020 compared to 2019 and tens of thousands of redundancy notifications have been made. In addition to the direct impact to the UK air transport sector, the wider supply-chain and economy has also been adversely impacted by the severe reduction in air passenger demand, jobs and air connectivity, with impacts on consumer spending and investment across the rest of the economy.
The Department recognises the severe impact the COVID-19 pandemic has had on travel, and work continues to understand how best the industry can be supported at this time. The Government is working on a strategic framework for the recovery of the sector. It will explore the return to growth of the aviation sector, and will include consideration of workforce and skills, regional connectivity, noise, innovation and regulation, and consumer issues.
Aviation businesses have access to the unprecedented economic support package that the Chancellor has put in place to help businesses to manage the challenges they are facing as a result of the COVID-19 pandemic.
In addition to this, the Airport and Ground Operations Support Scheme (AGOSS) opened for applications on 29 January to provide support for eligible commercial airports and ground handlers in England.
In addition, through the Global Travel Taskforce, the Government will work closely with the industry to find ways to safely and gradually ease restrictions on international travel. We will set out more detail on this soon.
As of 31 January 2021, the Secretary of State for Transport has executed General Vesting Declarations (GVD) for permanent acquisition of 362 pieces of land or properties, by serving 4,060 notices on the interests in that land or those properties.
HS2 Ltd has 66.5 square kilometres (plus 2.2 square kilometres of subsoil) within act limits; reviewing and forecasting land requirements is an on-going process whilst design and construction plans continue.
a) The costs incurred to date for land and property acquisition is £2,345 million. Within this £1,202 million is for Compulsory Purchase, £287 million for Schemes, £624 million through Private Agreement, and £232 million for Statutory Blight.
b) The final amount of compensation payable will be dependent on a number of factors including the take-up of discretionary schemes. HS2 Ltd is currently tracking to deliver its programme of acquisitions within the funding envelope agreed with the Department.
Until the final number of notices have been served, and the claims received, the final number is not possible to forecast.
The High Speed Rail (London – West Midlands) Act 2017 identifies an area of 66.5 square kilometres plus 2.2 square kilometres of subsoil which may be acquired or possessed for the purposes of building the railway from London to Birmingham. As at the end of January 2021, 26.45 square kilometres have been acquired under permanent acquisition powers, and 26.76 square kilometres are currently being occupied under temporary possession powers. Reviewing and forecasting land requirements is an on-going process whilst design and construction planning continues.
Market access arrangements for hauliers transporting equipment for cultural events was discussed regularly during negotiations between the UK and the EU, and they are subject to the provisions in the Trade and Co-operation Agreement (TCA). During UK-EU negotiations, the UK put forward proposals for an exemption for specialist hauliers carrying out tours for cultural events, but the EU did not agree to our ask.
Following the end of the Transition Period, all existing UK airlines are able to continue flying between the UK and the EU, including overflights and technical stops – the first four freedoms of the air.
The UK and individual EU Member States may also negotiate additional so-called fifth freedom rights for all-cargo carriers and may permit additional flexibilities for non-scheduled services.
The Department has received 90 notifications from operators indicating that they would be using the temporary relaxation of the enforcement of the EU drivers’ hours rules. The Department has not yet received the final notifications from all these operators about whether or not the relaxation was actually used. The relaxation ended on 30 December 2020 and there are no plans to extend this further given the current situation.
However, two separate and different relaxations of the enforcement of the EU drivers’ hours rules were granted (which both began on 23 December 2020 and will end on 22 January 2021). One is for the general haulage of goods in Great Britain and the other is for the international carriage of goods by road, related to substantial delays to border crossings. Details can be found on the gov.uk website.
The provision of driver welfare in Operations Stack and Brock is the responsibility of the Kent Resilience Forum. In the event of significant disruption on the M20, the Kent Resilience Forum may take the decision to activate their Driver Welfare Plan, which includes the proportionate distribution of welfare at the roadside. Both the Department and the KRF monitor the situation closely and have the capability to increase the provision of welfare depending on the scale of demand, as demonstrated by the response to the extreme traffic disruption that occurred over the Christmas period as a result of France closing the border.
Now the that transition period has ended EU authorities require additional paperwork and checks when goods are moved from the UK to the EU. Border readiness checks are undertaken both in the EU and within the UK (to ensure that freight can enter the EU after it has left the UK). These additional checks take time and there will inevitably be a certain proportion that are not border ready (i.e. have the correct documentation), which may result in some disruption. DfT analysis has focused on a Reasonable Worst Case Scenario for planning purposes, which can be found here. Note that this is not an estimate but a scenario used for contingency planning purposes. As yet it is too early to use observed data to provide an estimate, as freight volumes have been low, as they usually are in early January.
The UK Government will remain a member of the European Conference of Ministers for Transport (ECMT) regime after the transition period as it is a multilateral agreement independent of the European Union.
Since leaving the EU on 31st of January 2020, the UK no longer participates in EASA meetings. The Department for Transport has not discussed with any member state the possibility of mutual travel without the requirement for quarantine.
Since leaving the EU on 31st of January 2020, the UK no longer participates in EASA meetings. The Department for Transport has not discussed with any member state the possibility of mutual travel without the requirement for quarantine.
DfT has been engaging with a range of transport industry sectors to understand and monitor the impact of Covid-19. The Chancellor has set out an unprecedented range of support measures for businesses across the economy that the transport industry can access. This includes schemes to raise capital, flexibilities with tax bills, and financial support for employees.
