Speeches made during Parliamentary debates are recorded in Hansard. For ease of browsing we have grouped debates into individual, departmental and legislative categories.
These initiatives were driven by Lord Mawson, and are more likely to reflect personal policy preferences.
Lord Mawson has not introduced any legislation before Parliament
Lord Mawson has not co-sponsored any Bills in the current parliamentary sitting
There have been several recent incidents with desk-based handsets. These incidents have had protracted resolution times and the Parliamentary Digital Service (PDS) is dependent on third parties, including Microsoft, to identify and fix the root cause.
The need to improve voice services has been identified and PDS is working closely with relevant service providers to resolve these issues. In improving telephony services as part of the ‘Voice Programme’, members will be engaged through user groups to ensure needs and requirements are met.
PDS has a robust lessons learned process that is well-embedded and the Voice Programme is procuring a new telephony solution to support communication services in Parliament using a Crown Commercial Services framework with a focus on increasing quality, efficiency and value.
This work will not be left to the Restoration and Renewal Programme – both because the timescales for implementation would be too long, and because the implementation of telephony is not completely tied to the fabric of the building.
The two Houses agreed a new approach to the restoration and renewal of the Palace of Westminster, as agreed in the resolution passed by the House on 13 July [HL deb. Col. 1497]. All proposals for the restoration works will require parliamentary approval, as set out in section 7 of the Parliamentary Buildings (Restoration and Renewal) Act 2019.
The Senior Deputy Speaker has asked me, as Chair of the Services Committee, to respond on his behalf. There are currently no electric car charging points on the House of Lords estate. The Services Committee has been considering a proposal for the installation of charging points, the Clerk of the Parliaments as Accounting Officer has decided that the project does not offer value for money. The Services Committee endorsed this decision and has asked the Administration to consider alternative options for the provision of electric car charging for members.
The Social Value Act 2012 was designed to improve procurement practice and diversify suppliers to the government. Implementation is the responsibility of individual public service commissioners. The Social Value Model is the latest government intervention that is enabling the government to evaluate social value policy in the central government.
The Social Value Model launched in January 2021 (PPN 06/20), standardises the assessment of bidder’s proposals for delivering social value outcomes based on government’s priorities. The Model takes into account factors such as the number of local jobs or apprenticeships a contractor will provide, the number of SMEs involved in their wider supply chain and improving community integration.
Implementation of the Model across central government is underpinned by a detailed training programme, and central government departments are now required to report supplier social value commitments against Key Performance Indicators.
The Social Value Act 2012 was designed to improve procurement practice and diversify suppliers to the government. Implementation is the responsibility of individual public service commissioners. The Social Value Model is the latest government intervention that is enabling the government to evaluate social value policy in the central government.
The Social Value Model launched in January 2021 (PPN 06/20), standardises the assessment of bidder’s proposals for delivering social value outcomes based on government’s priorities. The Model takes into account factors such as the number of local jobs or apprenticeships a contractor will provide, the number of SMEs involved in their wider supply chain and improving community integration.
Implementation of the Model across central government is underpinned by a detailed training programme, and central government departments are now required to report supplier social value commitments against Key Performance Indicators.
The Social Value Act 2012 was designed to improve procurement practice and diversify suppliers to the government. Implementation is the responsibility of individual public service commissioners. The Social Value Model is the latest government intervention that is enabling the government to evaluate social value policy in the central government.
The Social Value Model launched in January 2021 (PPN 06/20), standardises the assessment of bidder’s proposals for delivering social value outcomes based on government’s priorities. The Model takes into account factors such as the number of local jobs or apprenticeships a contractor will provide, the number of SMEs involved in their wider supply chain and improving community integration.
Implementation of the Model across central government is underpinned by a detailed training programme, and central government departments are now required to report supplier social value commitments against Key Performance Indicators.
The new Central Digital and Data Office is currently working with government departments to assess digital, data and technology capability.
In recent years, there have been significant changes to the way organisations provide services and to user expectations. It’s now commonplace for services to be:
personalised and proactive;
low-friction;
available on any device and multiple channels, like voice assistant.
Economic benefits have been measured through case study examples of integrated public services. Analysis of these found the monetizable benefits in avoiding users repeating tasks ranged from £50k to £850k per service, depending on its purpose.
Delivering integrated services is key to the government’s approach to digital transformation. The government is committed to increasing the cost-efficiency and quality of online public services.
The UK participates annually in the EU National Interoperability Framework Observatory. This provides regular monitoring of the state of play of interoperability and digital public services in Europe, enabling contributor countries to share best practices and measure their performance.
The new Central Digital and Data Office is currently working with government departments to assess digital, data and technology capability.
In recent years, there have been significant changes to the way organisations provide services and to user expectations. It’s now commonplace for services to be:
personalised and proactive;
low-friction;
available on any device and multiple channels, like voice assistant.
Economic benefits have been measured through case study examples of integrated public services. Analysis of these found the monetizable benefits in avoiding users repeating tasks ranged from £50k to £850k per service, depending on its purpose.
Delivering integrated services is key to the government’s approach to digital transformation. The government is committed to increasing the cost-efficiency and quality of online public services.
The UK participates annually in the EU National Interoperability Framework Observatory. This provides regular monitoring of the state of play of interoperability and digital public services in Europe, enabling contributor countries to share best practices and measure their performance.
The new Central Digital and Data Office is currently working with government departments to assess digital, data and technology capability.
In recent years, there have been significant changes to the way organisations provide services and to user expectations. It’s now commonplace for services to be:
personalised and proactive;
low-friction;
available on any device and multiple channels, like voice assistant.
Economic benefits have been measured through case study examples of integrated public services. Analysis of these found the monetizable benefits in avoiding users repeating tasks ranged from £50k to £850k per service, depending on its purpose.
Delivering integrated services is key to the government’s approach to digital transformation. The government is committed to increasing the cost-efficiency and quality of online public services.
The UK participates annually in the EU National Interoperability Framework Observatory. This provides regular monitoring of the state of play of interoperability and digital public services in Europe, enabling contributor countries to share best practices and measure their performance.
The new Central Digital and Data Office is currently working with government departments to assess digital, data and technology capability.
In recent years, there have been significant changes to the way organisations provide services and to user expectations. It’s now commonplace for services to be:
personalised and proactive;
low-friction;
available on any device and multiple channels, like voice assistant.
Economic benefits have been measured through case study examples of integrated public services. Analysis of these found the monetizable benefits in avoiding users repeating tasks ranged from £50k to £850k per service, depending on its purpose.
Delivering integrated services is key to the government’s approach to digital transformation. The government is committed to increasing the cost-efficiency and quality of online public services.
The UK participates annually in the EU National Interoperability Framework Observatory. This provides regular monitoring of the state of play of interoperability and digital public services in Europe, enabling contributor countries to share best practices and measure their performance.
The information requested falls under the remit of the UK Statistics Authority. I have therefore asked the Authority to respond.
Dear Lord Mawson,
As National Statistician and Chief Executive of the UK Statistics Authority, I am responding to your Parliamentary Question asking what assessments have been made of the accuracy of data collection across the UK in respect to Covid-19, and any regional variability in the data collection processes (HL3420).
In my role as National Statistician, I have a responsibility to ensure the presentation of all data and analysis across Government is useful, transparent about its caveats, and of a high quality. Trustworthy, coherent and relevant data and statistics to support democratic decision-making is as important now as ever. As part of our response to Covid-19, we are working to ensure that the UK has the vital information needed to respond to the impact of this pandemic on our economy and society. I have been pleased with the response of colleagues in stepping up to that challenge by adapting data collection methods and sources, and publishing relevant, timely information. It is a strength of the UK statistical system that we provide equality of access to data on which important decisions will rely.
Data collection processes feeding into the production of evidence to support the response to COVID-19 are monitored, and any reports of differences in data collection investigated. Currently there are a very small number of those investigations ongoing. Those investigations would not have an impact on ONS weekly deaths statistics, which remain the most complete source of information.
The Office for Statistics Regulation (OSR) has also been helpful in adapting processes for assessing accuracy and coherence of statistics during this crisis. These steps further enhance the trustworthiness of the statistical system’s response.
Yours sincerely,
Professor Sir Ian Diamond
The information requested falls under the remit of the UK Statistics Authority. I have therefore asked the Authority to respond.
Dear Lord Mawson,
As National Statistician and Chief Executive of the UK Statistics Authority, I am responding to your Parliamentary Question asking for the date by which robust data on the number of deaths from COVID-19 that occur outside of hospitals will be available (HL3417).
The Office for National Statistics (ONS) is responsible for producing a weekly report on the provisional number of deaths registered in England and Wales including deaths involving the coronavirus (COVID-19)[1]. As part of this report, data is published for deaths registered where COVID-19 was mentioned on the death certificate by place of occurrence, which includes places outside of hospitals such as care homes or the home of the deceased. Additionally, on 28 April, the ONS published data from the Care Quality Commission (CQC) on the number of deaths in care homes involving COVID-19[2]. Going forward, data from the CQC will be published alongside the weekly report.
