Baroness Randerson

The Port of Dover has not formally requested additional funding in response to their provisional allocation. We have stated, more generally and to all ports, that there is no more funding available through the Port Infrastructure Fund.

The criteria for awarding grants were set out in the PIF Prospectus, which provided a guide to support Ports to apply for the PIF which opened for applications on 2 October 2020 and closed on 30 October 2020. We will place a copy in the library of the House, as well as publishing it online. Given the level of oversubscription, Government has had to apply the criteria strictly, in particular that works be required as a result of the introduction of the Border Operating Model.

The Port of Dover has not formally requested additional funding in response to their provisional allocation. We have stated, more generally and to all ports, that there is no more funding available through the Port Infrastructure Fund.

The criteria for awarding grants were set out in the PIF Prospectus, which provided a guide to support Ports to apply for the PIF which opened for applications on 2 October 2020 and closed on 30 October 2020. We will place a copy in the library of the House, as well as publishing it online. Given the level of oversubscription, Government has had to apply the criteria strictly, in particular that works be required as a result of the introduction of the Border Operating Model.

The Port Infrastructure Fund received 53 applications from a range of sea ports, rail facilities and airports. Of the 53 ports that applied to the Fund, 41 were successful in their application and a total of £200M has been provisionally allocated. 12 ports were not considered eligible or were unsuccessful at assessment phase.

It is a commercial decision for ports as to whether to provide these facilities. In normal circumstances, ports would be expected to fund such facilities themselves. However - in recognition of the unique circumstances of EU Exit, and the tight timescales for putting infrastructure in place - Government made £470m of funding available for new border infrastructure, with up to £200m available to ports through the Port Infrastructure Fund.

Ports will need to consider the scope of their infrastructure projects now that their funding allocations have been made - they may choose to scale back on the facilities they are building, or they may choose to provide additional funding themselves. This is a commercial decision for ports.

Any decisions on future funding for specialist facilities would be announced in the usual way.

The allocation of the Port Infrastructure Fund was announced on 15 December. The Port of Dover was allocated £33,000. The entirety of the £200 million in the Port Infrastructure Fund has been allocated, so no further funding is available for any port.

All allocations from the Port Infrastructure Fund (PIF) have been published by HMG online at gov.uk. (https://www.gov.uk/government/publications/port-infrastructure-fund-allocations/port-infrastructure-fund-successful-applicants).

The criteria for awarding grants were set out in the PIF Prospectus.

All allocations from the Port Infrastructure Fund (PIF) have been published by HMG online at gov.uk. (https://www.gov.uk/government/publications/port-infrastructure-fund-allocations/port-infrastructure-fund-successful-applicants).

The criteria for awarding grants were set out in the PIF Prospectus.

The Government regularly meets key representative organisations and trade associations in preparation for the end of the Transition Period. HMRC and Cabinet Office officials meet frequently with the British International Freight Association (BIFA), the most recent occasions for HMRC being an industry roundtable event on 17 September and a customs forum on 21 September. Cabinet Office have also been in discussions with BIFA regarding the Border Operating Model (BOM) on 23 September.

As the Chancellor of the Duchy of Lancaster set out on 23 September, the Government has invited businesses to participate in user testing for the Smart Freight Service, and continues to engage regarding preparations for the end of the Transition Period.

Since the publication of the Border Operating Model in July, the Government has engaged extensively with industry to understand what more they need to be ready for the end of the Transition Period. Feedback received has been reflected in the updated Border Operating Model, due to be published shortly.

As the Chancellor of the Duchy of Lancaster set out on 23 September, the Government has invited businesses to participate in user testing for the Smart Freight Service, and continues to engage regarding preparations for the end of the Transition Period.

Since the publication of the Border Operating Model in July, the Government has engaged extensively with industry to understand what more they need to be ready for the end of the Transition Period. Feedback received has been reflected in the updated Border Operating Model, due to be published shortly.

Government officials have been in direct contact with Local Authorities which could be directly impacted by an inland site in their area. Officials also wrote to indirectly impacted Local Authorities to inform them that there are not any imminent plans in their area for an inland site and that they will be notified should this change. We want to ensure that appropriate infrastructure is in place, not just in Newhaven and Lewes, but at other ports also.

On 12 July, the Government announced a £705 million funding package in 2020/21 for border infrastructure, staffing and IT to ensure GB border systems are fully operational when the UK takes back control of its border after the end of the transition period.

The Chancellor of the Duchy of Lancaster has responded to the letter and hosted a roundtable alongside the Transport Secretary, other Ministers and senior officials on 17 September.

The Government agrees with the need for public authorities, businesses and individuals to take action now to prepare for the end of the transition and have set out extensive guidance on GOV.uk/transition.

As announced on 12 June and as set out on GOV.UK, the Government will publish a Border Operating Model in July.

The Government wrote to the Insolvency Service on 23 March asking it to undertake an urgent and thorough enquiry into the recent actions of P&O Ferries, to determine whether the law has been complied with and consider prompt and appropriate action where it has not.

The Insolvency Service confirmed on 01 April that following its enquiries it has initiated both formal and civil investigations into the circumstances surrounding the redundancies made by P&O Ferries.

You will appreciate that while these investigations are being progressed it would not be appropriate to make further comment but the Insolvency Service will provide an update in due course.

The UK’s high labour standards were never dependent on our membership of the EU. The UK has a robust legal framework for employment rights – including giving workers the right to be consulted and given fair notice of potential redundancy. P&O Ferries has conducted itself in an appalling manner. We are working to establish the facts of the case, but there can be no excuse for the way workers have been treated.

The Department is unable to provide information relating to loan amounts for individual companies as this information is commercially sensitive for both investors and investee businesses.

All investee companies were required to certify that they met the UK nationality criteria as part of the process of signing the Convertible Loan Agreement. Businesses provided details of their country of incorporation, UK Company registration number as well as the citizenship of company officers and an ownership structure chart or supporting documentation showing ultimate beneficial owners of the company. These details were checked as part of the eligibility checks carried out. As this particular business was pre-revenue and pre-operational at the time of application, these checks also satisfied the requirement that over half of employees should be UK-based or half of revenues should be from UK sales.

Licensing is a matter for the Civil Aviation Authority. A UK Air Operator Certificate has not been granted to this company to date.

The Government is committed to increasing research and innovation capacity across the UK.

Innovation Accelerators are a new pilot approach to supporting three UK city regions to become major, globally competitive centres for research and innovation. They will be locally led partnerships involving leaders in local government, business and R&D institutions.

The three city regions selected for the pilots demonstrate R&D strengths, robust private and public innovation governance, and strong local leadership which makes them strong candidates for testing this new approach.

If the Innovation Accelerator pilots prove successful, we will consider how the lessons learned can be applied to benefit other places in the UK.

The OneWeb Board voted to suspend all launches from Baikonur, including the launch scheduled for 4 March, and the company are currently considering options for alternative launches. This exercise is commercially sensitive and a matter for OneWeb.

The UK-EU Trade and Cooperation Agreement (TCA) contains provisions on the entry and temporary stay of natural persons for business purposes (Mode IV), similar to the EU’s best precedent reached with Canada and Japan, with some improvements.

For short-stays of up to 90 days in any 180-day period, UK nationals will not need a visa when travelling to and within the Schengen Area, where they are undertaking a limited range of activities such as attending meetings, tourism, cultural or sporting events. Under the TCA with the EU, business travellers do not require a work permit to carry out certain short-term business travel activities, such as attending meetings and conferences, providing after sale-services, or translation and market research services, unless otherwise stated in the agreement. Some Member States allow additional activities without the need for a visa or work permit. The types of additional activities allowed differ by Member State, and UK nationals should check relevant rules before travelling.

For those undertaking longer-term stays or providing a service under a contract, a visa and/or work permit may be required. If you are travelling to several Member States for work purposes, you may need to apply for these documents for each country. UK nationals should therefore check the rules of each country they intend to travel to ahead of time.

We have published guidance on GOV.UK for businesses to support our new trading relationship with the EU.

The examination of the application for development consent for the proposed Sizewell C nuclear power station closed on 14 October 2021 and the Examining Authority is now writing its report which will set out its conclusions and recommendations on the proposals. The Secretary of State is due to receive the Examining Authority’s report by 14 January 2022. Given the quasi-judicial role of the Secretary of State in determining the application, I cannot comment on specific matters regarding the proposed project, as this could be seen as prejudicing the decision-making process. As is the case for all applications for development consent, the Secretary of State will consider all matters that are relevant when taking his decision on the project.

The revised Terms of Reference for the Post Office Horizon IT Inquiry were announced by the Government on 19 May when the Inquiry was converted to a Statutory Inquiry. Last month, the Chair of the Inquiry set out his draft Lines of Inquiry. It will be for Sir Wyn Williams, as Chair of the Inquiry, to make whatever findings or recommendations that he sees fit.