We have discussed and agreed with HMT appropriate support to ensure continuation of key services. This includes services to support key workers and essential freight capacity. We have suspended normal rail franchise agreements and transferred all revenue and cost risk to the government for a limited period to safeguard minimum rail services. On Maritime Freight Capacity, support for operators on key routes across the Irish Sea (up to 5 routes) and GB-mainland Europe (up to 26 routes, incl. Eurotunnel). We have committed to funding worth almost £400 million to protect bus services for people who need to make essential journeys.
Any business that continues to experience financial distress after taking advantage of the cross-economy schemes and implementing all possible self-help measure can apply for bespoke support. This additional bespoke support is treated as the last resort.
We are continuing to discuss the support that may be required as we enter the restart and recovery phase of the Covid outbreak.
The Government recognises the challenges consumers and businesses are experiencing regarding refunds for cancelled holidays and flights. In particular, we appreciate the frustration consumers may be experiencing. The government’s position is clear - if a customer asks for a refund, that refund needs to be paid. The Department for Transport is in regular conversation with UK airlines and is working with the wider sector, the regulator and consumer groups to help ensure airlines deliver on their commitments.
Where a company, such as Flybe, is being taken under the management of an administrator, it would be a matter for the administrator if employees are able to access the Coronavirus Job Retention Scheme. However, we would expect an administrator would only access the scheme if there is a reasonable likelihood of rehiring the workers.
Ministers and officials have had regular meetings with the Confederation for Passenger Transport in recent weeks to discuss a wide range of matters. The Government has launched an unprecedented set of support measures to ensure that businesses, such as coach operators, have access to the funds they need to pay essential bills at this difficult time. This includes the Coronavirus Business Interruption Loan Scheme and the Coronavirus Job Retention Scheme, which has been extended until the end of October. Officials are engaging with both MHCLG and HMT to understand what the ongoing risks and issues are for the coach sector, and how these could be addressed.
Ministers and officials at the Department are in regular contact with representatives of the road haulage industry, including the Road Haulage Association and the Freight Transport Association, to understand the issues the industry is experiencing as a result of COVID-19, including operational and financial matters. The Department is working with the industry to ensure that the appropriate measures are in place to allow for the continued operation of the road freight sector during the pandemic, and to identify barriers to accessing the available Government support measures.
I refer the hon Member to the answer given by my hon. Friend the Minister of State for Business, Energy and Clean Growth on 18th March 2020 to Question 28666.
There have been no recent discussions with EU representatives on the maintenance of the Trans-European Transport Network (TEN-T) after the transition period.
As set out in the summary report of the longer semi-trailer trial for the year 2018, published on 2 March 2020, the net emissions reduction from the trial to date is around 37,000 tonnes of CO2 equivalent.
The extent to which these savings would be achieved outside of the current trial setting would depend on the commercial appetite for using longer semi-trailers and the regulatory regime put in place.
The future of the longer semi-trailer trial is currently under consideration.
The Department currently has no plans to support the installation of liquid petroleum gas and natural gas refuelling stations on the road network.
Liquid Petroleum Gas (LPG) has a well-established refuelling network across the UK; it is reported at https://www.filllpg.co.uk/ that there are 1,937 confirmed stations.
There is an established refuelling network for Liquified Natural Gas (LNG) within the UK for HGVs, which are the only road vehicles currently utilising LNG as an alternative fuel in the UK. Industry have advised that they have plans in support of the creation of new refuelling points across the strategic road network, should demand for LNG increase.
The final report of the evaluation of the national HGV speed limit increase in England and Wales (which will include Year three findings) will be published shortly. The interim reports have been published.
The Department is assessing industry proposals to increase the maximum authorised weights of HGVs involved in multi-modal journeys to 48 tonnes and hence make rail movements more competitive. There are significant environmental and economic benefits to a trial of such a proposal, but there are cost and feasibility issues related to infrastructure strengthening and road wear.
All drivers are required to hold a valid licence for the type of vehicle they operate. For drivers who operate vehicles over 7.5 tonnes, an additional 35 hours of periodic training is required every 5 years to maintain their Driver Certificate of Professional Competence (CPC). Drivers must have the full Driver CPC if they drive a lorry, bus or coach as the main part of their employment
There is no additional licencing scheme for delivery drivers beyond the driving licence. No discussions on such a scheme have taken place.
There have been no recent discussions about this specific topic. The Department does hold regular working level discussions with the Health & Safety Executive.
We have no plans to mandate that light goods vehicles are liveried to identify the driver, contractor or place of business. This would impose costs on small businesses and the light vehicle rental sector. It would also not be suitable for many commercial light goods vehicles, such as those used for more than one contract, driven by multiple drivers or on short term leases.
All employers with an annual pay bill over £3 million pay the apprenticeship levy. This includes road haulage operators.
The Secretary of State has discussed with the Secretary of State for Education issues raised by the transport sector regarding the training that attracts levy funding, the creation of apprenticeship standards, the funding levels attached to them and the availability of training providers and end point assessors.
There have been no recent discussions with the Association of British Insurers on insurance cover provided to contractor drivers.
Improving gender balance in the sector is vital if we are to address skills challenges and support businesses to benefit from building a broader pool of talent. Building skills in Science, Technology, Engineering and Maths is a fundamental part of this, as many jobs in the sector require these skills.
The Department for Transport is leading efforts to promote the exciting training and career opportunities in the transport sector to under-represented groups. These include:
The Transport Infrastructure Skills Strategy 2016 set stretching ambitions for apprentice starts and increasing diversity within the sector including for women to represent 20% of technology and engineering apprenticeship starts. The most recent Annual Report ‘Three Years of Progress’ published on 11th July 2019 set out that:
15.4% of technical and engineering roles are female, making good progress to STAT’s ambition of 20% and up from 3% in 2015.