Yours sincerely,
Professor Sir Ian Diamond
Interest rates charged under the Coronavirus Business Interruption Loan Scheme (CBILS) are set at the discretion of each lender. The UK Government expects that the benefit of the guarantee under the CBILS is reflected in the interest that is charged on the CBILS Facility. This expectation is re-enforced by the State aid rules that also require this.
The Government held discussions with the banking industry prior to the launch of the CBILS and the Business Secretary continues to hold regular calls with each of the biggest CBILS lenders to address feedback on how the scheme has been working and closely monitor its implementation to ensure that companies feel the full benefits of this support.
CBILS lenders have agreed that no early repayment charges will be levied should a borrower choose to repay their CBILS facility earlier than planned.
Interest rates charged under the Coronavirus Business Interruption Loan Scheme (CBILS) are set at the discretion of each lender. The UK Government expects that the benefit of the guarantee under the CBILS Scheme is reflected in the interest that is charged on the CBILS Facility. This expectation is re-enforced by the State Aid rules that also require this.
The Government held discussions with the banking industry prior to the launch of CBILS and the Business Secretary continues to hold regular calls with each of the biggest CBILS lenders to address feedback on how the scheme has been working and closely monitor its implementation to ensure that companies feel the full benefits of this support.
CBILS lenders have agreed that no early repayment charges will be levied should a borrower choose to repay their CBILS facility earlier than planned.
The Coronavirus Business Interruption Loan Scheme (CBILS) opened for applications on 23 March. Since that date, we have made changes to widen the scheme’s eligibility so that more small businesses across the UK can benefit from the scheme, by extending loans to all viable small businesses affected by the Coronavirus, not just those unable to secure regular commercial financing. We have worked with the lenders to implement some technical changes to the British Business Bank’s processes that ensure that applications will be processed faster. As of 21 April, over £2.8bn worth of loans have been issued under CBILS, to over 16,000 businesses.
Lenders, such as banks, are responsible for providing loans supported by the guarantee. The exact terms of each loan and length of application will vary from lender to lender. Lenders are fully aware of the current urgency, so we would expect them to respond appropriately to their customers’ needs.
The £750 million funding package announced on 8 April will support front line charities providing vital services and helping vulnerable people affected by Covid-19.
DCMS is now working with NLCF to design the eligibility, application and assessment criteria for funding and we expect the application system for this fund to be operational shortly.
The government will also be providing match funding for funds raised through the BBC’s Big Night In, held on the 23rd April with Comic Relief and Children in Need, of which £20 million will go to the National Emergencies Trust appeal supporting local charities through the UK Community Foundation network.
We are proactively engaging across the sector, to maintain a complete picture of the impact of coronavirus on charities. We have also started to consider potential scenarios for the post COVID-19 recovery phase and how government and civil society can best respond to them.
The Government’s manifesto set out its ambition to deliver nationwide gigabit-capable coverage by 2025. The Budget committed £5 billion to support the rollout of gigabit-capable broadband in the most difficult to reach 20% of the country, so that all areas are able to benefit. This builds on existing initiatives such as the Superfast broadband programme and £200 million Rural Gigabit Connectivity programme. We are currently engaging closely with industry, Local Authorities and Devolved Administrations to design this new programme.
The Government announced on 9 March that it had agreed a deal with the mobile network operators to deliver the Shared Rural Network programme. This will see Government and industry jointly invest to increase 4G mobile coverage throughout the UK to 95% geographic coverage by end-2025. Coverage is based on Ofcom’s definition of good quality 4G coverage, which is the minimum signal strength required to deliver a 90-second telephone call and a download speed of at least 2Mbit/s, 95% of the time.
The Shared Rural Network is underpinned by legally binding coverage commitments from each operator to have reached at least 90%, which will be assessed in 2026. Ofcom will regularly report on coverage improvements towards this goal through its Connected Nations report.
Exact site deployment plans will be managed by the operators themselves in order for them to best deliver the agreed coverage outcomes. However, we expect that consumers will feel the benefit of the programme long before its conclusion and the operators will consult with communities as roll out plans become clearer.
While the biggest improvements in coverage arising from the Shared Rural Network will be in Scotland and Wales, there will be improvements across all four nations. 4G geographic coverage in England is currently 97% from at least one operator and 81% from all four operators. As a result of the programme, this will increase to 98% coverage from at least one operator, and 90% from all four by end-2025.
The Shared Rural Network will help close the digital divide between urban and rural areas by improving mobile coverage in largely rural areas across the whole of the UK. The programme is not directly aimed at improving coverage in dense inner-city areas such as the West End of London which, typically, have good 4G coverage from all four operators, and it will remain a commercial decision for operators to decide whether to improve coverage in such areas.
We are aware of the European Commission’s Digital Economy and Society Index report 2019, which compares 4G coverage of homes across Member States. The report, available via the following link, https://ec.europa.eu/digital-single-market/en/desi suggests that in 2018, based on an average of operator coverage, there was 98% 4G coverage of UK homes. This compared to 95% for France, and an EU average of 94%. The Shared Rural Network will help to improve our European standing by providing additional coverage to 280,000 premises.
While the vast majority of commercial rollout of 5G services will be delivered by industry and according to their own timeframes, government is committed to being a world leader in 5G technology and providing a 5G signal to a majority of the population by 2027. The Government is investing in a nationally coordinated programme of 5G testbed facilities and application trials to help achieve this, and has allocated £200 million from the National Productivity Investment Fund to the 5G Programme, which launched in 2017 and will run until March 2022.
The Government announced on 9 March that it had agreed a deal with the mobile network operators to deliver the Shared Rural Network programme. This will see Government and industry jointly invest to increase 4G mobile coverage throughout the UK to 95% geographic coverage by end-2025. Coverage is based on Ofcom’s definition of good quality 4G coverage, which is the minimum signal strength required to deliver a 90-second telephone call and a download speed of at least 2Mbit/s, 95% of the time.
The Shared Rural Network is underpinned by legally binding coverage commitments from each operator to have reached at least 90%, which will be assessed in 2026. Ofcom will regularly report on coverage improvements towards this goal through its Connected Nations report.
Exact site deployment plans will be managed by the operators themselves in order for them to best deliver the agreed coverage outcomes. However, we expect that consumers will feel the benefit of the programme long before its conclusion and the operators will consult with communities as roll out plans become clearer.
While the biggest improvements in coverage arising from the Shared Rural Network will be in Scotland and Wales, there will be improvements across all four nations. 4G geographic coverage in England is currently 97% from at least one operator and 81% from all four operators. As a result of the programme, this will increase to 98% coverage from at least one operator, and 90% from all four by end-2025.
The Shared Rural Network will help close the digital divide between urban and rural areas by improving mobile coverage in largely rural areas across the whole of the UK. The programme is not directly aimed at improving coverage in dense inner-city areas such as the West End of London which, typically, have good 4G coverage from all four operators, and it will remain a commercial decision for operators to decide whether to improve coverage in such areas.
We are aware of the European Commission’s Digital Economy and Society Index report 2019, which compares 4G coverage of homes across Member States. The report, available via the following link, https://ec.europa.eu/digital-single-market/en/desi suggests that in 2018, based on an average of operator coverage, there was 98% 4G coverage of UK homes. This compared to 95% for France, and an EU average of 94%. The Shared Rural Network will help to improve our European standing by providing additional coverage to 280,000 premises.
While the vast majority of commercial rollout of 5G services will be delivered by industry and according to their own timeframes, government is committed to being a world leader in 5G technology and providing a 5G signal to a majority of the population by 2027. The Government is investing in a nationally coordinated programme of 5G testbed facilities and application trials to help achieve this, and has allocated £200 million from the National Productivity Investment Fund to the 5G Programme, which launched in 2017 and will run until March 2022.
The Government announced on 9 March that it had agreed a deal with the mobile network operators to deliver the Shared Rural Network programme. This will see Government and industry jointly invest to increase 4G mobile coverage throughout the UK to 95% geographic coverage by end-2025. Coverage is based on Ofcom’s definition of good quality 4G coverage, which is the minimum signal strength required to deliver a 90-second telephone call and a download speed of at least 2Mbit/s, 95% of the time.
The Shared Rural Network is underpinned by legally binding coverage commitments from each operator to have reached at least 90%, which will be assessed in 2026. Ofcom will regularly report on coverage improvements towards this goal through its Connected Nations report.
Exact site deployment plans will be managed by the operators themselves in order for them to best deliver the agreed coverage outcomes. However, we expect that consumers will feel the benefit of the programme long before its conclusion and the operators will consult with communities as roll out plans become clearer.