The Government agrees with the Competition and Markets Authority (CMA) that a comprehensive and competitive charging network is essential to support the country’s transition to electric vehicles. In line with the CMA’s recommendations, an Electric Vehicle (EV) Infrastructure Strategy will be published later this year.

The Government committed £1.3 billion to EV infrastructure at the 2020 Spending Review. This includes the £950 million Rapid Charging Fund which will ensure that every Motorway Service Area in England has the grid capacity it needs to support the growth in EV usage to 2035. The Government has allocated £275 million in extended support for chargepoint installation at homes, workplaces, and on-street locations, and a further £90 million to support the roll out of larger, on-street charging schemes and rapid hubs in England.

The impact assessment considers the costs and benefits of provisions in the Professional Qualifications Bill. The proposals in the Bill do not affect the UK qualifications or experience required to practise a profession.

The Government ran a Call for Evidence on the recognition of professional qualifications and the regulation of professions between August 2020 and October 2020, which was open to anyone with an interest in professional qualifications. We received 417 responses, of which 26 responses were from educators who provide training and higher education institutions.

Officials have met representatives from Universities UK to discuss proposals in the Professional Qualifications Bill and will continue to pursue an active programme of stakeholder engagement.

The £1 billion Net Zero Innovation Portfolio and its forerunner, the Energy Innovation Programme, seek to accelerate the commercialisation of low carbon technologies, systems and business models. These programmes include the new £60 million Low-Carbon Hydrogen Supply 2 competition which is aimed at accelerating the development of a wide range of innovative low-carbon hydrogen supply solutions; and the Hy4Heat Programme, which is working to establish if it is technically possible, safe and convenient to replace natural gas (methane) with hydrogen in residential and commercial buildings. Hy4Heat has worked with Energy & Utility Skills to develop a competency framework for skills accreditation for heating engineers working with hydrogen.

We have also delivered projects such as the £20 million Industrial Fuel Switching which includes the first demonstrations of firing hydrogen at commercial fuel supply scale for the manufacture of cement and lime. Furthermore, the £10 million Green Distilleries Competition is supporting nine feasibility studies for low-carbon hydrogen-related projects. BEIS has also let a contract to the University of Cambridge to explore the atmospheric impacts of hydrogen release.

My Rt.Hon. Friend the Prime Minister’s 10 Point Plan was clear on our aim for 5GW of low carbon hydrogen production capacity by 2030 for use across the economy. The forthcoming Hydrogen Strategy will set out what is required to build a hydrogen economy fit for 2030, Carbon Budget 6 and beyond, whilst maximising economic benefits and supporting job and skills. We will also consult on priority policies, including hydrogen business models, a low carbon hydrogen standard, and the £240m Net Zero Hydrogen Fund.

It has not proved possible to respond to this question in the time available before Dissolution. Ministers will correspond directly with the Member.

It has not proved possible to respond to this question in the time available before Prorogation. I will correspond directly with the noble Baroness.

Valuing changes in greenhouse gases, including carbon, is vital to ensure climate change impacts are taken into account when appraising and evaluating public policies and projects. Carbon values used during policy appraisal are published as part of the Green Book supplementary guidance: valuation of energy use and greenhouse gas emissions for appraisal. A summary of the current carbon values for 2030, 2040, 2050 is given in the table below (the full annual series can be found in table 3 of the attached). The Government is not intending to publish equivalent figures for each of the OECD countries.

Table 1: HMG’s Carbon Values for policy appraisal

As outlined by my Rt. Hon. Friend the Minister of State for the Foreign, Commonwealth and Development Office in his previous answer, we are presented with a challenging financial situation due to the Covid-19 pandemic, which has resulted in a temporary reduction in the UK’s aid spending target from 0.7% of GNI to 0.5%. This means making difficult decisions when it comes to prioritising how we spend aid money to deliver the most impactful outcomes.

BEIS delivers R&D ODA funding through a range of Executive Agencies, Research Councils, National Academies, Royal Societies and more. As a result, the Department has several distinct legal agreements with our ODA Delivery Partners; and each of these also has a range of legal relationships with their individual grant holders. We are working with each Delivery Partner to ensure that contractual terms, including relevant notice periods, are respected.

I am pleased we reached agreement to take part in Horizon Europe; it will bring huge benefits to the UK.

We are continuing to work through the details of the costs for Horizon. We will set out our plans for R&D spend in 2021/22 – including funding for Horizon Europe – in due course.

The UK plays a leading role in the development of measures driving emissions reduction in the international aviation and shipping sectors at the International Maritime Organization (IMO) and International Civil Aviation Organization (ICAO) while UK aviation and shipping emissions are covered by our domestic legislation. We are considering all of the CCC’s recommendations, including on International Aviation and Shipping, carefully ahead of setting the sixth carbon budget.

The Government recognises the travel sector has been particularly hard hit by covid-19, and we regularly assess impacts on such tourism businesses and are continuing to engage across Government and with relevant stakeholders.

Travel companies continue to be able to access the Coronavirus Jobs Retention Scheme which has been extended until the end of April. On top of this and our wider economic support package, the Government has provided business rates relief and one-off grants for eligible hospitality and leisure businesses – and we have cut VAT for tourism and hospitality activities from 20% to 5% until the end of March.

Negotiations with the EU to associate to Horizon Europe, are ongoing. We are open to participation if we can agree a fair and balanced deal for the UK. If the UK associates to Horizon Europe, universities will be able to apply for funding from Horizon Europe in line with the terms of any agreement and the final regulations establishing the Horizon Europe Programme. We set out in the R&D Roadmap that if the UK does not formally associate to Horizon Europe, the Government will implement ambitious alternatives as quickly as possible from January 2021 and will address the funding gap. Alternatives to Horizon Europe, if required, will cover discovery, or ‘curiosity-led’ research, global collaborative research, and innovation.

Since February 2020, UK bus manufacturers have announced 775 job losses in total. In May, Wrightbus announced 125 job losses at its Ballymena site in Northern Ireland. In July, Alexander Dennis Limited announced 650 job losses across its sites in Falkirk, Scarborough, and Guildford.

There are more than 5,000 colliery tips in the UK and most of these, including most of those created by operations under the oversight of the National Coal Board, are now in either local authority or private ownership. The owner is responsible for ensuring the safety of the tip.

The Coal Authority owns and manages 40 disused colliery tip sites across the UK; information about their location and inspection frequency can be found on the GOV.UK website.

The Competition and Markets Authority (CMA) has issued guidance to explain to consumers and business the circumstances when refunds are due as a consequence of the disruption caused by the Covid-19 outbreak. The Government has always been clear that these refunds must be paid when asked for by the consumer.

The CMA has written to over 100 package holiday firms to remind them of their obligations to comply with consumer protection law, and has already secured refund commitments from TUI UK, Sykes Cottages, Vacation Rentals and Virgin Holidays. If the CMA finds evidence that companies are failing to comply with the law, the CMA will take appropriate enforcement action, which could include taking a firm to court if it does not address its concerns.

The Future Fund provides Government loans to UK-based companies, ranging from £125,000 to £5 million. In terms of eligibility, firms qualify for the loans as long as they are able to attract at least equal match funding from private investors, and subject to both firms and investors meeting all the requirements of the scheme. The scheme was launched for firms who are at pre-profit or pre-revenue stage, and who may be ineligible for the various COVID loan schemes, as these firms rely on equity finance rather than debt. The Future Fund does not impose additional conditions on eligible businesses.

The British Business Bank, which manages the Future Fund, has established strong due diligence processes which are built into the portal to ensure firms and investors prove their eligibility. The portal also asks for documentation from investors, firms, and their solicitors, to carry out ‘Know Your Customer’ and anti-money laundering checks, as well as general fraud checks. These measures ensure that fraudulent activity is avoided, in addition to ensuring that the funds have been allocated correctly to the applicant.

The 18-month UK Global Navigation Satellite System Programme successfully concluded its work to develop outline proposals for a conventional satellite navigation system in September. £92m was originally allocated for the UK GNSS Programme and work has concluded successfully under budget.

Work completed by the UK Space Agency so far has developed cutting edge British expertise in areas such as spacecraft and antenna design, satellite and ground control systems, systems engineering and simulation, which have wider applications across the space sector, in addition to supporting specialist UK jobs and industrial GNSS capability. The new Space Based PNT Programme will build on this work to consider newer, more innovative ideas of delivering global ‘sat nav’ and secure satellite services to meet public, government, and industry needs. SBPP will be funded from existing budgets, UKSA are feeding into the Comprehensive Spending Review, which is currently running across government.

Separately, the UK Space Agency has begun to consider plans for a national Earth Observation capability, whilst we continue to negotiate for participation in the EU’s Copernicus Earth Observation System.