We are seeing a higher proportion of women at higher levels of training. 27% of all degree level apprenticeship starts were female in 2018/19.
23.6% of women undertake apprenticeships in the sector.
An aviation programme ‘Reach for the Sky’ launched in October 2019, with the aim of making the aviation industry diverse, inclusive and accessible to all, with a focus on encouraging the next generation into the sector. The Department has appointed eleven ‘Aviation Ambassadors’, a group of outstanding aviation industry role models, who will work to inspire the next generation to take up aviation careers, champion diversity and social mobility within the industry, and develop initiatives to tackle barriers to aviation careers.
The maritime sector has improved gender balance through the creation of a Women in Maritime Taskforce, committing maritime companies to act upon a Pledge and Charter.
In 2017, DfT’s Rail Strategic Vision set out a commitment to use franchise competitions to support a range of measures to improve diversity of the workforce including how the franchisee will attract young people into rail and address underrepresentation of women across all levels and grades. The Rail Sector Deal set out plans to improve the diversity of the sector.
The Department for Transport led a cross-government campaign to promote engineering to young people, including under-represented groups, through 2018’s successful Year of Engineering campaign. The Department now works in partnership with the Department for Business, Energy and Industrial Strategy (BEIS) and the Department for Education (DfE) to support the Engineering: Take a Closer Look legacy campaign, aimed at 13-16 year olds. This includes promoting engineering in transport, working with schools and the Girl Guides through design challenges and production of a booklet acknowledging aspirational female engineers from the transport sector.
The Department’s Ministerial team and Permanent Secretary hosted a Women in Transport event to bring senior leaders from across industry together to tackle gender diversity issues on Monday 2nd March and drive a co-ordinated sector response to International Women’s Day on 8th March 2020.
The Secretary of State may make Regulations under the Public Health (Control of Disease) Act 1984, to take measures to prevent the spread of disease or threats to public health arising from the arrival or departure of any “vessel, aircraft, train or other conveyance”. This regulation making power is sufficiently broad so as to suspend or amend transport services in the event that they pose a sufficient threat to public health or the spread of disease. Any powers relating to international travel would need to be exercised in accordance with the United Kingdom’s international obligations. The powers apply to England and Wales and the Secretary of State may make regulations which apply to England. Welsh Government Ministers may choose to make regulations applicable to Wales. Scotland and Northern Ireland have their own legislative provisions.
Section 17 of the Bus Services Act 2017 provides powers for the secretary of state to require the provision of audible and visible information on board local bus services throughout Great Britain. In exercising their powers the Secretary of State must consult with both Scottish and Welsh Ministers.
Officials engaged with their Scottish and Welsh counterparts during the development of the policy proposals put to consultation in summer 2018, and both devolved administrations were invited to respond formally. We will continue to engage with the devolved administrations in finalising the policy and bringing forward Regulations.
In Summer 2018 the Government published a public consultation on proposals to require the provision of accessible on-board information on local bus services throughout Great Britain.
We are currently finalizing our response to the consultation and expect to announce our next steps regarding the making of Regulations and publication of guidance later in the year.
In Summer 2018 the Government published a public consultation on proposals to require the provision of accessible on-board information on local bus services throughout Great Britain.
We are currently finalizing our response to the consultation and expect to announce our next steps regarding the making of Regulations and publication of guidance later in the year.
The Government will publish a White Paper on the recommendations of the Williams Review early this year, including those relating to data. The White Paper will include proposals to improve access for disabled passengers to the network.
The Department for Transport engages with the Office of Rail and Road on issues regarding the accessibility of the rail network including the importance of reliable and up-to-date accessibility information. The Williams Rail Review will shortly come forward with proposals to improve access for disabled passengers to the network.
The Department for Transport regularly engages with the Rail Delivery Group on how we can work together to make the rail network more accessible for disabled people and those with additional needs, including the provision of up to date information of accessible facilities on trains and at stations. However, this is not done under the terms of the Open Government License.
The Renewable Transport Fuel Obligation (RTFO) has been successful in promoting a market for sustainable renewable fuels. Building on that success, the Government nearly doubled targets for supply from 2018 to 2020 and set further targets out to 2032, providing investment certainty. Reductions in greenhouse gas emissions from low carbon fuels supplied in transport under the RTFO are important in the delivery of savings required to meet UK carbon budgets. The trade of low carbon fuels and feedstocks is global and we will continue to engage with counterparts internationally, including with our colleagues in the EU.
The Government has made significant progress in relation to policy on E10 and we will publish our response to the call for evidence on E10, as well as next steps, as soon as possible. The Department has been in regular consultation with officials from the Scottish Government in developing this policy, which could benefit the whole of the United Kingdom.
The Renewable Transport Fuel Obligation (RTFO) has been successful in promoting a market for sustainable renewable fuels. Building on that success, the Government nearly doubled targets for supply from 2018 to 2020 and set further targets out to 2032, providing investment certainty. Reductions in greenhouse gas emissions from low carbon fuels supplied in transport under the RTFO are important in the delivery of savings required to meet UK carbon budgets. The trade of low carbon fuels and feedstocks is global and we will continue to engage with counterparts internationally, including with our colleagues in the EU.
The Government has made significant progress in relation to policy on E10 and we will publish our response to the call for evidence on E10, as well as next steps, as soon as possible. The Department has been in regular consultation with officials from the Scottish Government in developing this policy, which could benefit the whole of the United Kingdom.