While the biggest improvements in coverage arising from the Shared Rural Network will be in Scotland and Wales, there will be improvements across all four nations. 4G geographic coverage in England is currently 97% from at least one operator and 81% from all four operators. As a result of the programme, this will increase to 98% coverage from at least one operator, and 90% from all four by end-2025.
The Shared Rural Network will help close the digital divide between urban and rural areas by improving mobile coverage in largely rural areas across the whole of the UK. The programme is not directly aimed at improving coverage in dense inner-city areas such as the West End of London which, typically, have good 4G coverage from all four operators, and it will remain a commercial decision for operators to decide whether to improve coverage in such areas.
We are aware of the European Commission’s Digital Economy and Society Index report 2019, which compares 4G coverage of homes across Member States. The report, available via the following link, https://ec.europa.eu/digital-single-market/en/desi suggests that in 2018, based on an average of operator coverage, there was 98% 4G coverage of UK homes. This compared to 95% for France, and an EU average of 94%. The Shared Rural Network will help to improve our European standing by providing additional coverage to 280,000 premises.
While the vast majority of commercial rollout of 5G services will be delivered by industry and according to their own timeframes, government is committed to being a world leader in 5G technology and providing a 5G signal to a majority of the population by 2027. The Government is investing in a nationally coordinated programme of 5G testbed facilities and application trials to help achieve this, and has allocated £200 million from the National Productivity Investment Fund to the 5G Programme, which launched in 2017 and will run until March 2022.
The Government announced on 9 March that it had agreed a deal with the mobile network operators to deliver the Shared Rural Network programme. This will see Government and industry jointly invest to increase 4G mobile coverage throughout the UK to 95% geographic coverage by end-2025. Coverage is based on Ofcom’s definition of good quality 4G coverage, which is the minimum signal strength required to deliver a 90-second telephone call and a download speed of at least 2Mbit/s, 95% of the time.
The Shared Rural Network is underpinned by legally binding coverage commitments from each operator to have reached at least 90%, which will be assessed in 2026. Ofcom will regularly report on coverage improvements towards this goal through its Connected Nations report.
Exact site deployment plans will be managed by the operators themselves in order for them to best deliver the agreed coverage outcomes. However, we expect that consumers will feel the benefit of the programme long before its conclusion and the operators will consult with communities as roll out plans become clearer.
While the biggest improvements in coverage arising from the Shared Rural Network will be in Scotland and Wales, there will be improvements across all four nations. 4G geographic coverage in England is currently 97% from at least one operator and 81% from all four operators. As a result of the programme, this will increase to 98% coverage from at least one operator, and 90% from all four by end-2025.
The Shared Rural Network will help close the digital divide between urban and rural areas by improving mobile coverage in largely rural areas across the whole of the UK. The programme is not directly aimed at improving coverage in dense inner-city areas such as the West End of London which, typically, have good 4G coverage from all four operators, and it will remain a commercial decision for operators to decide whether to improve coverage in such areas.
We are aware of the European Commission’s Digital Economy and Society Index report 2019, which compares 4G coverage of homes across Member States. The report, available via the following link, https://ec.europa.eu/digital-single-market/en/desi suggests that in 2018, based on an average of operator coverage, there was 98% 4G coverage of UK homes. This compared to 95% for France, and an EU average of 94%. The Shared Rural Network will help to improve our European standing by providing additional coverage to 280,000 premises.
While the vast majority of commercial rollout of 5G services will be delivered by industry and according to their own timeframes, government is committed to being a world leader in 5G technology and providing a 5G signal to a majority of the population by 2027. The Government is investing in a nationally coordinated programme of 5G testbed facilities and application trials to help achieve this, and has allocated £200 million from the National Productivity Investment Fund to the 5G Programme, which launched in 2017 and will run until March 2022.
The Government announced on 9 March that it had agreed a deal with the mobile network operators to deliver the Shared Rural Network programme. This will see Government and industry jointly invest to increase 4G mobile coverage throughout the UK to 95% geographic coverage by end-2025. Coverage is based on Ofcom’s definition of good quality 4G coverage, which is the minimum signal strength required to deliver a 90-second telephone call and a download speed of at least 2Mbit/s, 95% of the time.
The Shared Rural Network is underpinned by legally binding coverage commitments from each operator to have reached at least 90%, which will be assessed in 2026. Ofcom will regularly report on coverage improvements towards this goal through its Connected Nations report.
Exact site deployment plans will be managed by the operators themselves in order for them to best deliver the agreed coverage outcomes. However, we expect that consumers will feel the benefit of the programme long before its conclusion and the operators will consult with communities as roll out plans become clearer.
While the biggest improvements in coverage arising from the Shared Rural Network will be in Scotland and Wales, there will be improvements across all four nations. 4G geographic coverage in England is currently 97% from at least one operator and 81% from all four operators. As a result of the programme, this will increase to 98% coverage from at least one operator, and 90% from all four by end-2025.
The Shared Rural Network will help close the digital divide between urban and rural areas by improving mobile coverage in largely rural areas across the whole of the UK. The programme is not directly aimed at improving coverage in dense inner-city areas such as the West End of London which, typically, have good 4G coverage from all four operators, and it will remain a commercial decision for operators to decide whether to improve coverage in such areas.
We are aware of the European Commission’s Digital Economy and Society Index report 2019, which compares 4G coverage of homes across Member States. The report, available via the following link, https://ec.europa.eu/digital-single-market/en/desi suggests that in 2018, based on an average of operator coverage, there was 98% 4G coverage of UK homes. This compared to 95% for France, and an EU average of 94%. The Shared Rural Network will help to improve our European standing by providing additional coverage to 280,000 premises.
While the vast majority of commercial rollout of 5G services will be delivered by industry and according to their own timeframes, government is committed to being a world leader in 5G technology and providing a 5G signal to a majority of the population by 2027. The Government is investing in a nationally coordinated programme of 5G testbed facilities and application trials to help achieve this, and has allocated £200 million from the National Productivity Investment Fund to the 5G Programme, which launched in 2017 and will run until March 2022.
The Government announced on 9 March that it had agreed a deal with the mobile network operators to deliver the Shared Rural Network programme. This will see Government and industry jointly invest to increase 4G mobile coverage throughout the UK to 95% geographic coverage by end-2025. Coverage is based on Ofcom’s definition of good quality 4G coverage, which is the minimum signal strength required to deliver a 90-second telephone call and a download speed of at least 2Mbit/s, 95% of the time.
The Shared Rural Network is underpinned by legally binding coverage commitments from each operator to have reached at least 90%, which will be assessed in 2026. Ofcom will regularly report on coverage improvements towards this goal through its Connected Nations report.
Exact site deployment plans will be managed by the operators themselves in order for them to best deliver the agreed coverage outcomes. However, we expect that consumers will feel the benefit of the programme long before its conclusion and the operators will consult with communities as roll out plans become clearer.
While the biggest improvements in coverage arising from the Shared Rural Network will be in Scotland and Wales, there will be improvements across all four nations. 4G geographic coverage in England is currently 97% from at least one operator and 81% from all four operators. As a result of the programme, this will increase to 98% coverage from at least one operator, and 90% from all four by end-2025.
The Shared Rural Network will help close the digital divide between urban and rural areas by improving mobile coverage in largely rural areas across the whole of the UK. The programme is not directly aimed at improving coverage in dense inner-city areas such as the West End of London which, typically, have good 4G coverage from all four operators, and it will remain a commercial decision for operators to decide whether to improve coverage in such areas.
We are aware of the European Commission’s Digital Economy and Society Index report 2019, which compares 4G coverage of homes across Member States. The report, available via the following link, https://ec.europa.eu/digital-single-market/en/desi suggests that in 2018, based on an average of operator coverage, there was 98% 4G coverage of UK homes. This compared to 95% for France, and an EU average of 94%. The Shared Rural Network will help to improve our European standing by providing additional coverage to 280,000 premises.
While the vast majority of commercial rollout of 5G services will be delivered by industry and according to their own timeframes, government is committed to being a world leader in 5G technology and providing a 5G signal to a majority of the population by 2027. The Government is investing in a nationally coordinated programme of 5G testbed facilities and application trials to help achieve this, and has allocated £200 million from the National Productivity Investment Fund to the 5G Programme, which launched in 2017 and will run until March 2022.
The Government recognises the importance of mobility for economic, social and cultural cooperation. This includes the value of visa-free travel arrangements for UK nationals and EU citizens traveling to each other's territories for short-term visits. ONS figures show that in 2018, UK residents made c.54 million visits to the EU of which c.87% lasted for a period of 13 nights or fewer.
The EU has already legislated such that UK nationals will not need a visa when travelling to the Schengen area for short stays of up to 90 days in every 180-day period. This will apply once free movement ends and after the end of the implementation period.
The Political Declaration sets out the aspects of mobility that the UK and the EU have committed to discuss in the negotiations on the future relationship. This includes providing for visa-free travel for short-term visits. Any provisions agreed in the negotiations would benefit all UK nationals, including those who own property in the EU. The detail of future mobility arrangements with the EU will be subject to negotiation.