The Government (announced 3 July) led a successful bid to acquire OneWeb, which develops cutting-edge satellite technology in the UK and in the US.

OneWeb has the potential to operate a global network of small satellites, known as a mega constellation, which can connect the world to broadband, and other services from space.

OneWeb aims to provide broadband to millions of people, particularly those otherwise without connectivity otherwise in remote and rural locations.

We will be able to provide more detail on how OneWeb will support the UK once Chapter 11 proceedings have been completed.

The Government has already launched an unprecedented set of financial support measures to support business and which can be accessed by travel companies, including two business interruption loan guarantee schemes, Time to Pay for tax bills, and VAT deferrals. As of 22 September, the Government has supported over £57.3bn of loans to 1,328,091 smaller businesses.

The UK’s world-class universities will continue to play a critical role in delivering local and national economic prosperity, but of course they have been hard hit by COVID-19. That is why we have announced a range of measures to support universities at this difficult time.

From the autumn, the Government will provide a package consisting of low-interest loans with long pay-back periods, supplemented by a small amount of government grants through the Sustaining University Research Expertise Fund (‘SURE’) to cover up to 80% of a university’s income losses from international students for the academic year 2020-21, up to the value of their non-publicly funded research activity.

The SURE fund aims to help sustain the research capacity of the university research base as a whole. Universities will be asked to demonstrate how they will use that funding to sustain research in areas typically funded by charities and business. Ultimately, we want critical university research capability, including charity-funded medical research, to be sustained and able to contribute to our future R&D ambitions.

The Government has made clear in its Roadmap that we aim to maintain a close and friendly relationship with our European partners and are in negotiations with the EU seeking to agree a fair and balanced deal for participation in certain EU R&D schemes, including Horizon Europe. Negotiations with the European Commission are ongoing and it is too early to make an assessment.

My Rt. Hon. Friend Mr Chancellor of the Duchy of Lancaster has made several Written Ministerial Statements in the House of Commons that provide an update on the UK's negotiations with the EU, including on EU Programmes. These include HCWS271 (Official Report, 8th June 2020) and HCWS346 (Official Report, 7th July 2020).

Decision-making on whether a business is eligible to access the Coronavirus Business Interruption Loan Scheme (CBILS) is fully delegated to the accredited lenders for the scheme, and individual lending decisions remain at the discretion of these accredited lenders. Information on eligibility criteria for the CBILS can be found on the British Business Bank’s website.

Businesses from most sectors can apply for the full amount of the facility under the CBILS. The scheme is demand-led and take up by a particular sector, or in a particular region, will depend upon application rates and the assessment of those applications by lenders. The schemes are accessible across the UK and lenders have been accredited across the UK’s nations and regions.

The Coronavirus Business Interruption Loan Scheme is part of a comprehensive package of support for businesses, including the Coronavirus Job Retention Scheme, deferral of VAT and income tax payments, grant funding for small businesses, and more. Regular calls are held between UK Government Ministers and Ministers in the Devolved Administrations on the Covid-19 pandemic and economic impacts and responses.

The Government regularly speaks to businesses to ensure they are prepared for the end of the transition period, including Nissan.

Nissan has over 6,000 jobs at its Sunderland plant and over 7,000 staff across UK. The company has renewed its commitment to its Sunderland plant recently and is continuing to invest in this country.

We are determined to ensure that the UK continues to be one of the most competitive locations in the world for automotive and other advanced manufacturing.

The Government is aware of the consequent pressures of the coronavirus on businesses, universities, and research institutions.

UK Research and Innovation (UKRI) is already offering no-cost extensions to all grants.

UKRI has also confirmed it?will?offer a costed extension of up to six months for those?UKRI funded PhD students?due to complete by 31 March 2021 and whose study has been impacted by the pandemic. Where a student’s doctoral research project has been repurposed towards COVID-19 related research, a costed extension to cover the time needed to adapt the research could be considered and covered in the same way as other case-by-case extensions. More information is available on the UKRI website.

We are in discussion with UKRI and wider stakeholders about what else may be required to best support the research and innovation system.

In 2018, the UK aerospace sector had an annual turnover of around £33 billion, the majority of which was generated through exports. Between 2009 and 2019, the sector had an average gross value added (GVA) of £9 billion, accounting for 5% of the UK’s total manufacturing GVA. During this period, productivity growth in the sector (measured by GVA per job) grew at a pace of over four times that of the UK economy as a whole

Vehicle manufacture is a global industry and consequently, there is no agreed approach that can be used to inform consumers of the comparative carbon footprint of the production of different vehicles. The Government does not currently have any plans to inform consumers about the comparative carbon footprint generated by different electric vehicles in their production. We expect the transition to zero emission motoring to be industry-led, supported by measures set out in our Road to Zero strategy.

In 2018, the Department for Transport developed the Transport Energy Model. This was published alongside the Road to Zero strategy to provide a clear assessment of the relative environmental impacts of different road vehicle technologies and fuels. The Model showed that UK battery electric vehicles have substantially lower greenhouse gas emissions than conventional vehicles, even when accounting for the energy mix of the electricity to charge the battery, as well as the electricity used for battery production.

Electric vehicle emission values are highly dependent on the electricity mix of the country in which the vehicle is charged, and the country in which the vehicle, battery, and other parts are manufactured. Emission values will also vary according to model type, car size, and miles driven. To obtain full environmental benefits, electric vehicles and their batteries need to be manufactured using electricity from carbon-free sources.

In 2019, registrations of battery electric vehicles were at record levels. This was almost double compared to 2018 with nearly 38,000 units sold, overtaking plug-in hybrid electric vehicle registrations for the first time, at nearly 35,000 units. There were over 2.3 million new car registrations in 2019; a decline of 2.4% compared to 2018. Falling car sales are in line with other countries in Europe, including Germany and France, as a result of global slowdown and changing consumer demand.

Government grants for plug-in vehicles are available to help reduce the upfront purchase price of electric vehicles. Drivers of ultra-low emission vehicles also receive other benefits, including lower tax rates and grants towards the installation of chargepoints. For example, all zero emission models will pay no company car tax in 2020-21 and 1% in 2021-22, before returning to the planned 2% rate in 2022-23 – a significant tax saving for employees and employers.

Local authorities may also provide additional incentives such as free parking or exemption from the congestion charge.

We stated in our Road to Zero Strategy that consumer incentives will continue to play a role beyond 2020.

Ofgem, the independent energy regulator, ensures – through the RIIO regulatory framework – that there is sufficient investment in electricity networks to deliver our net zero target and enable the transition to electric vehicles, whilst ensuring costs are kept down for consumers.

This is alongside numerous measures to prepare the electricity system for new sources of demand, including electric vehicles.

‘Smart’ charging of electric vehicles can reduce demands from EV charging at peak times to help manage grid capacity. The Government recently consulted on secondary legislation to mandate that all charge points sold or installed in the UK must be smart enabled.

In 2018, the Government established an Electric Vehicle Energy Taskforce. The Taskforce has now reported and published 21 proposals for Government, industry and Ofgem on how we can ensure the energy system is ready for the mass uptake of electric vehicles. Government is actively considering these proposals.

We are regularly assessing Covid-19’s significant impact on tourism businesses. We recognise that these are extremely challenging conditions for those in the sector, including online travel agents.

Online travel agents that employ staff in the UK have been able to access the Government’s comprehensive economic support package, which includes the Coronavirus Jobs Retention Scheme, the Self-Employed Income Support Scheme and the Bounce Back Loans scheme.

When it launches in November, the Jobs Support Scheme will help protect jobs within businesses facing lower demand due to Covid-19.

We are continuing to engage across Government and with stakeholders to assess how we can most effectively support the recovery of tourism across the UK.

The UK is no longer part of the EU, and therefore we would not expect to be included in a map representing member states.

The UK regularly shares information on our travel, border and health measures with key partners, including the European Commission, as part of our ongoing international cooperation during the Coronavirus crisis.

The Minister for Tourism discussed the recovery and lifting of travel restrictions with ministers from several European countries and the European Commission at the recent Extraordinary G20 Tourism Ministers’ Meeting on COVID-19. We will work closely with foreign governments to help the global tourism industry recover from the current crisis.

Officials in my Department are also in regular contact with the Organisation for Economic Co-operation and Development (OECD) and World Travel and Tourism Council. We continue to share information about the UK’s response to COVID-19.

The Charity Commission, the registrar and regulator of charities in England and Wales, assessed the governance and management of the Garden Bridge Trust. They published a concluding report on the Garden Bridge project in April 2019 which you can find here.

In February 2019, Transport for London published a detailed breakdown of the cost of the project: https://tfl.gov.uk/corporate/publications-and-reports/temple-footbridge. The government has no plans to conduct any further reports.