The Renewable Transport Fuel Obligation (RTFO) has been successful in promoting a market for sustainable renewable fuels. Building on that success, the Government nearly doubled targets for supply from 2018 to 2020 and set further targets out to 2032, providing investment certainty. Reductions in greenhouse gas emissions from low carbon fuels supplied in transport under the RTFO are important in the delivery of savings required to meet UK carbon budgets. The trade of low carbon fuels and feedstocks is global and we will continue to engage with counterparts internationally, including with our colleagues in the EU.
The Government has made significant progress in relation to policy on E10 and we will publish our response to the call for evidence on E10, as well as next steps, as soon as possible. The Department has been in regular consultation with officials from the Scottish Government in developing this policy, which could benefit the whole of the United Kingdom.
It is not possible to reply to this question with precision.
The Parliamentary and Health Service Ombudsman has not completed their 3-stage investigation. It would not be appropriate to comment whilst the investigation is ongoing; and section 7(2) of the Parliamentary Commissioner Act 1967 states that Ombudsman investigations “shall be conducted in private”.
The Department has a long-standing policy on the circumstances in which an employee might request and be allowed to work from home.
This policy was supplemented in July 2021 with publication of new guidance for those employees that are designated ‘hybrid workers’. This new guide covers a wider range of topics, such as effective performance management and caring whilst working from home.
Both the long-standing home working policy and new hybrid working guidance apply consistently across England, Scotland and Wales.
The information requested is only available at a Great Britain level.
The proportion of DWP staff who are contractual home workers is 0.03%.
35.55% of staff work in customer facing front line roles which predominantly require staff to work in the office.
The remaining 64.42% of roles in the department can be performed on a hybrid basis, meaning they split their time between working in a workplace and at home. Employees in these roles have been returning to the office in a safe and considered way over the last few months. As part of this, every staff member is having a one-to-one conversation with their manager to discuss their return to the workplace.
DWP maintained its services throughout the pandemic; Jobcentres have remained open throughout the pandemic for anyone who needed face-to-face support and could not be helped in any other way, with DWP employees available on site to support the most vulnerable claimants. On 12 April 2021, Jobcentres in England and Wales returned to normal opening hours from 9am to 5pm, with Jobcentres in Scotland restarting the same face to face service from 26 April 2021.
Across all DWP offices, safety measures remain in place as per the relevant Government and devolved administration health and safety guidance, and whilst these measures are in place it is not possible to return to full office capacity.
It would not be appropriate for a UK Minister to comment on cases that are a matter for the Isle of Man Government, the Isle of Man Financial Services Authority or the independent Pensions Regulator. Members wishing to receive updates should contact the Scheme Administrator or the Isle of Man Government.
The total refunds granted to passengers relating to early release on 15 December was £1,987,483.
In England, guests who were released early from the managed quarantine service were entitled to a refund based upon the unused part of their quarantine package. All refund requests were considered on a case-by-case basis.
It has not proved possible to respond to the hon. Member in the time available before Prorogation.
It has not proved possible to respond to the hon. Member in the time available before Prorogation.
The government understands how the rising cost of living is making life harder for people. These are global challenges however, as set out in the Spring Statement, the government is providing support worth over £22 billion in 2022-23 to help families with these pressures.
For example, a typical family with 2 children where one adult is on the average employee salary and the other works 16 hours at the NLW will be around than £3,000 a year better off as a result of recent government action, notably the NICs primary threshold change, UC taper rate and work allowance changes, and increase in the National Living Wage, even taking account the introduction of the Health and Social Care Levy.
The Government provides support to aid the purchase of Automated External Defibrillators (AED) through VAT refunds on purchases made by local authorities and VAT reliefs for purchases made through voluntary contributions, where the AED is donated to eligible charities or the NHS. Otherwise, they attract the standard rate of VAT.
Introducing any new VAT reliefs would come at a cost to the Exchequer and the Government has received over £50 billion worth of requests for relief from VAT since the EU referendum. Given this, there are no plans to change the current VAT treatment on defibrillators. However, the Government keeps all taxes under constant review.
Guidance setting out eligibility for the 2022-23 retail, hospitality and leisure relief will be published by the Department for Levelling Up, Housing and Communities in due course.
Funding for businesses affected by the COVID-19 pandemic that have not otherwise been eligible for existing reliefs will be available once the legislation relating to material change in circumstance provisions, the Rating (Coronavirus) and Directors Disqualification (Dissolved Companies) Bill, has passed and Local Authorities (LAs) have established their own local relief schemes. The Government will support LAs to do this as quickly as possible, including through new burdens funding.
Formal guidance will follow in due course, setting out the specific considerations that LAs should have regard for when providing relief. Relief will be for LAs to award on a discretionary basis.
Funding for businesses affected by the COVID-19 pandemic that have not otherwise been eligible for existing reliefs will be available once the legislation relating to material change in circumstance provisions, the Rating (Coronavirus) and Directors Disqualification (Dissolved Companies) Bill, has passed and Local Authorities (LAs) have established their own local relief schemes. The Government will support LAs to do this as quickly as possible, including through new burdens funding.
Formal guidance will follow in due course, setting out the specific considerations that LAs should have regard for when providing relief. Relief will be for LAs to award on a discretionary basis.
The Chancellor speaks to industry representatives on a regular basis about a range of matters.
The Government recognises the challenging circumstances facing the aviation industry as a result of Covid-19 and firms experiencing difficulties can draw upon the unprecedented package of measures announced by the Chancellor, including schemes to raise capital and flexibilities with tax bills. In addition to economy-wide measures such as the Coronavirus Job Retention Scheme, the aerospace sector and its aviation customers are being supported with almost £11 billion made available through loan guarantees, support for exporters, the Bank of England’s Covid Corporate Financing Facility and grants for research and development. This includes £8bn of guarantees provided by UK Export Finance.