The Government recognises the importance of mobility for economic, social and cultural cooperation. This includes the value of visa-free travel arrangements for UK nationals and EU citizens traveling to each other's territories for short-term visits. ONS figures show that in 2018, UK residents made c.54 million visits to the EU of which c.87% lasted for a period of 13 nights or fewer.
The EU has already legislated such that UK nationals will not need a visa when travelling to the Schengen area for short stays of up to 90 days in every 180-day period. This will apply once free movement ends and after the end of the implementation period.
The Political Declaration sets out the aspects of mobility that the UK and the EU have committed to discuss in the negotiations on the future relationship. This includes providing for visa-free travel for short-term visits. Any provisions agreed in the negotiations would benefit all UK nationals, including those who own property in the EU. The detail of future mobility arrangements with the EU will be subject to negotiation.
The Government recognises the importance of mobility for economic, social and cultural cooperation. This includes the value of visa-free travel arrangements for UK nationals and EU citizens traveling to each other's territories for short-term visits. ONS figures show that in 2018, UK residents made c.54 million visits to the EU of which c.87% lasted for a period of 13 nights or fewer.
The EU has already legislated such that UK nationals will not need a visa when travelling to the Schengen area for short stays of up to 90 days in every 180-day period. This will apply once free movement ends and after the end of the implementation period.
The Political Declaration sets out the aspects of mobility that the UK and the EU have committed to discuss in the negotiations on the future relationship. This includes providing for visa-free travel for short-term visits. Any provisions agreed in the negotiations would benefit all UK nationals, including those who own property in the EU. The detail of future mobility arrangements with the EU will be subject to negotiation.
Local highway authorities including Gloucestershire and Oxfordshire County Councils have a duty under Section 41 of the Highways Act 1980 (as amended) to maintain the highways network in their area. Dealing with any compensation claims due to possible defects, including potholes, on the highway network is entirely the responsibility of the relevant highway authority, and the Department has made no formal assessment of this matter.
The Department is providing over £1 billion of highway maintenance capital grant funding to local authorities in the current financial year. This funding goes to eligible local highway authorities across England, outside of London and the mayoral combined authorities who are in receipt of City Region Sustainable Transport Settlements. As a result of the funding increases announced at Budget 2023 and in the Prime Minister’s Network North programme, local highway authorities in England are generally receiving around 30% more highway maintenance funding from the Department for Transport in the current financial year than in the previous financial year. The Network North programme includes an unprecedented increase of £8.3 billion for local highway maintenance over the period up to 2033/34 to help fix the blight of potholes on our local highway networks up and down the country.
Funding allocations for all eligible local authorities are published on gov.uk. Gloucestershire County Council received a total of £29.1 million of highway maintenance capital grant funding, and Oxfordshire County Council a total of £27.2 million, in the 2023/24 financial year. In each case this was an increase of around 30% compared to the 2022/23 financial year. The Department for Transport has asked local highway authorities to publish on their websites by 15 March 2024 plans setting out how the additional Network North highway maintenance funding will be used, and thereafter quarterly reports on how the funding has been spent.
The Department takes the condition of local roads very seriously. Well-planned, proactive, and good quality maintenance works are vital in preventing prevent potholes and other defects from forming. Councils that do this effectively get better value for every pound spent.
To ensure transparency in the condition of our local road networks, road condition statistics are published annually by the Department and are available on gov.uk. The Government is working with the British Standards Institution and the Transport Research Laboratory to develop a new data standard for assessing road condition to help local authorities identify, assess, and deal with road defects, including potholes.
Local highway authorities including Gloucestershire and Oxfordshire County Councils have a duty under Section 41 of the Highways Act 1980 (as amended) to maintain the highways network in their area. Dealing with any compensation claims due to possible defects, including potholes, on the highway network is entirely the responsibility of the relevant highway authority, and the Department has made no formal assessment of this matter.
The Department is providing over £1 billion of highway maintenance capital grant funding to local authorities in the current financial year. This funding goes to eligible local highway authorities across England, outside of London and the mayoral combined authorities who are in receipt of City Region Sustainable Transport Settlements. As a result of the funding increases announced at Budget 2023 and in the Prime Minister’s Network North programme, local highway authorities in England are generally receiving around 30% more highway maintenance funding from the Department for Transport in the current financial year than in the previous financial year. The Network North programme includes an unprecedented increase of £8.3 billion for local highway maintenance over the period up to 2033/34 to help fix the blight of potholes on our local highway networks up and down the country.
Funding allocations for all eligible local authorities are published on gov.uk. Gloucestershire County Council received a total of £29.1 million of highway maintenance capital grant funding, and Oxfordshire County Council a total of £27.2 million, in the 2023/24 financial year. In each case this was an increase of around 30% compared to the 2022/23 financial year. The Department for Transport has asked local highway authorities to publish on their websites by 15 March 2024 plans setting out how the additional Network North highway maintenance funding will be used, and thereafter quarterly reports on how the funding has been spent.
The Department takes the condition of local roads very seriously. Well-planned, proactive, and good quality maintenance works are vital in preventing prevent potholes and other defects from forming. Councils that do this effectively get better value for every pound spent.
To ensure transparency in the condition of our local road networks, road condition statistics are published annually by the Department and are available on gov.uk. The Government is working with the British Standards Institution and the Transport Research Laboratory to develop a new data standard for assessing road condition to help local authorities identify, assess, and deal with road defects, including potholes.
Local highway authorities including Gloucestershire and Oxfordshire County Councils have a duty under Section 41 of the Highways Act 1980 (as amended) to maintain the highways network in their area. Dealing with any compensation claims due to possible defects, including potholes, on the highway network is entirely the responsibility of the relevant highway authority, and the Department has made no formal assessment of this matter.
The Department is providing over £1 billion of highway maintenance capital grant funding to local authorities in the current financial year. This funding goes to eligible local highway authorities across England, outside of London and the mayoral combined authorities who are in receipt of City Region Sustainable Transport Settlements. As a result of the funding increases announced at Budget 2023 and in the Prime Minister’s Network North programme, local highway authorities in England are generally receiving around 30% more highway maintenance funding from the Department for Transport in the current financial year than in the previous financial year. The Network North programme includes an unprecedented increase of £8.3 billion for local highway maintenance over the period up to 2033/34 to help fix the blight of potholes on our local highway networks up and down the country.
Funding allocations for all eligible local authorities are published on gov.uk. Gloucestershire County Council received a total of £29.1 million of highway maintenance capital grant funding, and Oxfordshire County Council a total of £27.2 million, in the 2023/24 financial year. In each case this was an increase of around 30% compared to the 2022/23 financial year. The Department for Transport has asked local highway authorities to publish on their websites by 15 March 2024 plans setting out how the additional Network North highway maintenance funding will be used, and thereafter quarterly reports on how the funding has been spent.
The Department takes the condition of local roads very seriously. Well-planned, proactive, and good quality maintenance works are vital in preventing prevent potholes and other defects from forming. Councils that do this effectively get better value for every pound spent.
To ensure transparency in the condition of our local road networks, road condition statistics are published annually by the Department and are available on gov.uk. The Government is working with the British Standards Institution and the Transport Research Laboratory to develop a new data standard for assessing road condition to help local authorities identify, assess, and deal with road defects, including potholes.
Local highway authorities including Gloucestershire and Oxfordshire County Councils have a duty under Section 41 of the Highways Act 1980 (as amended) to maintain the highways network in their area. Dealing with any compensation claims due to possible defects, including potholes, on the highway network is entirely the responsibility of the relevant highway authority, and the Department has made no formal assessment of this matter.
The Department is providing over £1 billion of highway maintenance capital grant funding to local authorities in the current financial year. This funding goes to eligible local highway authorities across England, outside of London and the mayoral combined authorities who are in receipt of City Region Sustainable Transport Settlements. As a result of the funding increases announced at Budget 2023 and in the Prime Minister’s Network North programme, local highway authorities in England are generally receiving around 30% more highway maintenance funding from the Department for Transport in the current financial year than in the previous financial year. The Network North programme includes an unprecedented increase of £8.3 billion for local highway maintenance over the period up to 2033/34 to help fix the blight of potholes on our local highway networks up and down the country.
Funding allocations for all eligible local authorities are published on gov.uk. Gloucestershire County Council received a total of £29.1 million of highway maintenance capital grant funding, and Oxfordshire County Council a total of £27.2 million, in the 2023/24 financial year. In each case this was an increase of around 30% compared to the 2022/23 financial year. The Department for Transport has asked local highway authorities to publish on their websites by 15 March 2024 plans setting out how the additional Network North highway maintenance funding will be used, and thereafter quarterly reports on how the funding has been spent.
The Department takes the condition of local roads very seriously. Well-planned, proactive, and good quality maintenance works are vital in preventing prevent potholes and other defects from forming. Councils that do this effectively get better value for every pound spent.