International students who live in the UK will be able to access the COVID-19 vaccine for free. Their eligibility for a COVID-19 vaccine here is not predicated on having had one abroad.

When students arrive in the UK, they should register with a local GP surgery as soon as possible. There may be a GP surgery attached to their university. People who are registered with a GP will be contacted by their surgery to book their vaccine via an online or telephone system when they are eligible. There is no need for students proactively to contact their GP about the COVID-19 vaccine.

COVID vaccination sites are able to set up temporary vaccination clinics in a wide range of locations to ensure that patients can easily access the vaccine; this can include sites on university campuses.

Due to shortage of time, it has not been possible to answer this question before the end of the Session. The Minister will write to the Member in due course.

There is growing concern within the government that free speech and academic freedom on some university campuses is being affected by increasing intolerance of ideas which challenge conventional wisdom, leading to a chilling effect whereby not all students and staff may feel able to express themselves without fear of repercussions. There have been a number of studies, surveys, and reports highlighting instances where freedom of speech and academic freedom is being curtailed in the higher education sector – including from King’s College London, the University and College Union, Policy Exchange, and the Joint Committee on Human Rights.

Alongside this, there have been a small number of high-profile reported incidents in which staff or students have been threatened with negative consequences, including loss of privileges or dismissal, sometimes successfully, confirming that the fear of repercussion is not always unfounded.

Officials and Ministers continue to work with a wide range of groups and bodies across the higher education sector, including Universities UK and the National Union of Students, to ensure that our universities are places where free speech can thrive.

Throughout our negotiations with the EU, the government carefully considered the potential impacts of launching a new scheme compared to continuing to participate in the Erasmus+ scheme under the terms on offer. The design of the Turing scheme has been driven by our ambition for a truly global, UK-wide scheme, and we are confident that international students will continue to want to study in the UK’s world-leading educational institutions.

The UK is a world-leading destination for study and research, with 4 universities in the world’s top 10 and 18 in the top 100 – more than the whole of the EU in total. The UK is currently second only to the USA as a destination for international students in higher education, with approximately 486,000 overseas students.

It is clear that we have considerable appeal as a destination and partner in international mobilities and exchange schemes. We will harness this advantage to deliver an international education exchange programme which has a genuinely global reach, establishing new relationships with academic institutions not just across Europe but also the rest of the world.

More broadly, our updated International Education Strategy will respond to the challenges of COVID-19. It will set out how the government will support the whole of the UK’s education sector in the recovery of its international activity, pursuing our ambition to increase the value of our education exports to £35 billion per annum and to increase the number of international higher education students hosted in the UK to 600,000 per annum, both by 2030.

Local authorities are responsible for air quality in their area and must ensure that it meets the standards set in local air quality action plans. Concerns regarding the air quality in school buildings fall to the body responsible for the school to check and establish what measures need to be taken to improve air quality.

In 2018, the department published Building Bulletin 101 (BB101), which contains guidance for school design on ventilation, thermal comfort and indoor air quality. This guidance sets out the World Health Organisation’s air quality guidelines and Air Quality Standards Regulation 2010 for indoor air quality. BB101 requires the indoor environment of new or refurbished school buildings to be monitored by recording temperature and levels of carbon dioxide.

The department is collaborating with other government departments and a number of academic institutions on air quality projects. The findings from these projects will, in due course, inform our guidance and standards for school buildings.

The UK is a world-leading destination for study. According to the QS World Rankings, the UK has consistently had 4 higher education institutions in the top 10 since 2011/12. Four UK universities are currently in the world’s top 10 and 18 in the top 100, second only to the US (this data is taken from the QS World University Rankings 2021).

The government recognises that the COVID-19 outbreak will have an unparalleled impact on all elements of the global and UK economy and the higher education sector is no exception. We have been working closely with the sector to monitor the likely impacts of COVID-19 on student numbers in 2020-21 and we stand ready to support with various mitigations.

On 4 May, my right hon. Friend, the Secretary of State for Education, announced a package of measures to stabilise university admissions this autumn and to ensure sustainability in higher education at a time of unprecedented uncertainty. Temporary student number controls will be put in place for domestic and EU students for the academic year 2020/21 to ensure a fair, structured distribution of students across providers. As part of this package, a new University Research Sustainability Taskforce will focus on the sustainability of research capabilities, capacity and activities undertaken in universities and study this in the context of wider higher education operational implications and issues arising from the response to COVID-19.

The government has also pulled forward an estimated £2.6 billion worth of forecast tuition fee payments to ease cashflow pressure this autumn. It has also committed to pulling forward quality-related research funding for higher education providers in England in the current academic year by £100 million.?The measures to stabilise admissions for this autumn also serve to reduce the risk to financial sustainability across the higher education sector.

This package of measures comes on top of the unprecedented package of support for businesses already announced by my right hon. Friend, the Chancellor of the Exchequer, including the Coronavirus Job Retention Scheme (https://www.gov.uk/government/collections/coronavirus-job-retention-scheme) and a range of business loan schemes, to help pay wages, keep staff employed and support businesses whose viability is threatened by the COVID-19 outbreak. We have confirmed that providers are eligible to apply for these government support packages, including business loan support schemes, which the Office for Students estimates could be worth at least £700 million to the sector.

To support international student recruitment, both the government and the higher education sector are committed to being as flexible as possible in accommodating applicants’ current circumstances, including if they are unable to travel to the UK in time for the start of the next academic year. We will also publish a review of the International Education Strategy this autumn, which will respond to the new context and the challenges that are posed by COVID-19 across all education settings.

In addition to our response to COVID-19, the government is working alongside stakeholders to support students and the UK higher education workforce to manage the transition period. This involves working to solidify existing global relationships and establish important new global relationships as well as promoting an open and welcoming message to all international – EU and non-EU – students to wish to come to the UK to study at our world-class education institutions.

Finally, the government remains committed to international exchanges in education, both with the EU and beyond. As part of its negotiations with the EU, the government remains open to considering participation in some elements of the next Erasmus+ programme, provided that the terms are in the UK’s interests. This will be subject to our ongoing negotiations with the EU. We will, in parallel with the negotiations, continue to develop a domestic alternative to Erasmus+, to ensure we are prepared for every eventuality.

My right hon. Friend, the Secretary of State for Education, and hon. Friend, the Minister of State for Universities, have regular meetings with ministers from all the devolved administrations about higher education issues. These discussions have included the development of student number controls policy. The department’s officials also have regular meetings and discussions with their counterparts.

Student number controls for institutions in the devolved administrations only apply to the number of English-domiciled entrants who will be supported with their tuition fees through the Student Loans Company. The funding of English-domiciled students is not a devolved matter, and it is right and fair that this policy should apply consistently wherever they are studying in the UK.

Ministers will continue to work closely with the devolved administrations on strengthening and stabilising the higher education system following the COVID-19 outbreak.

The registration process for higher education providers is managed by the Office for Students (OfS), the independent regulator of higher education in England.

Due to the outbreak of COVID-19 and the current unprecedented circumstances, the OfS has decided to suspend new registration applications. This is due to a reprioritisation of resources that enables the OfS to focus on urgent COVID-19 response work.

The OfS is responsible for deciding when to resume new registrations and will do so as soon as circumstances allow. The OfS is continuing to process applications already submitted for both registration and degree awarding powers and has offered to discuss with individual potential providers wherever there might be exceptional circumstances.

As both my right hon. Friends the Prime Minister and Chancellor of the Exchequer have made clear, the government will do whatever it takes to support people affected by COVID-19.

Higher education (HE) providers take their responsibilities seriously and are best placed to identify the needs of their student body, as well as how to develop the services needed to support it. HE providers need to consider how they support all students, particularly the most vulnerable, to achieve successful academic and professional outcomes.

Many providers will have hardship funds to support students in times of need, including emergencies. The expectation is that where any student requires additional support, providers will support them through their own hardship funds.

We have worked closely with the Office for Students to enable providers to draw upon existing funding to increase hardship funds and support disadvantaged students impacted by COVID-19. As a result, providers will be able to use the funding, worth around £23 million per month for April and May, towards student hardship funds, including the purchase of IT equipment, and mental health support, as well as to support providers’ access and participation plans.

Students with a part-time employment contract should speak to their employer about the Coronavirus Job Retention Scheme, which has been set up to help pay staff wages and keep people in employment.

The department recognises these public services are vitally important in such a challenging time and appreciate that this is an uncertain time for all prospective students, and we want to ensure that they are not negatively impacted by disruption to the sector.

For those students receiving A-Levels this summer, results awarded will be formal results, with the same status as results awarded in any other year, and therefore students should continue to receive conditional offers from providers for all courses.

Students accepted on to teaching courses are already eligible for additional bursaries designed to support increased supply and from September this year we are introducing new grants of £5,000 for nurses, midwives and other health professionals to support increased recruitment into these professions. We are also looking at further work with Office for Students to increase capacity in the sector.