In addition, the Airport and Ground Operations Support Scheme launched on 29 January 2021 will provide support for eligible businesses, up to the equivalent of their business rates liabilities in the 2020/21 financial year, subject to certain conditions and a cap per claimant of £8m. This will help companies with their fixed costs and could unlock shareholder and lender support.
The Chancellor regularly discusses a wide range of matters related to economic recovery with Cabinet colleagues.
The Government recognises the challenging circumstances facing the aviation industry as a result of Covid-19 and firms experiencing difficulties can draw upon the unprecedented package of measures announced by the Chancellor, including schemes to raise capital and flexibilities with tax bills. In addition to economy-wide measures such as the Coronavirus Job Retention Scheme, the aerospace sector and its aviation customers are being supported with almost £11 billion made available through loan guarantees, support for exporters, the Bank of England’s Covid Corporate Financing Facility and grants for research and development. This includes £8bn of guarantees provided by UK Export Finance.
In addition, the Airport and Ground Operations Support Scheme launched on 29 January 2021 will provide support for eligible businesses, up to the equivalent of their business rates liabilities in the 2020/21 financial year, subject to certain conditions and a cap per claimant of £8m. This will help companies with their fixed costs and could unlock shareholder and lender support.
The information requested is not readily available and could be provided only at a disproportionate cost.
The Government understands the considerable pressures that the accountancy and other allied professions have been under in the past year, and that they have helped deliver the economic response to the pandemic, while at the same time suffering the effects of the pandemic on their own firms. The Government is very grateful to them for their valuable work.
HMRC have had constructive engagement with the professional bodies representing tax agents, and Jim Harra, HMRC’s First Permanent Secretary and Chief Executive, has personally written to them in response to their letters drawing his attention to the pressures their members are under.
HMRC are encouraging as many people as possible to file on time, even if they cannot pay their tax in full straight away, but they have also announced on 25 January that Self-Assessment taxpayers who file online by 28 February will not receive a late filing penalty.
Not charging late filing penalties for late filed Self-Assessment returns submitted online in February will give both taxpayers and accountants breathing space to complete and file their returns without the added worry of receiving a penalty.
The Government and HMRC recognise the considerable pressure that many taxpayers and their accountants are facing at present, and that some of those taxpayers will not be able to file their return by 31 January.
HM Revenue & Customs (HMRC) announced on Monday 25 January that Self-Assessment (SA) taxpayers will not receive a penalty for filing their SA return late provided they file it online by 28 February 2021.
This is not an extension of the deadline and taxpayers’ other SA obligations remain the same, including the obligation to pay their SA liability by 31 January.
The Overseas Scale Rates (OSR) guidance was last updated in February 2019 and applied from 6 April 2019.
The published rates are designed to reflect the average cost of subsistence, including local taxes and gratuities, when staying overseas. This will, of course, vary from case to case as well as city to city.
Employers can pay or reimburse employees’ allowable travel expenses free of tax and National Insurance contributions in two ways. They can pay the actual expenses or use the scale rates HM Revenue and Customs (HMRC) set. If they pay the actual expenses, they must check the employee’s receipts, but do not have to do this if they use the scale rates.
If an employee spends more than the amount their employer pays, they can claim tax relief on the difference. Guidance on how to do this can be found at: www.gov.uk/guidance/claim-income-tax-relief-for-your-employment-expenses-p87.
The Overseas Scale Rates (OSR) guidance was last updated in February 2019 and applied from 6 April 2019.
The published rates are designed to reflect the average cost of subsistence, including local taxes and gratuities, when staying overseas. This will, of course, vary from case to case as well as city to city.
Employers can pay or reimburse employees’ allowable travel expenses free of tax and National Insurance contributions in two ways. They can pay the actual expenses or use the scale rates HM Revenue and Customs (HMRC) set. If they pay the actual expenses, they must check the employee’s receipts, but do not have to do this if they use the scale rates.
If an employee spends more than the amount their employer pays, they can claim tax relief on the difference. Guidance on how to do this can be found at: www.gov.uk/guidance/claim-income-tax-relief-for-your-employment-expenses-p87.
HMRC are unable to provide the information requested as HMRC do not categorise employees as “customs officials”.
The Government has been working for over a year to help businesses to understand and prepare for their new obligations, including customs paperwork for export to the EU.
The Government undertook significant readiness activity prior to 1 January, identifying key customer groups and delivering a high volume of targeted communications and engagement, including sending over 11 million letters and emails and hosting 50 webinars with over 30,000 attendees to date, preparing businesses for the new rules.
Through the cross-Government campaign since August the Government has reached 41m adults (15+) and 16m business decision makers through radio, and 18m adults (15+) and 3.5m business decision makers through print and digital articles, promoting key readiness messaging for importers and exporters.
The Government will continue to assess carefully how traders are adapting to the new customs arrangements over the next few weeks and months.
To?give the devolved administrations the upfront certainty to plan and deliver their coronavirus response,?we have guaranteed they will receive at least £16bn in additional resource funding this year on top of their Spring Budget?funding.
Any additional funding provided to the Department for Transport to support Transport for London will result in Barnett consequentials for the devolved administrations and these will contribute towards the guaranteed funding.
Where additional funding is being provided to departments in-year, the devolved administrations generally receive consequential funding using programme comparability rather than overall departmental comparability. Given local transport is devolved in Scotland, Wales and Northern Ireland, a comparability factor of 100% will be applied as set out in the Statement of Funding Policy.
The Treasury is currently working with the devolved administrations to update and publish comparability factors in a revised Statement of Funding Policy alongside the upcoming Spending Review.
Any additional funding provided to the Department for Transport to support Transport for London will result in Barnett consequentials for the devolved administrations.