To ensure transparency in the condition of our local road networks, road condition statistics are published annually by the Department and are available on gov.uk. The Government is working with the British Standards Institution and the Transport Research Laboratory to develop a new data standard for assessing road condition to help local authorities identify, assess, and deal with road defects, including potholes.
Local highway authorities including Gloucestershire and Oxfordshire County Councils have a duty under Section 41 of the Highways Act 1980 (as amended) to maintain the highways network in their area. Dealing with any compensation claims due to possible defects, including potholes, on the highway network is entirely the responsibility of the relevant highway authority, and the Department has made no formal assessment of this matter.
The Department is providing over £1 billion of highway maintenance capital grant funding to local authorities in the current financial year. This funding goes to eligible local highway authorities across England, outside of London and the mayoral combined authorities who are in receipt of City Region Sustainable Transport Settlements. As a result of the funding increases announced at Budget 2023 and in the Prime Minister’s Network North programme, local highway authorities in England are generally receiving around 30% more highway maintenance funding from the Department for Transport in the current financial year than in the previous financial year. The Network North programme includes an unprecedented increase of £8.3 billion for local highway maintenance over the period up to 2033/34 to help fix the blight of potholes on our local highway networks up and down the country.
Funding allocations for all eligible local authorities are published on gov.uk. Gloucestershire County Council received a total of £29.1 million of highway maintenance capital grant funding, and Oxfordshire County Council a total of £27.2 million, in the 2023/24 financial year. In each case this was an increase of around 30% compared to the 2022/23 financial year. The Department for Transport has asked local highway authorities to publish on their websites by 15 March 2024 plans setting out how the additional Network North highway maintenance funding will be used, and thereafter quarterly reports on how the funding has been spent.
The Department takes the condition of local roads very seriously. Well-planned, proactive, and good quality maintenance works are vital in preventing prevent potholes and other defects from forming. Councils that do this effectively get better value for every pound spent.
To ensure transparency in the condition of our local road networks, road condition statistics are published annually by the Department and are available on gov.uk. The Government is working with the British Standards Institution and the Transport Research Laboratory to develop a new data standard for assessing road condition to help local authorities identify, assess, and deal with road defects, including potholes.
Safety is paramount when clearing litter from the Strategic Road Network in England and should only be undertaken by professionals after stringent organisational planning. Litter picking usually requires traffic management and overnight working. Relevant organisations across Government work closely together to improve collaboration between organisations responsible for litter clearance, influence littering behaviour, and improve the operational effectiveness of litter clearance. National Highways staff undertake weekly road inspections along the Network to identify litter, detritus and safety hazards. National Highways arrange for appropriate action as soon as possible in line with the Code of practice on litter and refuse, published by the Department for Environment, Food and Rural Affairs. This is in addition to ad hoc work taken in response to road users’ reports.
National Highways reported that over 2021/22, 60.8% of relevant parts of the Strategic Road Network had no litter, refuse or detritus, or was predominately free of litter, refuse or detritus apart from some small items, per the Code of practice on litter and refuse. This is the most recent data available. Data for 2022/23 will be reported to the Department for Transport and the Office of Rail and Road, and published in annual reports to Parliament, this summer.
Section 41(1A) of the Highways Act 1980 places a duty on local authorities to ensure, so far as reasonably practicable, that safe passage along a highway (which covers both the carriageway and footway) is not endangered by snow or ice. It is the local authority’s responsibility to assess the need to grit and ensure that there are adequate drivers available to carry out gritting operations.
The Government recognises that it is not possible nor proportionate to grit every road or pavement in the country. Instead, local highway authorities prioritise parts of the network that contain essential services such as bus routes, hospitals, and shopping centres. Councils provide winter information including details of their gritting routes on their websites.
On highway maintenance, the Department has committed National Highways to a set of performance targets on how it delivers a well maintained and resilient Strategic Road Network, which is made up of motorways and principal A-roads in England.
On the local road network, local highway authorities have a duty under Section 41 of the Highways Act 1980, as amended, to maintain the highways network in their area. The Act does not set out specific standards of maintenance, as it is for each individual local highway authority to assess which parts of its network are in need of repair and what standards should be applied, based upon their local knowledge and circumstances.
On waste clearance, Government’s Litter Strategy for England sets out a range of measures to reduce littering within a generation and sits alongside National Highways’ Litter Strategy which is informed by the Department for Environment, Food and Rural Affairs’ Code of practise on litter and refuse. It commits the organisation to improve the delivery and responsiveness of waste clearance activity as well as partnership working.
Street cleaning and litter picking on the local road network is covered by revenue funding provided by the Department for Levelling Up, Housing and Communities to relevant Local Authorities.
The Government is aware of the importance of having high standards of maintenance and clearance of our highways can have on those travelling on our roads.
The Government also gains insight of road users' views via the Strategic Roads User Survey and has set a set of performance metrics that National Highways is committed to, to track its performance in maintaining and clearing the Strategic Road Network.
The Government has not given any specific consideration to France’s approach to highways maintenance and waste clearance by comparison with the UK.
On highway maintenance, the Department has committed National Highways to a set of performance targets on how it delivers a well maintained and resilient Strategic Road Network, which is made up of motorways and principal A-roads in England.
On the local road network, local highway authorities have a duty under Section 41 of the Highways Act 1980, as amended, to maintain the highways network in their area. The Act does not set out specific standards of maintenance, as it is for each individual local highway authority to assess which parts of its network are in need of repair and what standards should be applied, based upon their local knowledge and circumstances.
On waste clearance, Government’s Litter Strategy for England sets out a range of measures to reduce littering within a generation and sits alongside National Highways’ Litter Strategy which is informed by the Department for Environment, Food and Rural Affairs’ Code of practise on litter and refuse. It commits the organisation to improve the delivery and responsiveness of waste clearance activity as well as partnership working.
Street cleaning and litter picking on the local road network is covered by revenue funding provided by the Department for Levelling Up, Housing and Communities to relevant Local Authorities.
The Government is aware of the importance of having high standards of maintenance and clearance of our highways can have on those travelling on our roads.
The Government also gains insight of road users' views via the Strategic Roads User Survey and has set a set of performance metrics that National Highways is committed to, to track its performance in maintaining and clearing the Strategic Road Network.
The Government has not given any specific consideration to France’s approach to highways maintenance and waste clearance by comparison with the UK.
We have targets for en-route charging on the Strategic Road Network, to ensure there are enough chargepoints to enable long distance journeys:
We have not set targets for the total number of public chargepoints and we expect local authorities to work with the private sector to meet the charging needs of residents, businesses and visitors. Electric vehicle drivers will require rapid chargepoints to enable long distance journeys, but for many drivers, home charging on driveways and garages is expected to be the most convenient option for shorter journeys. Further, the Government has announced it will require new homes and homes undergoing major renovation with associated parking to have a chargepoint installed.
The Government’s forthcoming EV Infrastructure Strategy will define our vision for the continued roll-out of a world-leading charging infrastructure network across the UK. The strategy will focus on how we will unlock the chargepoint rollout needed to enable the transition from early adoption to mass market uptake of EVs. We will set out our next steps to address barriers to private investment, level up charge point provision, and regulate to protect consumers. The strategy will clearly establish the Government’s expectations for the roles and responsibilities of key stakeholders in the planning and deployment of charging infrastructure.
The UK has been a global front-runner in supporting provision of charging infrastructure along with private sector investment. Our vision is to have one of the best infrastructure networks in the world for electric vehicles (EVs), and we want chargepoints to be accessible, affordable and secure.
Government’s forthcoming EV Infrastructure Strategy will define our vision for the continued roll-out of a world-leading charging infrastructure network across the UK. The strategy will focus on how we will unlock the chargepoint rollout needed to enable the transition from early adoption to mass market uptake of EVs. We will set out our next steps to address barriers to private investment, level up charge point provision, and regulate to protect consumers. The strategy will clearly establish government’s expectations for the roles and responsibilities of key stakeholders in the planning and deployment of charging infrastructure.
Building on the £1.9 billion from Spending Review 2020, the Government has committed an additional £620 million to support the transition to electric vehicles. The additional funding will support the rollout of charging infrastructure, with a particular focus on local on street residential charging which has already seen £20 million committed this financial year, and targeted plug-in vehicle grants. The total funding committed by this government to vehicle grants and infrastructure is £2.5 billion.