The government also contributes to the costs of higher education by providing teaching grant (T-Grant) funding to eligible higher education providers that have opted to be subject to tuition fee caps. This includes high-cost subject funding, which supplements the costs of teaching where tuition fees are insufficient to meet the entire costs of provision, such as for medicine, engineering and some nursing courses. Additional funding is being made available for the expansion of medical school places.

We are committed to supporting our world-class higher education institutions, so will continue working closely with the sector to manage the impact of coronavirus and secure the stability and sustainability of the sector at this difficult time.

The UK looks forward to continuing to welcome international and EU students in the future. They enrich UK higher education culturally, socially, and economically and are one of the reasons why our higher education sector remains world-class. The government has provided a number of reassurances for international higher education students already in the UK, as well as for those planning to study at a UK higher education provider from autumn 2020.

On 20 April, the government published bespoke guidance that brings together a number of visa concessions for international students in response to the outbreak of COVID-19. The guidance is available at the following link: https://www.gov.uk/government/publications/coronavirus-covid-19-tier-4-sponsors-migrants-and-short-term-students.

The visa mitigations in this guidance, which will be kept under regular review, ensure that international students can extend existing visas, engage in online learning, and switch visa categories where needed in order to start new courses in the autumn.

The visa guidance published on 20 April also recommits to the new Graduate Immigration Route which, as previously announced, will be launched in the summer of 2021. Any eligible student who graduates in the summer of 2021 or after this date will be able to apply for the Graduate Immigration Route. This includes students who have already started their courses even if, due to COVID-19, they have needed to undertake some of their learning remotely.

To address the longer-term impact of COVID-19, officials at the Department for Education and the Department for International Trade will consider how the International Education Strategy can be updated to respond to the challenges posed by COVID-19.

The government has announced a UK-wide range of support, including the Coronavirus Job Retention Scheme and various business support packages, to assist businesses whose viability is threatened by the COVID-19 outbreak. These include the Coronavirus Business Interruption Loan Scheme, Coronavirus Large Business Interruption Loan Scheme and COVID-19 Corporate Financing Facility. If they need this support, higher education providers that meet the published criteria for the loan and financing schemes should approach their bank and begin to apply for the relevant scheme.

We are working closely with higher education providers and the regulator for the higher education sector in England, the Office for Students (OfS), to ensure that we maintain an up-to-date understanding of the financial risks and implications the COVID-19 outbreak is bringing to bear on the sector. The OfS has stated that one of its key priorities during the pandemic is to support the financial sustainability of the sector. Providers with concerns about their financial viability or sustainability have been encouraged to contact the OfS at the earliest opportunity.

The OfS has produced guidance on practical ways in which students can complete their studies whilst ensuring quality and standards are upheld during this difficult time. Providers are already making these arrangements and we are in close contact with the sector. There are some fantastic and innovative examples of high-quality distance and online learning being delivered by institutions across the UK, and the sector is already working hard to prepare learning materials for the summer and autumn terms. Students ordinarily should not expect any fee refund if they are receiving adequate online learning and support.

However, the government has made it clear that if institutions are unable to facilitate adequate online tuition then it would be unacceptable for students to be charged for any additional terms as, effectively, they would be charged twice. ?Whether an individual student is entitled to a refund of their fees will depend on specific contractual arrangements between the higher education providers and the student.

In the first instance, students should speak to their university. We expect student complaints and appeals processes to be operated flexibly, accessibly and sympathetically by institutions to resolve any concerns. Students who are not satisfied with their institution’s final response can ask the Office of the Independent Adjudicator for Higher Education to consider their complaint if their institution is based in England or Wales.

The government has announced a UK-wide range of support, including the Coronavirus Job Retention Scheme and various business support packages, to assist businesses whose viability is threatened by the COVID-19 outbreak. These include the Coronavirus Business Interruption Loan Scheme, Coronavirus Large Business Interruption Loan Scheme and COVID-19 Corporate Financing Facility. If they need this support, higher education providers that meet the published criteria for the loan and financing schemes should approach their bank and begin to apply for the relevant scheme.

We are working closely with higher education providers and the regulator for the higher education sector in England, the Office for Students (OfS), to ensure that we maintain an up-to-date understanding of the financial risks and implications the COVID-19 outbreak is bringing to bear on the sector. The OfS has stated that one of its key priorities during the pandemic is to support the financial sustainability of the sector. Providers with concerns about their financial viability or sustainability have been encouraged to contact the OfS at the earliest opportunity.

The OfS has produced guidance on practical ways in which students can complete their studies whilst ensuring quality and standards are upheld during this difficult time. Providers are already making these arrangements and we are in close contact with the sector. There are some fantastic and innovative examples of high-quality distance and online learning being delivered by institutions across the UK, and the sector is already working hard to prepare learning materials for the summer and autumn terms. Students ordinarily should not expect any fee refund if they are receiving adequate online learning and support.

However, the government has made it clear that if institutions are unable to facilitate adequate online tuition then it would be unacceptable for students to be charged for any additional terms as, effectively, they would be charged twice. ?Whether an individual student is entitled to a refund of their fees will depend on specific contractual arrangements between the higher education providers and the student.

In the first instance, students should speak to their university. We expect student complaints and appeals processes to be operated flexibly, accessibly and sympathetically by institutions to resolve any concerns. Students who are not satisfied with their institution’s final response can ask the Office of the Independent Adjudicator for Higher Education to consider their complaint if their institution is based in England or Wales.

The UK’s approach to negotiations with the European Union, as set out in the ‘Future Relationship with the European Union’, is clear that we remain open to participation in elements of Erasmus+, on a time-limited basis, provided the terms are in the UK’s interests.

The UK’s approach to negotiations with the European Union, as set out in the ‘Future Relationship with the European Union’, is clear that we remain open to participation in elements of Erasmus+, on a time-limited basis, provided the terms are in the UK’s interests.

This government values the strong collaborative partnerships that we have across Europe in the areas of science, education, research and innovation and want to continue to support these opportunities.

The terms of the Withdrawal Agreement mean that the UK will continue to participate in EU Programmes financed by the 2014-2020 Multiannual Financial Framework (MFF) until their closure. Horizon 2020 and Erasmus+ are EU programmes financed during this MFF period.

UK organisations, scientists, researchers and businesses will be able to continue in these programmes and receive EU grant funding until the end of 2020 and for the lifetime of individual projects.

We will continue to collaborate with the EU on scientific research and education and we’ve been clear that where it is in the UK’s interests, we will seek to participate in some specific EU programmes, such as Horizon Europe and Erasmus+. The Political Declaration agreed with the EU in October 2019 demonstrates a shared intent between UK and EU leaders to agree a framework that supports collaboration in science and innovation.

The shape and content of EU programmes post-2020, including Horizon Europe and Erasmus+, are currently being negotiated in the EU Institutions and have not yet been finalised. These EU programmes must be adopted by the EU before any potential formal negotiations on association could begin.

As a Member State, the UK does not contribute financially to specific programmes. Member States pay for participation in EU framework programmes through the general UK contribution to the EU Budget.

The following table indicates the amount of Horizon 2020 funding awarded to UK organisations:

[1] Data source: European Commission, https://ec.europa.eu/info/funding-tenders/opportunities/portal/screen/opportunities/horizon-dashboard - accessed 14/01/2019. Accessed 14/01/2019

Please note totals of the table will not be accurate due to rounding.

With regards to Erasmus+, the most up-to-date information on funding results is held by the UK National Agency which is attached and can be found at the following link under ‘Statistics for the UK 2014-2018’: https://www.erasmusplus.org.uk/statistics.

Any specimen covered by CITES controls must be imported or exported through one of the 36 designated and operational land, sea and air Points of Entry (PoE). The full list is available at GOV.UK and kept under review.

We are working closely with Border Force, industry and our European counterparts to look at the feasibility of designating further PoE to provide additional routes for the movement of CITES items (e.g. musical instruments), including the Eurostar.

Approximately 80 countries around the world (including all EU member states) accept ATA Carnets. ATA Carnets are not a mandatory requirement for anyone temporarily moving goods between the United Kingdom and the EU, including musicians transporting their instruments. They are an optional facilitation that allows goods to be imported temporarily without the normal customs formalities (i.e. customs declarations) and import duty being paid. They allow a single document to be used for multiple countries’ customs controls. The management of EU import and export procedures is the responsibility of the customs authority of the relevant EU member state.

Tetraethyllead is listed on the UK REACH Candidate list as a substance of very high concern. There is no transition period associated with these obligations under UK REACH.