As is the normal process,?changes to departmental and devolved administrations’ funding will be confirmed at Supplementary Estimates.
Therefore, to?give the devolved administrations the upfront certainty to plan and deliver their coronavirus response,?we have guaranteed they will receive at least £14bn in additional funding this year on top of their Spring Budget?funding. This means a total increase this year of at least £7.2bn for the Scottish Government, £4.4 billion for the Welsh Government, and £2.4 bn for the Northern Ireland Executive.
Ahead of the end of the transition period, the Government has announced the VAT and excise duty treatment of goods purchased by individuals for personal use and carried in their luggage to or from Great Britain. The following rules will apply from 1 January 2021:
- Passengers travelling from Great Britain to any destination outside the United Kingdom will be able to purchase duty-free excise goods once they have passed security controls at ports, airports, and international rail stations.
- Personal allowances will apply to passengers entering Great Britain from a destination outside of the United Kingdom, with alcohol allowances significantly increased.
- The concessionary treatment on tax-free sales of non-excise goods and the VAT Retail Export Scheme will not be extended to passengers travelling to the EU, and will be withdrawn for all passengers.
The Government published a consultation which ran from 11 March to 20 May. During this time the Government held a number of virtual meetings with stakeholders to hear their views and received 73 responses to the consultation. The Government has also continued to meet and discuss with key stakeholders following the announcement of these policies.
The concessionary treatment on tax-free sales currently affects airports that fly to non-EU destinations. The extension of duty-free sales to EU bound passengers will be a significant boost to all airports in England, Scotland and Wales, including Glasgow Airport and smaller regional airports which have not been able to offer duty-free before.
The final costing will be subject to scrutiny by the independent Office for Budget Responsibility and will be set out at the next forecast.
The Government also recognises the challenges the aviation sector is facing as it recovers from the impacts of Covid-19 and has supported the sector throughout the pandemic, and continues to do so, including schemes to raise capital, flexibilities with tax bills, and financial support for employees.
Ahead of the end of the transition period, the Government has announced the VAT and excise duty treatment of goods purchased by individuals for personal use and carried in their luggage to or from Great Britain. The following rules will apply from 1 January 2021:
- Passengers travelling from Great Britain to any destination outside the United Kingdom will be able to purchase duty-free excise goods once they have passed security controls at ports, airports, and international rail stations.
- Personal allowances will apply to passengers entering Great Britain from a destination outside of the United Kingdom, with alcohol allowances significantly increased.
- The concessionary treatment on tax-free sales of non-excise goods and the VAT Retail Export Scheme will not be extended to passengers travelling to the EU, and will be withdrawn for all passengers.
The Government published a consultation which ran from 11 March to 20 May. During this time the Government held a number of virtual meetings with stakeholders to hear their views and received 73 responses to the consultation. The Government has also continued to meet and discuss with key stakeholders following the announcement of these policies.
The concessionary treatment on tax-free sales currently affects airports that fly to non-EU destinations. The extension of duty-free sales to EU bound passengers will be a significant boost to all airports in England, Scotland and Wales, including Glasgow Airport and smaller regional airports which have not been able to offer duty-free before.
The final costing will be subject to scrutiny by the independent Office for Budget Responsibility and will be set out at the next forecast.
The Government also recognises the challenges the aviation sector is facing as it recovers from the impacts of Covid-19 and has supported the sector throughout the pandemic, and continues to do so, including schemes to raise capital, flexibilities with tax bills, and financial support for employees.
Ahead of the end of the transition period, the Government has announced the VAT and excise duty treatment of goods purchased by individuals for personal use and carried in their luggage to or from Great Britain. The following rules will apply from 1 January 2021:
- Passengers travelling from Great Britain to any destination outside the United Kingdom will be able to purchase duty-free excise goods once they have passed security controls at ports, airports, and international rail stations.
- Personal allowances will apply to passengers entering Great Britain from a destination outside of the United Kingdom, with alcohol allowances significantly increased.
- The concessionary treatment on tax-free sales of non-excise goods and the VAT Retail Export Scheme will not be extended to passengers travelling to the EU, and will be withdrawn for all passengers.
The Government published a consultation which ran from 11 March to 20 May. During this time the Government held a number of virtual meetings with stakeholders to hear their views and received 73 responses to the consultation. The Government has also continued to meet and discuss with key stakeholders following the announcement of these policies.
The concessionary treatment on tax-free sales currently affects airports that fly to non-EU destinations. The extension of duty-free sales to EU bound passengers will be a significant boost to all airports in England, Scotland and Wales, including Glasgow Airport and smaller regional airports which have not been able to offer duty-free before.
The final costing will be subject to scrutiny by the independent Office for Budget Responsibility and will be set out at the next forecast.
The Government also recognises the challenges the aviation sector is facing as it recovers from the impacts of Covid-19 and has supported the sector throughout the pandemic, and continues to do so, including schemes to raise capital, flexibilities with tax bills, and financial support for employees.
Forecasts of future receipts are produced by the Office for Budget Responsibility (OBR) on a regular basis as part of their Economic and Fiscal Outlook series. The Chancellor of the Exchequer has asked the OBR to prepare an economic and fiscal forecast to be published in November.
Air Passenger Duty (APD) is the UK’s principal tax on the aviation sector. The OBR’s Fiscal Sustainability Report, published in July, has estimated APD receipts over the next five financial years under various scenarios. Under the central scenario, the OBR estimated that APD would raise: £1.3bn in 2020-21; £3.7bn in 2021-22; £3.8bn in 2022-23; £3.9bn in 2023-24 and; £4.1bn on 2024-25. The report acknowledges that these figures are “hugely uncertain”.