The number of public electric vehicle charging devices available at 1 October 2021 in each local authority of the UK, was as follows
Local Authority / Region | Total devices | per 100,000 population |
UNITED KINGDOM | 25,927 | 38.7 |
GREAT BRITAIN | 25,595 | 39.3 |
ENGLAND | 21,925 | 38.8 |
NORTH EAST | 916 | 34.2 |
County Durham | 124 | 23.3 |
Darlington | 31 | 28.9 |
Hartlepool | 11 | 11.7 |
Middlesbrough | 30 | 21.2 |
Northumberland | 186 | 57.4 |
Redcar and Cleveland | 34 | 24.8 |
Stockton-on-Tees | 85 | 43.1 |
Tyne and Wear (Met County) | 415 | 36.2 |
Gateshead | 66 | 32.7 |
Newcastle upon Tyne | 124 | 40.4 |
North Tyneside | 47 | 22.5 |
South Tyneside | 30 | 19.9 |
Sunderland | 148 | 53.3 |
NORTH WEST | 1,725 | 23.4 |
Blackburn with Darwen | 31 | 20.7 |
Blackpool | 24 | 17.3 |
Cheshire East | 112 | 29.0 |
Cheshire West and Chester | 99 | 28.8 |
Halton | 17 | 13.1 |
Warrington | 89 | 42.5 |
Cumbria | 237 | 47.4 |
Allerdale | 19 | 19.4 |
Barrow-in-Furness | 9 | 13.5 |
Carlisle | 49 | 45.2 |
Copeland | 28 | 41.2 |
Eden | 45 | 83.7 |
South Lakeland | 87 | 82.9 |
Greater Manchester (Met County) | 447 | 15.7 |
Bolton | 24 | 8.3 |
Bury | 22 | 11.5 |
Manchester | 112 | 20.2 |
Oldham | 33 | 13.9 |
Rochdale | 27 | 12.1 |
Salford | 76 | 28.9 |
Stockport | 36 | 12.2 |
Tameside | 25 | 11.0 |
Trafford | 52 | 21.9 |
Wigan | 40 | 12.1 |
Lancashire | 409 | 33.3 |
Burnley | 24 | 26.9 |
Chorley | 46 | 38.7 |
Fylde | 16 | 19.7 |
Hyndburn | 21 | 25.9 |
Lancaster | 74 | 50.0 |
Pendle | 15 | 16.3 |
Preston | 53 | 36.8 |
Ribble Valley | 28 | 45.1 |
Rossendale | 15 | 21.0 |
South Ribble | 50 | 45.0 |
West Lancashire | 48 | 41.9 |
Wyre | 19 | 16.8 |
Merseyside (Met County) | 260 | 18.1 |
Knowsley | 20 | 13.1 |
Liverpool | 168 | 33.6 |
Sefton | 26 | 9.4 |
St. Helens | 22 | 12.1 |
Wirral | 24 | 7.4 |
YORKSHIRE AND THE HUMBER | 1,327 | 24.0 |
East Riding of Yorkshire | 62 | 18.1 |
Kingston upon Hull, City of | 41 | 15.8 |
North East Lincolnshire | 24 | 15.1 |
North Lincolnshire | 25 | 14.5 |
York | 86 | 40.8 |
North Yorkshire | 216 | 34.8 |
Craven | 28 | 48.8 |
Hambleton | 36 | 39.2 |
Harrogate | 53 | 32.8 |
Richmondshire | 19 | 35.4 |
Ryedale | 50 | 89.9 |
Scarborough | 19 | 17.5 |
Selby | 11 | 12.0 |
South Yorkshire (Met County) | 301 | 21.3 |
Barnsley | 45 | 18.1 |
Doncaster | 57 | 18.2 |
Rotherham | 69 | 26.0 |
Sheffield | 130 | 22.1 |
West Yorkshire (Met County) | 572 | 24.4 |
Bradford | 108 | 19.9 |
Calderdale | 47 | 22.2 |
Kirklees | 63 | 14.3 |
Leeds | 289 | 36.2 |
Wakefield | 65 | 18.5 |
EAST MIDLANDS | 1,413 | 29.0 |
Derby | 65 | 25.3 |
Leicester | 79 | 22.3 |
North Northamptonshire | 92 | 26.3 |
Nottingham | 151 | 44.8 |
Rutland | 19 | 46.9 |
West Northamptonshire | 82 | 20.2 |
Derbyshire | 218 | 27.0 |
Amber Valley | 15 | 11.6 |
Bolsover | 39 | 48.0 |
Chesterfield | 55 | 52.4 |
Derbyshire Dales | 36 | 49.7 |
Erewash | 21 | 18.2 |
High Peak | 25 | 27.0 |
North East Derbyshire | 10 | 9.8 |
South Derbyshire | 17 | 15.5 |
Leicestershire | 224 | 31.4 |
Blaby | 48 | 47.1 |
Charnwood | 39 | 20.7 |
Harborough | 37 | 38.7 |
Hinckley and Bosworth | 42 | 37.0 |
Melton | 8 | 15.6 |
North West Leicestershire | 25 | 23.9 |
Oadby and Wigston | 25 | 43.6 |
Lincolnshire | 249 | 32.5 |
Boston | 45 | 63.5 |
East Lindsey | 52 | 36.6 |
Lincoln | 64 | 64.0 |
North Kesteven | 16 | 13.5 |
South Holland | 12 | 12.5 |
South Kesteven | 43 | 30.0 |
West Lindsey | 17 | 17.7 |
Nottinghamshire | 234 | 28.1 |
Ashfield | 23 | 17.9 |
Bassetlaw | 38 | 32.1 |
Broxtowe | 34 | 29.7 |
Gedling | 33 | 27.9 |
Mansfield | 27 | 24.7 |
Newark and Sherwood | 36 | 29.2 |
Rushcliffe | 43 | 35.4 |
WEST MIDLANDS | 1,723 | 28.9 |
Herefordshire, County of | 67 | 34.6 |
Shropshire | 70 | 21.5 |
Stoke-on-Trent | 37 | 14.4 |
Telford and Wrekin | 30 | 16.5 |
Staffordshire | 212 | 24.0 |
Cannock Chase | 24 | 23.6 |
East Staffordshire | 20 | 16.5 |
Lichfield | 17 | 16.1 |
Newcastle-under-Lyme | 41 | 31.6 |
South Staffordshire | 48 | 42.7 |
Stafford | 42 | 30.5 |
Staffordshire Moorlands | 9 | 9.1 |
Tamworth | 11 | 14.3 |
Warwickshire | 252 | 43.2 |
North Warwickshire | 33 | 50.4 |
Nuneaton and Bedworth | 21 | 16.1 |
Rugby | 53 | 47.9 |
Stratford-on-Avon | 77 | 58.2 |
Warwick | 68 | 46.9 |
West Midlands (Met County) | 904 | 30.7 |
Birmingham | 154 | 13.5 |
Coventry | 481 | 126.8 |
Dudley | 38 | 11.8 |
Sandwell | 37 | 11.2 |
Solihull | 119 | 54.7 |
Walsall | 24 | 8.4 |
Wolverhampton | 51 | 19.3 |
Worcestershire | 151 | 25.2 |
Bromsgrove | 42 | 41.8 |
Malvern Hills | 10 | 12.6 |
Redditch | 12 | 14.0 |
Worcester | 29 | 28.9 |
Wychavon | 43 | 32.8 |
Wyre Forest | 15 | 14.8 |
EAST OF ENGLAND | 1,667 | 26.6 |
Bedford | 102 | 58.4 |
Central Bedfordshire | 46 | 15.6 |
Luton | 52 | 24.4 |
Peterborough | 66 | 32.6 |
Southend-on-Sea | 16 | 8.8 |
Thurrock | 19 | 10.8 |
Cambridgeshire | 172 | 26.2 |
Cambridge | 56 | 44.8 |
East Cambridgeshire | 20 | 22.2 |
Fenland | 5 | 4.9 |
Huntingdonshire | 46 | 25.7 |
South Cambridgeshire | 45 | 28.0 |
Essex | 330 | 22.0 |
Basildon | 58 | 30.9 |
Braintree | 71 | 46.4 |
Brentwood | 7 | 9.1 |
Castle Point | 3 | 3.3 |
Chelmsford | 37 | 20.6 |
Colchester | 45 | 22.8 |
Epping Forest | 35 | 26.5 |
Harlow | 12 | 13.7 |
Maldon | 9 | 13.8 |
Rochford | 15 | 17.1 |
Tendring | 16 | 10.9 |
Uttlesford | 22 | 23.7 |
Hertfordshire | 323 | 27.0 |
Broxbourne | 18 | 18.4 |
Dacorum | 23 | 14.8 |
East Hertfordshire | 17 | 11.2 |
Hertsmere | 28 | 26.5 |
North Hertfordshire | 29 | 21.7 |
St Albans | 40 | 26.8 |
Stevenage | 9 | 10.2 |
Three Rivers | 59 | 62.8 |
Watford | 47 | 48.6 |
Welwyn Hatfield | 53 | 42.8 |
Norfolk | 298 | 32.6 |
Breckland | 41 | 29.0 |
Broadland | 20 | 15.2 |
Great Yarmouth | 32 | 32.3 |
King's Lynn and West Norfolk | 53 | 35.0 |
North Norfolk | 66 | 62.8 |
Norwich | 52 | 36.6 |
South Norfolk | 34 | 23.8 |
Suffolk | 243 | 31.9 |
Babergh | 23 | 24.8 |
East Suffolk | 62 | 24.8 |
Ipswich | 55 | 40.4 |
Mid Suffolk | 18 | 17.2 |
West Suffolk | 85 | 47.9 |