4700 visas will be available for HGV drivers delivering food ahead of Christmas 2021. This temporary visa scheme began processing visas in mid-October. Any discussions or data held by businesses or scheme operators are commercially sensitive. Separately, in a further step to manage supply chain pressures in the short term, the Government has introduced a bespoke scheme allowing up to 300 fuel tanker drivers to the UK on a temporary basis.

The Government undertook a thorough review of the plans for Border Control Post (BCP) facilities for EU goods arriving through Kent, and a range of delivery options were explored.

Ministers agreed that the BCP at Sevington’s inland border facility would carry out the majority of SPS inspections for imports arriving through the short straits for all plants, plant products, and live animals apart from livestock. Inspections of Products of Animal Origin (POAO) from Eurotunnel will also take place at Sevington. POAO from the Port of Dover will go to a separate BCP in the Dover area.

The review was undertaken in line with good practice to ensure that Government programmes are meeting requirements and delivering the most value for money.

We are working to procure suitable sites which meet the requirements for livestock and POAO facilities.

Our thoughts continue to be with Ella's family and friends. We are carefully considering the Prevention of Future Deaths Report published by the Coroner on 21 April and we will respond in due course.

We know that air pollution is the single greatest environmental risk to human health, and although air pollution has reduced significantly over the last decade, there is more to do. In 2019, we published our Clean Air Strategy which recognised the need for comprehensive action on air pollution for the primary and crucial purpose of protecting people's health.

Our landmark Environment Bill delivers key aspects of our Strategy. The Bill establishes a legally binding duty to set at least two new air quality targets, through the environmental targets framework. We recognise the need to take action to reduce people's exposure to PM _2.5 and in proposing a dual target approach, we are putting health at the centre of our target setting. This approach will ensure action is taken at pollution hotspots and continuous improvement will be driven across the country. We will take into account WHO guidance when setting these targets

Defra makes air pollution information available through a range of channels, such as the UK-Air website and more recently working with Global Action Plan to deliver the Clean Air Hub. We also provide information to a network of charities (e.g. the Asthma UK and British Lung Foundation Partnership, British Heart Foundation, Cystic Fibrosis Trust, British Thoracic Society and others) when air pollution levels are forecast to be elevated to ensure information reaches the most vulnerable.

The Department for Health and Social Care continues to engage with organisations such as Health Education England and the Royal Colleges to ensure that healthcare professionals are equipped to provide information and advice to those vulnerable to the health impacts of air pollution. The Chief Medical Officer has also discussed this matter with the Royal Colleges during a recent meeting. This will allow patients and their carers to take steps to reduce their exposure to air pollution and give them greater power to manage their condition.

The NHS Long Term Plan committed to improve asthma outcomes for children and young people. The Children and Young People's Transformation Programme has asked local systems to prioritise local improvements in asthma care. This will include supporting clinicians to discuss the short and long-term adverse effects of air pollution in children with asthma and any mitigation strategies.

Special Development Orders (SDOs) respect the public’s access to environmental information under the Environmental Information Regulations 2004 (EIRs). Information requests on SDOs and building the new facilities are likely to come within scope of the EIRs, as would most construction-related issues. This applies to requests and proactive disclosure.

The use of SDOs is provided for under The Town and Country Planning (Border Facilities and Infrastructure) (EU Exit) (England) Special Development Order 2020. There is a provision in the Order for proactive disclosure of information to, and engagement with, a number of interested parties. The Order does not disapply measures such as EIRs or Freedom of Information Act that implement our Aarhus Convention obligations with regards access to information. Most requests for information on planning will fall within the scope of the EIRs, and thus the relevant parts of Aarhus: Articles 2, 4, 5 and 9. These are the definition of environmental information, handling requests for environmental information, proactive publication of environmental information, and the appeals process where the requester is not content with the response from the public authority.

There are two main routes for the information generated to be covered by the definition in regulation 2(1) of the EIRs:

1. The planning rules (and any adjustment to them through this Order) are measures and legislation under regulation 2(1)(c) that will impact upon the land and landscape under regulation 2(1)(a). Implementing the order will result in building works; breaking the ground for the new building, digging up the road to extend infrastructure, destruction of habitats, and the generation of waste and emissions. Other elements of the environment, such as air, water and biological diversity, may also be affected by the works permitted by the Order.

2. The second route is more direct: the construction works will be an activity under regulation 2(1)(c) that affect the land, landscape and the other elements of the environment in regulation 2(1)(a), as in point 1 above.

The Town and Country Planning (Environmental Impact Assessment (EIA)) Regulations 2017(8) state that EIA developments (which are not subjected to the SDO orders rules) must be subjected to an EIA. This must be submitted before the relevant planning authority, the Secretary of State or an inspector in order to grant planning permission. The EIA and screening procedures determine whether the development is likely to have significant environmental effects, along with the Environmental Statement applications. These are accompanied by publicity requirements such as public consultations and publication of environmental information prior to the decision of the relevant authority.

Finally, the Pollutant Release and Transfer Register (PRTR) is an inventory of pollution from industrial sites and other sources, and the Kiev Protocol requires that this information is publicly accessible. The UK maintains a publicly accessible national PRTR that enables the public to have access to environmental information concerning the activities listed in Annex 1 of the Protocol.

The UK remains committed to the objectives of the PRTR, both domestically and internationally, and continues to monitor its implementation of the Protocol.

The Department has articulated its long-term strategic approach to the UK’s transport network through a range of publications, covering both specific modes of transport and cross-cutting policy issues such as freight.

UK aviation operates in the private sector, and Air Traffic Control tower services are a commercial matter for the individual airports. In this case, it will be for Manchester and Bristol airports to engage with NATS to ensure appropriate resourcing.

In regard to Edinburgh, NATS is not the provider responsible for the operation of the Air Traffic Control tower at the airport.

NATS Preliminary Report into the Technical Failure of 28 August, stated that, while at that time it was not clear exactly how many flights had been cancelled the number was likely to exceed 1,500 with around a further 575 being delayed.

The independent review, announced by the Civil Aviation Authority on 6 September 2023 will include an assessment of the findings of NATS’ preliminary report. It is important that we now await the outcome of the review, which will include looking at the information on consumer impact including the number of cancellations and delays and the lessons are learned from the events of 28 August.

The Government continues to work with the sector on opportunities to deploy additional shore power and other infrastructure. The Government is considering shore power within the wider context of net zero ports and will launch a call for evidence in due course. This will gather further information on future electricity grid capacity needs to support additional infrastructure, including shore power.

On 11 September, the government announced £29.5m of R&D funding for shore power projects at the Port of Aberdeen, Atlantic and Peninsula’s Falmouth Port and Portsmouth International Port under the Zero Emission Vessels and Infrastructure competition. These projects will help to reduce emissions at these locations in the short term and will also provide valuable evidence over the multi-year demonstration period to inform future policy and regulation.

At the 41^st Assembly of the International Civil Aviation Organization in 2022, the UK played a leading role in securing agreement on a net zero by 2050 CO₂ emissions goal for international aviation. This agreement sends a clear signal of collective ambition and provides the platform for the development of further international measures and policies. UK experts are contributing to technical work on the monitoring of progress towards the goal, and the UK is currently engaged in negotiations to define the role that sustainable aviation fuels will play in meeting it.

The Carbon Offsetting and Reduction Scheme for International Aviation (or CORSIA), the first global market-based measure to address emissions from a single sector, was first agreed in 2016 and airlines have been monitoring their emissions under the scheme since 2019. A further agreement, which the UK was also influential in securing at last year’s Assembly, preserves the integrity of the scheme by setting its baseline at a level stringent enough to ensure airlines begin offsetting their emissions on flights between 125 countries from next year.

The UK is also working to strengthen compliance with CORSIA by supporting other states to implement it. As offsetting begins and experience grows, we will use the scheme’s Periodic Reviews to negotiate for it to be strengthened such that it fully supports the new net zero goal.

The Government regrets the delays to passengers caused by staffing issues in the Gatwick air traffic control tower on 14 September 2023.

My officials have and will continue to engage with the relevant stakeholders to ensure robust plans are in place to mitigate disruption, recognising that the safety of the operation must always be the paramount consideration for air navigation service providers.

Officials have met with NATS Holdings, the Civil Aviation Authority (CAA), Gatwick airport and easyJet to review their plans and to gain assurances that they are working together to deliver for the passenger.

UK aviation operates in the private sector and tower services, including staffing, are a commercial matter between the airport operator and the service provider. NATS Holdings is an independent company and does not receive Government funding.

The Jet Zero Strategy sets a clear goal of net zero aviation emissions by 2050 but recognises that there are multiple pathways to achieving that goal. In the “Jet Zero illustrative scenarios and sensitivities” document published alongside the Jet Zero Strategy four different scenarios assume different levels of sustainable aviation fuel uptake by 2050.