Treasury Ministers and officials meet with a wide range of stakeholders across sectors as part of ongoing policy development and implementation.
Ministers and officials from the Department for Transport are in regular contact with airlines, airports and unions to understand the impact that COVID-19 is having on the sector and its workers.
The UK government has agreed a £1.6 billion funding and financing package for Transport for London to protect key services. This is comprised of £1.095 billion of grant funding from the Department for Transport and a £505 million PWLB loan.
As a result of this package, the devolved administrations will receive over £200 million of additional funding: over £100 million for the Scottish Government, £65 million for the Welsh Government, and over £35 million for the Northern Ireland Executive.
The Government seeks, as far as possible, to protect people’s jobs and incomes. This is an unprecedented jobs retention scheme and the Government has been working hard to set out further details on the scheme. The Coronavirus Job Retention Scheme is open to any individual who was on an employer’s PAYE payroll on 19 March 2020. Full details can be found in the guidance available at www.gov.uk/guidance/claim-for-wage-costs-through-the-coronavirus-job-retention-scheme and www.gov.uk/guidance/work-out-80-of-your-employees-wages-to-claim-through-the-coronavirus-job-retention-scheme, which provides answers to these questions.
The Government seeks, as far as possible, to protect people’s jobs and incomes. This is an unprecedented jobs retention scheme and the Government has been working hard to set out further details on the scheme. The Coronavirus Job Retention Scheme is open to any individual who was on an employer’s PAYE payroll on 19 March 2020. Full details can be found in the guidance available at www.gov.uk/guidance/claim-for-wage-costs-through-the-coronavirus-job-retention-scheme and www.gov.uk/guidance/work-out-80-of-your-employees-wages-to-claim-through-the-coronavirus-job-retention-scheme, which provides answers to these questions.
The table below shows the number of full-time equivalent staff working within Her Majesty’s Passport Office’s passport production-related roles on 1 April* for each year requested.
Number (FTE) | ||||||
2022 | 4,092 | |||||
2020 | 3,609 | |||||
2019 | 2,962 | |||||
2015 | 3,594 | |||||
2010* | 3,978 | |||||
*Data extracted for 2010 has been taken from August as the data for April is not available |
The information requested is not currently held in a reportable format and could therefore only be obtained at disproportionate cost.
It has not proved possible to respond to the hon. Member in the time available before Prorogation.
It has not proved possible to respond to the hon. Member in the time available before Prorogation.
The list of Sports Governing Bodies is already available online at Appendix M of the Immigration Rules: https://www.gov.uk/guidance/immigration-rules/immigration-rules-appendix-m-sports-governing-bodies.
Tier 4 visas have restrictions imposed regarding what work can be undertaken during the period leave. One of the conditions of holding a Tier 4 visa is that students must not engage in Professional sport.
The definitions of amateur and professional sports persons contained in the immigration rules were established following full consultation with all our Sports Governing Bodies, including the Scottish Football Association, the representative body for football in Scotland. The Home Office routinely engages with our Sports Governing Bodies and other governmental departments regarding the immigration requirements for professional sport.
The immigration system makes specific provision for professional sportspersons to come to the UK. These provisions seek to strike a balance between enabling UK sports teams to access top class international talent and protecting development opportunities for home grown sportspersons. The minimum standards for each sport are set by our Sports Governing Bodies, in agreement with the Home Office. It is right professional sportspersons below this standard should not be able to pursue such a career in the UK using our employment or study visa routes – including Tier 4.
Genuinely amateur players are already completely free to play sport on a purely amateur basis, whilst they are in the UK.
Tier 4 visas have restrictions imposed regarding what work can be undertaken during the period leave. One of the conditions of holding a Tier 4 visa is that students must not engage in Professional sport.
The definitions of amateur and professional sports persons contained in the immigration rules were established following full consultation with all our Sports Governing Bodies, including the Scottish Football Association, the representative body for football in Scotland. The Home Office routinely engages with our Sports Governing Bodies and other governmental departments regarding the immigration requirements for professional sport.
The immigration system makes specific provision for professional sportspersons to come to the UK. These provisions seek to strike a balance between enabling UK sports teams to access top class international talent and protecting development opportunities for home grown sportspersons. The minimum standards for each sport are set by our Sports Governing Bodies, in agreement with the Home Office. It is right professional sportspersons below this standard should not be able to pursue such a career in the UK using our employment or study visa routes – including Tier 4.
Genuinely amateur players are already completely free to play sport on a purely amateur basis, whilst they are in the UK.
Tier 4 visas have restrictions imposed regarding what work can be undertaken during the period leave. One of the conditions of holding a Tier 4 visa is that students must not engage in Professional sport.
The definitions of amateur and professional sports persons contained in the immigration rules were established following full consultation with all our Sports Governing Bodies, including the Scottish Football Association, the representative body for football in Scotland. The Home Office routinely engages with our Sports Governing Bodies and other governmental departments regarding the immigration requirements for professional sport.
The immigration system makes specific provision for professional sportspersons to come to the UK. These provisions seek to strike a balance between enabling UK sports teams to access top class international talent and protecting development opportunities for home grown sportspersons. The minimum standards for each sport are set by our Sports Governing Bodies, in agreement with the Home Office. It is right professional sportspersons below this standard should not be able to pursue such a career in the UK using our employment or study visa routes – including Tier 4.
Genuinely amateur players are already completely free to play sport on a purely amateur basis, whilst they are in the UK.
Tier 4 visas have restrictions imposed regarding what work can be undertaken during the period leave. One of the conditions of holding a Tier 4 visa is that students must not engage in Professional sport.