LONDON | 7,865 | 87.4 |
Inner London | 4,943 | 135.0 |
Camden | 373 | 133.4 |
City of London | 36 | 329.1 |
Hackney | 139 | 49.5 |
Hammersmith and Fulham | 580 | 316.0 |
Haringey | 92 | 34.5 |
Islington | 286 | 115.3 |
Kensington and Chelsea | 547 | 348.7 |
Lambeth | 307 | 95.4 |
Lewisham | 132 | 43.2 |
Newham | 153 | 43.1 |
Southwark | 390 | 121.9 |
Tower Hamlets | 190 | 57.2 |
Wandsworth | 623 | 188.9 |
Westminster | 1095 | 405.8 |
Outer London | 2,922 | 54.7 |
Barking and Dagenham | 64 | 29.9 |
Barnet | 210 | 52.6 |
Bexley | 45 | 18.1 |
Brent | 237 | 72.3 |
Bromley | 86 | 25.8 |
Croydon | 100 | 25.7 |
Ealing | 280 | 82.3 |
Enfield | 125 | 37.5 |
Greenwich | 257 | 88.9 |
Harrow | 49 | 19.4 |
Havering | 31 | 11.9 |
Hillingdon | 198 | 64.1 |
Hounslow | 282 | 103.8 |
Kingston upon Thames | 96 | 53.6 |
Merton | 199 | 96.4 |
Redbridge | 75 | 24.5 |
Richmond upon Thames | 354 | 178.7 |
Sutton | 51 | 24.6 |
Waltham Forest | 183 | 66.1 |
SOUTH EAST | 3,416 | 37.1 |
Bracknell Forest | 36 | 29.0 |
Brighton and Hove | 345 | 118.3 |
Isle of Wight | 51 | 35.8 |
Medway | 17 | 6.1 |
Milton Keynes | 372 | 137.7 |
Portsmouth | 72 | 33.5 |
Reading | 62 | 38.7 |
Slough | 68 | 45.5 |
Southampton | 87 | 34.4 |
West Berkshire | 108 | 68.2 |
Windsor and Maidenhead | 40 | 26.4 |
Wokingham | 70 | 40.2 |
Buckinghamshire | 165 | 30.2 |
East Sussex | 115 | 20.6 |
Eastbourne | 36 | 34.8 |
Hastings | 15 | 16.2 |
Lewes | 24 | 23.2 |
Rother | 13 | 13.4 |
Wealden | 27 | 16.6 |
Hampshire | 523 | 37.6 |
Basingstoke and Deane | 83 | 46.7 |
East Hampshire | 37 | 29.9 |
Eastleigh | 58 | 42.8 |
Fareham | 12 | 10.3 |
Gosport | 11 | 13.0 |
Hart | 47 | 48.2 |
Havant | 27 | 21.4 |
New Forest | 80 | 44.5 |
Rushmoor | 35 | 37.1 |
Test Valley | 42 | 33.0 |
Winchester | 91 | 72.3 |
Kent | 425 | 26.7 |
Ashford | 32 | 24.4 |
Canterbury | 65 | 39.0 |
Dartford | 35 | 30.7 |
Dover | 31 | 26.2 |
Folkestone and Hythe | 31 | 27.4 |
Gravesham | 10 | 9.4 |
Maidstone | 64 | 37.0 |
Sevenoaks | 29 | 23.9 |
Swale | 37 | 24.5 |
Thanet | 26 | 18.4 |
Tonbridge and Malling | 20 | 15.1 |
Tunbridge Wells | 45 | 37.8 |
Oxfordshire | 310 | 44.5 |
Cherwell | 97 | 63.9 |
Oxford | 105 | 69.3 |
South Oxfordshire | 45 | 31.3 |
Vale of White Horse | 43 | 31.2 |
West Oxfordshire | 20 | 17.9 |
Surrey | 339 | 28.3 |
Elmbridge | 38 | 27.7 |
Epsom and Ewell | 17 | 21.0 |
Guildford | 58 | 38.6 |
Mole Valley | 21 | 24.0 |
Reigate and Banstead | 29 | 19.4 |
Runnymede | 36 | 39.9 |
Spelthorne | 46 | 46.1 |
Surrey Heath | 26 | 29.1 |
Tandridge | 15 | 16.9 |
Waverley | 34 | 26.9 |
Woking | 19 | 19.0 |
West Sussex | 211 | 24.3 |
Adur | 10 | 15.6 |
Arun | 27 | 16.8 |
Chichester | 55 | 45.3 |
Crawley | 41 | 36.5 |
Horsham | 29 | 19.9 |
Mid Sussex | 36 | 23.7 |
Worthing | 13 | 11.7 |
SOUTH WEST | 1,873 | 33.1 |
Bath and North East Somerset | 68 | 34.6 |
Bournemouth, Christchurch and Poole | 82 | 20.7 |
Bristol, City of | 123 | 26.4 |
Cornwall | 276 | 48.1 |
Dorset | 123 | 32.4 |
Isles of Scilly | 0 | 0.0 |
North Somerset | 90 | 41.7 |
Plymouth | 74 | 28.2 |
South Gloucestershire | 119 | 41.3 |
Swindon | 47 | 21.1 |
Torbay | 26 | 19.1 |
Wiltshire | 167 | 33.1 |
Devon | 301 | 37.1 |
East Devon | 64 | 43.2 |
Exeter | 49 | 36.8 |
Mid Devon | 27 | 32.4 |
North Devon | 51 | 52.0 |
South Hams | 33 | 37.5 |
Teignbridge | 25 | 18.5 |
Torridge | 24 | 34.9 |
West Devon | 28 | 49.9 |
Gloucestershire | 210 | 32.8 |
Cheltenham | 34 | 29.3 |
Cotswold | 59 | 65.4 |
Forest of Dean | 15 | 17.2 |
Gloucester | 38 | 29.3 |
Stroud | 43 | 35.6 |
Tewkesbury | 21 | 21.7 |
Somerset | 167 | 29.6 |
Mendip | 38 | 32.7 |
Sedgemoor | 33 | 26.7 |
Somerset West and Taunton | 47 | 30.2 |
South Somerset | 49 | 29.0 |
WALES | 994 | 31.4 |
Isle of Anglesey | 55 | 78.1 |
Gwynedd | 81 | 64.7 |
Conwy | 45 | 38.1 |
Denbighshire | 19 | 19.7 |
Flintshire | 34 | 21.7 |
Wrexham | 35 | 25.7 |
Powys | 89 | 66.9 |
Ceredigion | 42 | 57.6 |
Pembrokeshire | 108 | 85.2 |
Carmarthenshire | 74 | 38.9 |
Swansea | 57 | 23.1 |
Neath Port Talbot | 12 | 8.3 |
Bridgend | 27 | 18.3 |
The Vale of Glamorgan | 26 | 19.2 |
Cardiff | 75 | 20.3 |
Rhondda Cynon Taf | 18 | 7.4 |
Merthyr Tydfil | 7 | 11.6 |
Caerphilly | 39 | 21.5 |
Blaenau Gwent | 18 | 25.7 |
Torfaen | 28 | 29.5 |
Monmouthshire | 53 | 55.7 |
Newport | 52 | 33.2 |
SCOTLAND | 2,676 | 49.0 |
Aberdeen City | 99 | 43.2 |
Aberdeenshire | 106 | 40.6 |
Angus | 75 | 64.8 |
Argyll & Bute | 86 | 100.7 |
City of Edinburgh | 146 | 27.7 |
Clackmannanshire | 23 | 44.8 |
Dumfries & Galloway | 102 | 68.8 |
Dundee City | 127 | 85.3 |
East Ayrshire | 67 | 55.1 |
East Dunbartonshire | 25 | 23.0 |
East Lothian | 123 | 114.0 |
East Renfrewshire | 24 | 25.0 |
Falkirk | 53 | 33.0 |
Fife | 114 | 30.5 |
Glasgow City | 203 | 31.9 |
Highland | 224 | 95.1 |
Inverclyde | 34 | 44.1 |
Midlothian | 60 | 64.4 |
Moray | 46 | 48.1 |
Na h-Eileanan Siar | 28 | 105.7 |
North Ayrshire | 50 | 37.2 |
North Lanarkshire | 165 | 48.4 |
Orkney Islands | 40 | 178.6 |
Perth & Kinross | 121 | 79.7 |
Renfrewshire | 71 | 39.6 |
Scottish Borders | 51 | 44.3 |
Shetland Islands | 21 | 91.8 |
South Ayrshire | 57 | 50.8 |
South Lanarkshire | 148 | 46.1 |
Stirling | 115 | 122.2 |
West Dunbartonshire | 26 | 29.4 |
West Lothian | 46 | 25.0 |
NORTHERN IRELAND | 332 | 17.5 |
Antrim and Newtownabbey | 37 | 25.7 |
Ards and North Down | 19 | 11.7 |
Armagh City, Banbridge and Craigavon | 31 | 14.3 |
Belfast | 53 | 15.5 |
Causeway Coast and Glens | 31 | 21.4 |
Derry City and Strabane | 27 | 17.9 |
Fermanagh and Omagh | 38 | 32.4 |
Lisburn and Castlereagh | 17 | 11.6 |
Mid and East Antrim | 24 | 17.2 |
Mid Ulster | 24 | 16.1 |
Newry, Mourne and Down | 31 | 17.1 |
The Government is supporting all local authorities in the UK to provide public chargepoints for their residents without access to private parking through the On-Street Residential Chargepoint Scheme. This year, £20 million is available under the scheme to ensure more local authorities and residents can benefit.