To track progress against targets, the Government has set a CO2 emissions reduction trajectory based on the “high ambition” scenario that sees UK aviation emissions peak in 2019. Provisional estimates for 2022 UK international aviation greenhouse gas emissions show that they are 29% below 2019 levels. Progress will be monitored against the emissions reduction trajectory on an annual basis from 2025 and the overall strategic approach reviewed every five years.

The Government is introducing an ambitious set of policies to support the growth of the UK Sustainble Aviation Fuel sector and meet Jet Zero targets. Emissions savings are being secured through a mandate, which will be introduced from 2025 and will require at least 10% of UK aviation fuel to be derived from sustainable sources by 2030. In the 2023 consultation, the trajectories for sustainable aviation fuel uptake from 2025 to 2040 demonstrated how these trajectories align with the 2050 scenarios and ambition set out in the Jet Zero Strategy.

The Government is also kick starting a domestic sustainable aviation fuel industry through £165 million funding from the Advanced Fuels Fund to support first of a kind plants to reach commercial scale. The UK does not currently have any large scale dedicated production facilities, but this funding will help to deliver the commitment to have at least five commercial SAF plants under construction in the UK by 2025. The Government has also recently committed to design and implement a revenue certainty mechanism to further support the development of a UK industry. The government has published a delivery plan, outlining how such a scheme can be delivered by 2026.

In July 2022, the Government published the Jet Zero Strategy, setting out our approach to achieving net zero aviation by 2050.

The Strategy set out an emissions reduction trajectory and committed to the ‘high ambition’ scenario, which included an average annual fuel efficiency improvement of 2% per annum between 2025 and 2050. Whilst the average annual improvement figure is 2%, we expect the pace of progress to vary by year depending on technological development and adoption.

The Government is supporting the development of new low and zero-carbon emission aircraft technology through the Aerospace Technology Institute with £685m of funding over three years. The Government published a Call for Evidence for airport operations in England to be zero emission by 2040 in February 2023, and is supporting airspace modernisation by providing £9.2m of funding between 2020-2023.

In July 2023 we published the Jet Zero Strategy One Year On document which sets out the progress and achievements since July 2022 and the key challenges ahead in meeting Jet Zero. We have committed to reviewing progress against our emissions reduction trajectory annually from 2025 and to with a full review of the Strategy every 5 years.

Officials and the Rail Minister have discussed this with the freight operating companies who are closely monitoring the situation and will review when electricity prices come down. The decision about which locomotives to use for freight trains is a commercial decision for each individual freight operating company. The Government cannot intervene in such decisions but we continue to work closely to help incentivise the freight industry to meet our net zero targets.

Train operators manage their own vacancies, staffing levels and recruitment processes in line with their annual business plans and are expected to deliver their contractual obligations as good and efficient operators.

One of the Driver and Vehicle Standards Agency’s priorities, as outlined in its strategic plan, is to improve motorcyclist and instructor training, which includes compulsory basic training (CBT).

The newly formed motorcycle strategic focus group is working closely with industry stakeholders to consider how to improve the safety of those involved in the rider gig economy, coupled with changes to motorcycle training and testing to ensure riders have the skills and knowledge they need for a lifetime of safe and sustainable journeys.

Any changes to the training and licencing regime, including CBT, will form part of a wider package of reforms when parliamentary time allows.

If passengers wish to raise views, they can send a letter to both passenger bodies – London TravelWatch or Transport Focus – using the same freepost address: RTEH-XAGE-BYKZ, PO Box 5594, Southend on Sea, SS1 9PZ. Train operators have also made information relating to their consultations available on their websites.

Under the Ticketing and Settlement Agreement process, train operating companies are required to put notices at stations advising passengers of any proposals. We would expect train operating companies to make sure their consultations are accessible. To propose any changes to the opening hours of a station ticket office, or propose its closure, train operating companies must follow the longstanding process set out in the Ticketing and Settlement Agreement.

Bus Retrofit technology has been supported through a range of schemes since 2013, including a series of pilot schemes over 2013-2015 which considered a range of technologies including Selective Catalytic Reduction. Government has funded the retrofit of around 6,000 buses across England.

The Department does not hold funding information in the form requested. Government has provided £64 million via the 2017-2019 Clean Bus Technology Fund and further funding has been provided for specific retrofit initiatives under the NO2 Programme (2017-present).

The Government has paused the roll out of Selective Catalytic Reduction (SCR) bus retrofit technology, following research by the Scottish Government and internal monitoring.

The Department are conducting a short, focused investigation into the performance of this technology. The results of this work will inform any final conclusions.

The Department is transparent on cost pressures and publishes six-monthly parliamentary reports on HS2, providing progress updates on the programme. It will take some time to fully understand the impact of the 9 March announcement on HS2 and we are using this time to invest in more mature designs and delivery approaches with a view to ensuring the programme is delivered in the most cost-effective way and protecting the Government’s commitment to delivering HS2 from Euston to Manchester.

The Government engages regularly with the international rail sector to discuss a range of issues, including freight traffic flows and proposals to operate additional rail freight services through the Channel Tunnel. It is ultimately a commercial decision for rail freight operators as to whether to facilitate new services, but the Government is open to engaging with industry-led proposals to support opportunities for rail freight and potential new operators where there is a commercial proposition.

With respect to gauge enhancement, the Government is engaging with Network Rail on their developing proposals on Kent routes (including the Dollands Moor to Wembley route) to support Channel Tunnel traffic, and we await further details on this, including potential benefits and delivery mechanisms. Any investment decision will be subject to the usual business case process to ensure value for money.

The Government engages regularly with the international rail sector to discuss a range of issues, including freight traffic flows and proposals to operate additional rail freight services through the Channel Tunnel. It is ultimately a commercial decision for rail freight operators as to whether to facilitate new services, but the Government is open to engaging with industry-led proposals to support opportunities for rail freight and potential new operators where there is a commercial proposition.

With respect to gauge enhancement, the Government is engaging with Network Rail on their developing proposals on Kent routes (including the Dollands Moor to Wembley route) to support Channel Tunnel traffic, and we await further details on this, including potential benefits and delivery mechanisms. Any investment decision will be subject to the usual business case process to ensure value for money.

The legislative reforms outlined in the Government response to the Aviation Consumer Policy Reform Consultation will be taken forward when parliamentary time allows. In the meantime, the Department will work with the industry and associated stakeholders to drive forward improvements for aviation consumers.

In relation to Alternative Dispute Resolution (ADR), this will include exploring ways to improve the ADR process, and keeping under review whether the current ADR model works best for the aviation industry, or whether an alternative, such as a single ombudsman, would be more effective.

The High Speed platforms at Old Oak Common Station have been designed to enable level boarding. Passengers using the conventional rail platforms at the station will join services using several different types of rolling stock and the railway will also be used by important freight services. To ensure the railway can be used by all of these train services and provide maximum availability and resilience for passengers, there needs to be consistent platform heights across the conventional station platforms, which means level boarding will not be available on Great Western Railway and Elizabeth line services. The station is fully compliant with Network Rail standards.

The Department is working hard to help support people with the cost of living. Whilst we have made no particular assessment in this case, we do engage regularly with the insurance industry on a range of topics.

(1) What progress has been made to speed up the delivery of transport infrastructure projects?

The Acceleration Unit was set up in 2020 to focus on unblocking project delivery and identifying ways to speed up the realisation of benefits from the Department for Transport’s infrastructure portfolio. During its time, the Acceleration Unit worked closely with sponsors, delivery bodies, HM Treasury and others to deliver against this agenda, supporting Project Speed and other acceleration opportunities. This has resulted in an increased focus in our delivery bodies and sponsor teams on both project specific barriers, as well as ways of speeding up our overall delivery systems.

The Department has now reorganised the way it delivers the work of the Acceleration Unit to reflect current circumstances and to best meet its needs. This builds on the success of what the Acceleration Unit has achieved and will allow the Department to continue to improve programme delivery.

(2) What progress has been made to implement policy initiatives and programmes in relation to the Government's agenda?

The Department continues to develop and implement policies to deliver the Government's agenda and is working with the Department for Levelling Up, Housing and Communities on planning reforms. On the 23 February this year the Nationally Significant Infrastructure Projects (NSIP) Action Plan was published, which sets out how these reforms will be delivered across government. The reforms will provide greater clarity and certainty to all stakeholders who use the NSIP system, making the NSIP consenting process better, faster, greener, fairer and more resilient, so that it can deliver against government's ambitions for major infrastructure.

(3) publish the total expenditure to date of the Acceleration Unit

The total expenditure of the Acceleration Unit was £1,270,824. This figure includes all costs related to the Unit, such as staff salaries, consultancy support, and business travel and subsistence. The figure represents the total for financial years 20/21 up to and including 23/24. The costs for the Acceleration Unit have been met from existing Civil Service budgets.