The definitions of amateur and professional sports persons contained in the immigration rules were established following full consultation with all our Sports Governing Bodies, including the Scottish Football Association, the representative body for football in Scotland. The Home Office routinely engages with our Sports Governing Bodies and other governmental departments regarding the immigration requirements for professional sport.
The immigration system makes specific provision for professional sportspersons to come to the UK. These provisions seek to strike a balance between enabling UK sports teams to access top class international talent and protecting development opportunities for home grown sportspersons. The minimum standards for each sport are set by our Sports Governing Bodies, in agreement with the Home Office. It is right professional sportspersons below this standard should not be able to pursue such a career in the UK using our employment or study visa routes – including Tier 4.
Genuinely amateur players are already completely free to play sport on a purely amateur basis, whilst they are in the UK.
The Ministry of Defence is committed to safeguarding national resilience across the Defence enterprise, including the Armed Forces and industry. The past few years have seen Defence play a key role in supporting and enhancing societal resilience through the Military Aid to Civilian Authorities process. This activity expanded during the Covid-19 pandemic and was recently engaged in response to widespread industrial action.
The Ministry of Defence (MOD) does not recognise the term 'military sexual trauma', nor the associated term 'military sexual assault'. I refer the Hon. Member to the answer I gave to UIN 15331 on 17 June 2022 to the Hon. Member for Barnsley East (Ms Peacock): https://questions-statements.parliament.uk/written-questions/detail/2022-06-09/15331
For Serving Personnel, the MOD has made it absolutely clear there is no place for unacceptable behaviour in the Armed Forces. On 30 March 2022 the MOD published a Zero-Tolerance to Sexual Offending policy, which is one of a range of measures intended to tackle unacceptable sexual behaviour in the Armed Forces. It is intended to improve the career experiences of serving personnel, providing clearer, tri-Service, direction to those in a position to prevent and address instances of sexual offending. It also introduced mandatory discharge from the Armed Forces for anyone convicted of a sexual offence, this includes anyone subject to notification requirements as set out in Part 2 of the Sexual Offences Act (SOA) 2003 (more widely recognised as the Sex Offenders Register): https://www.gov.uk/government/news/defence-publishes-its-zero-tolerance-approach-to-sexual-offences
For veterans, their healthcare, including mental healthcare, is the responsibility of the NHS in England and the Devolved Administrations.
The Ministry of Defence (MOD) does not recognise the term 'military sexual trauma', nor the associated term 'military sexual assault'. I refer the Hon. Member to the answer I gave to UIN 15331 on 17 June 2022 to the Hon. Member for Barnsley East (Ms Peacock): https://questions-statements.parliament.uk/written-questions/detail/2022-06-09/15331
For Serving Personnel, the MOD has made it absolutely clear there is no place for unacceptable behaviour in the Armed Forces. On 30 March 2022 the MOD published a Zero-Tolerance to Sexual Offending policy, which is one of a range of measures intended to tackle unacceptable sexual behaviour in the Armed Forces. It is intended to improve the career experiences of serving personnel, providing clearer, tri-Service, direction to those in a position to prevent and address instances of sexual offending. It also introduced mandatory discharge from the Armed Forces for anyone convicted of a sexual offence, this includes anyone subject to notification requirements as set out in Part 2 of the Sexual Offences Act (SOA) 2003 (more widely recognised as the Sex Offenders Register): https://www.gov.uk/government/news/defence-publishes-its-zero-tolerance-approach-to-sexual-offences
For veterans, their healthcare, including mental healthcare, is the responsibility of the NHS in England and the Devolved Administrations.
I refer the hon. Member to the answer I gave on 8 November to Question 68408 to the hon. Member for Kingston upon Hull West and Hessle (Emma Hardy).
The Department maintians sufficient trained drivers to meet its routine operational outputs.
The precise information sought goes beyond current operational requirements and will require further time to respond. I will write to him shortly.
I refer the Hon. Member to the answer I gave to Question UIN 129836 on 26 January 2023.
I refer the Hon. Member to the answer I gave to Question UIN 129836 on 26 January 2023.
My Department will publish guidance for the Covid-19 Additional Relief Fund to help local authorities set up their local schemes, once the legislation relating to MCC provisions has passed. This will set out the relevant eligibility criteria alongside funding allocations. Business rates are devolved so the devolved administrations in Scotland, Wales and Northern Ireland will receive an additional £285 million through the Barnett formula and will be able to determine the parameters of their own schemes.
My Department will publish guidance for the Covid-19 Additional Relief Fund to help local authorities set up their local schemes, once the legislation relating to MCC provisions has passed. This will set out the relevant eligibility criteria alongside funding allocations. Business rates are devolved so the devolved administrations in Scotland, Wales and Northern Ireland will receive an additional £285 million through the Barnett formula and will be able to determine the parameters of their own schemes.
My Department will publish guidance for the Covid-19 Additional Relief Fund to help local authorities set up their local schemes, once the legislation relating to MCC provisions has passed. This will set out the relevant eligibility criteria alongside funding allocations. Business rates are devolved so the devolved administrations in Scotland, Wales and Northern Ireland will receive an additional £285 million through the Barnett formula and will be able to determine the parameters of their own schemes.
The Trade and Cooperation Agreement (TCA) fully delivers on what the British public voted for in the referendum and in last year’s General Election. It takes back control of our laws, borders, money and fisheries, and ends any role for the European Court. Our deal is based on friendly cooperation between sovereign equals, centred on free trade and inspired by our shared history and values.
We have successfully negotiated unprecedented provisions for legal services that go beyond what the EU has included in any other FTA. The agreement will improve the clarity and certainty of market access for UK lawyers after the transition period.