Defra regularly reviews the data picture for Sevington BCP, including analysis of non-attendance and understands the importance of this for understanding compliance levels. The analysis of our data shows declining rates of non-attendance over time. We accept in principle the value of providing this information to the committee in a way that does not jeopardise intelligence led controls. Where a vehicle that is expected to attend Sevington BCP does not do so, APHA or Ashford Port Health Authority (Ashford PHA) takes action to follow up and establish why this is the case and, if appropriate, refer the consignment to the relevant Local Authority at destination. Defra is committed to continuing to improve our data picture and are working closely with Ashford PHA and APHA to understand their data in conjunction with our own in more detail. In particular, data held within local PHA systems needs to be scrutinised to ensure the output provided to the committee is robust. We have not provided the data for the requested months (August and November 2024) as an annex to this response but commit to providing an update to the committee by the end of January 2026. The process to validate re-exported goods following inspection at Sevington BCP is managed through existing competent authority procedures under the Official Controls Regulation (OCR). Ashford PHA must be sighted on a booking for a ferry or train for the vehicle registration number that has been booked to collect the goods before they will release. Where consignments are re-exported, the action is recorded in Part III of the Common Health Entry Document (CHED), which provides a traceable record including details of the destination and exit route. Competent authorities can use this record to help verify that consignments noted for re-export have, in fact, left UK territory, and HMRC are able to check if vehicles have embarked/disembarked through a Goods Movement Reference if required. Options for mandating the use of commercial seals have been considered previously. Without a form of official documentation cross-referencing a unique identifier on the seal at the point of application (or equivalent digital method) a legal requirement would be open to abuse (e.g. removal and replacement of the seal). Legally requiring commercial seals to be placed on all loads on arrival could cause significant logistical challenges at some ports, dependent on volumes. Nevertheless, it is our understanding that many loads are commercially sealed given the interest the trader has in maintaining the integrity of the load and there may be requirements for sealing for customs purposes under the Common Customs Convention. The Government therefore partially agrees with this recommendation and has provided the process for validating re-exported goods and a summary of the position on commercial sealing. Further information on non-attendance at Sevington BCP will be provided by the end of January 2026.