In addition to grant funding, Government’s forthcoming EV Infrastructure Strategy will define our vision for the continued roll-out of a world-leading charging infrastructure network across the UK. The strategy will focus on how we will unlock the chargepoint rollout needed to enable the transition from early adoption to mass market uptake of EVs across all areas of the UK.
The Government held a consultation in 2018 to consider cycling offences causing serious injury or death as well as reviewing existing cycling offences.
The Government believes that there should be a separate framework of cycling offences, as compared with motoring offences, because it may not be proportionate to apply offences and their corresponding penalties intended for drivers of motor vehicles, to cyclists. The response to the consultation will be published before the end of this year but early next year at the latest.
On e-scooters, privately-owned e-scooters are illegal to use on the road, cycle lanes or pavements, and they can only be ridden on private land with the permission of the landowner. The law is very clear and there are existing penalties for improper use.
Although it is not a specific offence to cycle and use headphones, cyclists could be prosecuted by the police for careless or dangerous cycling. Cyclists and users of trial e-scooters have a duty to behave in a safe and responsible manner and need to concentrate like all other road users and should not do anything that would affect their concentration and put themselves and other road users in danger.
For those who do not adopt a responsible attitude, or if their use of the highway creates an unsafe environment or causes nuisance, there are laws in place that can make them liable for prosecution.
In the UK, e-scooters are treated like any other motor vehicle under the Road Traffic Act. The Government is running trials of rental e-scooters to assess their safety and wider impacts. We require trial e-scooters to meet minimum standards on the e-scooter design, including what lighting is required through administrative vehicle orders issued by the Secretary of State under s.44 and s.63 of the Road Traffic Act. 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 Government held a consultation in 2018 to consider cycling offences causing serious injury or death as well as reviewing existing cycling offences.
The Government believes that there should be a separate framework of cycling offences, as compared with motoring offences, because it may not be proportionate to apply offences and their corresponding penalties intended for drivers of motor vehicles, to cyclists. The response to the consultation will be published before the end of this year but early next year at the latest.
On e-scooters, privately-owned e-scooters are illegal to use on the road, cycle lanes or pavements, and they can only be ridden on private land with the permission of the landowner. The law is very clear and there are existing penalties for improper use.
Although it is not a specific offence to cycle and use headphones, cyclists could be prosecuted by the police for careless or dangerous cycling. Cyclists and users of trial e-scooters have a duty to behave in a safe and responsible manner and need to concentrate like all other road users and should not do anything that would affect their concentration and put themselves and other road users in danger.
For those who do not adopt a responsible attitude, or if their use of the highway creates an unsafe environment or causes nuisance, there are laws in place that can make them liable for prosecution.
In the UK, e-scooters are treated like any other motor vehicle under the Road Traffic Act. The Government is running trials of rental e-scooters to assess their safety and wider impacts. We require trial e-scooters to meet minimum standards on the e-scooter design, including what lighting is required through administrative vehicle orders issued by the Secretary of State under s.44 and s.63 of the Road Traffic Act. 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 Government held a consultation in 2018 to consider cycling offences causing serious injury or death as well as reviewing existing cycling offences.
The Government believes that there should be a separate framework of cycling offences, as compared with motoring offences, because it may not be proportionate to apply offences and their corresponding penalties intended for drivers of motor vehicles, to cyclists. The response to the consultation will be published before the end of this year but early next year at the latest.
On e-scooters, privately-owned e-scooters are illegal to use on the road, cycle lanes or pavements, and they can only be ridden on private land with the permission of the landowner. The law is very clear and there are existing penalties for improper use.
Although it is not a specific offence to cycle and use headphones, cyclists could be prosecuted by the police for careless or dangerous cycling. Cyclists and users of trial e-scooters have a duty to behave in a safe and responsible manner and need to concentrate like all other road users and should not do anything that would affect their concentration and put themselves and other road users in danger.
For those who do not adopt a responsible attitude, or if their use of the highway creates an unsafe environment or causes nuisance, there are laws in place that can make them liable for prosecution.
In the UK, e-scooters are treated like any other motor vehicle under the Road Traffic Act. The Government is running trials of rental e-scooters to assess their safety and wider impacts. We require trial e-scooters to meet minimum standards on the e-scooter design, including what lighting is required through administrative vehicle orders issued by the Secretary of State under s.44 and s.63 of the Road Traffic Act. 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.
Statistics on reported personal injury road accidents are compiled from data reported by the police in the STATS19 collection system.
STATS19 does not record whether a cyclist involved in an accident has lights on their bicycle, but does include contributory factors assigned by police officers which give an indication of which factors the attending officer thought contributed to the accident, without assigning blame.
In urban areas of England in 2019, the contributory factor ‘Not displaying lights at night or in poor visibility’ was assigned to a pedal cyclist in 134 personal injury road accidents. This represents 2% of such accidents where a police officer attended the scene and at least one contributory factor was reported.
Road safety statistics are reported on a calendar year basis. The latest annual published statistics are for 2019. Data on reported personal injury road accidents in Great Britain for 2020 will be published in September 2021.
Statistics on reported personal injury road accidents in Great Britain are compiled from data reported by the police in the STATS19 collection system.
In 2019, 14,616 people were injured and 46 people were killed in reported road accidents in Great Britain which involved at least one pedal cycle and occurred in an urban area.
In 2019, 3,786 people were injured and 29 people were killed in reported road accidents in Great Britain which involved at least one pedal cycle and occurred in darkness. Darkness means half an hour after sunset to half an hour before sunrise.
Road safety statistics are reported on a calendar year basis. The latest annual published statistics are for 2019. Data on reported personal injury road accidents in Great Britain for 2020 will be published in September 2021.
The Government has not issued any such advice. The enforcement of cycling offences is entirely an operational matter for individual chief officers of police.
In 2019 the Department commissioned NatCen social research to conduct a rapid evidence review to understand the factors behind collisions in cyclists resulting from ‘failing to look properly’ and ‘look but failed to see’, and to assess possible interventions to minimise these types of collisions. This work was commissioned in response to Action 41 in the Government response to the 2018 Cycling and Walking Investment Strategy (CWIS) Safety Review call for evidence. This committed the Department to “commission a package of research to look into technical, physiological and behavioural issues relating to the visibility and audibility of cyclists. The research is complete and we expect to publish the report later this summer.
In 2018 the Government announced a £480,000 partnership between the police, the RAC Foundation and Highways England to trial a new approach to investigating all road collisions (The Road Collision Investigation Project – RCIP). This involves more in-depth, qualitative analysis to understand the underlying causes of crashes and road safety incidents. The latest update on this project can be found on the RAC Foundation website, under “collaborations”.
The Department has made no assessment of the cost of duplication of road signs on roads in rural England.
No specific assessment has been undertaken into changes in the amount of litter at the side of main roads in England, or research commissioned to compare levels of littering with the rest of Europe. On the Strategic Road Network (SRN), the Office of Rail and Road (ORR) monitors Highways England’s performance and delivery of its investment plan. The ORR’s most recent Annual Assessment of Highways England across Road Period 1 (2015-2020) acknowledged its efforts to address litter on the SRN but highlighted that there is more to do to achieve the vision set out in its own Litter Strategy.
As part of the second Road Investment Strategy (RIS2), which launched in April 2020, Highways England will report a litter performance indicator. This will measure what percentage of the SRN is predominantly free of litter, in line with the Code of Practice on litter and refuse. It will be published annually within Highways England's Delivery Plan Update due in the Summer. This will ensure there is increased transparency on litter levels for the Department, ORR and road users and that Highways England’s performance can be held to account.
The Government’s Litter Strategy outlines a variety of measures to reduce littering within a generation and sits alongside Highways England’s Litter Strategy for combatting litter on the SRN.
Street cleaning and litter picking on the local road network is covered by revenue funding provided by the Ministry of Housing, Communities, and Local Government (MHCLG).