The Department is due to receive initial responses from operators regarding the provision of passenger Wi-Fi on trains in the coming weeks. There is no set timeframe for considering the options presented by operators.

Department for Transport officials and Ministers regularly meet Avanti West Coast (AWC) senior management to hold them to account for matters within their control. Since AWC drivers largely ceased volunteering for rest day working in July 2022 the company has made significant progress and reduced Avanti-caused cancellations to 1.4 per cent at the end of May, while running more trains than before July 2022. AWC informed the Department in advance that it anticipated needing to temporarily remove a small number of services in order to ensure reliability for passengers. Reducing services to a level operable without rest day working will reduce the incidence of unpredictable short notice cancellations which are especially disruptive to passengers.

The Government and AWC have taken care to minimise the impact on passengers and to protect the important tourist traffic to North Wales.

Department for Transport officials and Ministers regularly meet Avanti West Coast (AWC) senior management to hold them to account for matters within their control. Since AWC drivers largely ceased volunteering for rest day working in July 2022 the company has made significant progress and reduced Avanti-caused cancellations to 1.4 per cent at the end of May, while running more trains than before July 2022. AWC informed the Department in advance that it anticipated needing to temporarily remove a small number of services in order to ensure reliability for passengers. Reducing services to a level operable without rest day working will reduce the incidence of unpredictable short notice cancellations which are especially disruptive to passengers.

The Government and AWC have taken care to minimise the impact on passengers and to protect the important tourist traffic to North Wales.

Government remains committed to improving rail access to Heathrow airport and our ambition is that any Southern Access to Heathrow scheme is funded and delivered by the private sector. Proposals need to be developed in a way that does not require government funding and secures significant benefits. We continue to discuss options and engage with the promoters as they work to resolve these outstanding issues.

The Government intends to conduct a call for evidence on parts of the Road Traffic Act. Although details are still being worked on, this would be expected to include issues around drink and drug driving, and the offence of failure to stop and report.

The Government holds the view that a response to both calls for evidence should be published together. This will enable a more co-ordinated approach to be taken in addressing many of the issues.

The Department maintains a wide interest in research relating to all elements of transport, including shared mobility solutions. The research paper in question was one of several to inform the International Transport Forum’s report Good to Go? Assessing the Environmental Performance of New Mobility, which policymakers and analysts have considered in detail. The ITF report notes that the carbon emissions of shared mobility solutions are significantly affected by the factors shaping the construction of vehicles and operational practices.

The report also states that significant progress has already been made in increasing the durability of e-scooters, reducing emissions per-kilometre from 122gCO₂ to 106g in a relatively short period of time, with the potential for known techniques to reduce this to as little as 37g.

The Department wrote to its operators on asking for information on the commercial case for passenger Wi-Fi on trains. We expect a response shortly.

On behalf of South-Western Railway, Evo Rail’s installation of superfast 5G is in progress.

The Department has written to its operators asking for information on the commercial case for passenger Wi-Fi on trains. The Department will consider the initial responses from train operators, including any further implications, in due course.

The Department will consider its options as regards passenger Wi-Fi on trains following receipt of initial responses from operators in due course.

The Department for Transport does not hold this information in this format.

The removal of Advance Purchase Tickets on the Day by Northern was a commercial decision made by the operator. Advance tickets are still available for purchase until the day before travel at Northern ticket offices.

Our railways are currently not financially sustainable, and it is unfair to continue asking taxpayers to foot the bill, which is why reform of all aspects of the railways is essential. The Department has requested train operators to set out the commercial case to the Department for retaining Wi-Fi services on their different service groups.

Transport in London is devolved to the Mayor. This includes decisions on fares and ticketing such as his proposal to withdraw Day Travelcards. It is for him to assess the impact his proposal will have on all rail passengers travelling into and within London.

The impact on London’s economy and this proposal to increase public transport costs interacts with his policy to introduce an Ultra Low Emission Zone.

Network Rail is seeking to reduce the time it takes to produce rail timetables to improve the industry's ability to respond more quickly to changes in demand patterns. This would mean that final timetables are published 8 weeks in advance rather than 12 weeks as they are currently required to do. Network Rail has been working with operators to develop systems that would enable provisional timetables to be published earlier to facilitate advance ticket booking.

Plans for this change have not been finalised. The plans would require a change to the Network Licence Conditions for Network Rail. As the regulator, the Office of Rail and Road will be undertaking a formal public consultation which will enable it to take public views into account when making its decision about the licence change.

In February, the Secretary of State set out his vision for a customer-focused, commercially led industry, with the creation of Great British Railways (GBR) as the guiding mind for the sector. Derby was announced as the location for the GBR Headquarters in March. We are working closely with the Great British Railways Transition Team (GBRTT) and the sector and will progress legislation when parliamentary time allows.

Ahead of legislation, many reforms and tangible benefits for rail users can be delivered, including workforce reform, the rollout of Pay-As-You-Go ticketing, simplifying fares, building local partnerships, as well as the publication of the first draft of the Long-Term Strategy for Rail.

The Government has set out its vision to establish the UK as a global leader in the development, production and use of Sustainable Aviation Fuel. This is why it has committed to introducing a Sustainable Aviation Fuel mandate equivalent to at least 10% (around 1.5 billion litres) of jet fuel to be made from sustainable sources by 2030. The Government recently published its second consultation on this mandate, in which it proposes to set targets that increase from 2025 to 2040, providing 15 years of certainty for the industry. In the consultation, the Government is seeking views on a range of trajectories that reach between 17% and 32% by 2040.

The Driver and Vehicle Standards Agency (DVSA) services the industry through the provision of vehicle testing, known as the MOT. To ensure demand is met, and provide flexibility, the DVSA continues to increase the number of testing staff, open new Authorised Test Facilities, and improve its processes and systems.

In 2021, the Department for Transport conducted a review of Heavy Goods Vehicle (HGV) testing. The review, which was published the same year, concluded HGV testing should continue to be delivered as is, which provides independent assurance to ensure vehicles are maintained correctly, and safety is not compromised. There are no current plans to change the way HGVs are tested.

The DVSA estimates that at any time there could be around one in twenty of British HGVs operating on Great Britain’s roads that are operating without a valid MOT. The DVSA takes this matter very seriously, and targets its on-road enforcement towards such vehicles. Any vehicle found not to have a valid MOT is referred to the Traffic Commissioners, who have the powers to take action against the license of the vehicle operator.

The Driver and Vehicle Standards Agency (DVSA) services the industry through the provision of vehicle testing, known as the MOT. To ensure demand is met, and provide flexibility, the DVSA continues to increase the number of testing staff, open new Authorised Test Facilities, and improve its processes and systems.

In 2021, the Department for Transport conducted a review of Heavy Goods Vehicle (HGV) testing. The review, which was published the same year, concluded HGV testing should continue to be delivered as is, which provides independent assurance to ensure vehicles are maintained correctly, and safety is not compromised. There are no current plans to change the way HGVs are tested.

The DVSA estimates that at any time there could be around one in twenty of British HGVs operating on Great Britain’s roads that are operating without a valid MOT. The DVSA takes this matter very seriously, and targets its on-road enforcement towards such vehicles. Any vehicle found not to have a valid MOT is referred to the Traffic Commissioners, who have the powers to take action against the license of the vehicle operator.

The Driver and Vehicle Standards Agency (DVSA) services the industry through the provision of vehicle testing, known as the MOT. To ensure demand is met, and provide flexibility, the DVSA continues to increase the number of testing staff, open new Authorised Test Facilities, and improve its processes and systems.

In 2021, the Department for Transport conducted a review of Heavy Goods Vehicle (HGV) testing. The review, which was published the same year, concluded HGV testing should continue to be delivered as is, which provides independent assurance to ensure vehicles are maintained correctly, and safety is not compromised. There are no current plans to change the way HGVs are tested.

The DVSA estimates that at any time there could be around one in twenty of British HGVs operating on Great Britain’s roads that are operating without a valid MOT. The DVSA takes this matter very seriously, and targets its on-road enforcement towards such vehicles. Any vehicle found not to have a valid MOT is referred to the Traffic Commissioners, who have the powers to take action against the license of the vehicle operator.

The Department is currently in the process of reviewing its stock of Retained EU Law (REUL). The Department will set out its approach to each piece of REUL in due course.

The REUL dashboard was last updated in January and provides a list of REUL identified to that point. Since then, the Department has continued to identify REUL in scope of the Bill and expect this list to continue to evolve.

As set out in the Government’s response to the Independent Review of Net Zero, the Government has published a consultation on the final proposals for the ZEV mandate regulations, to apply from 2024, to support the delivery of the commitments made to phase out the sale of new non-zero emission vehicles.

The Department published the Transport Data Strategy (TDS) on 28 March. Work on the Transport Data Strategy was paused during the Covid Pandemic, as officials working on it were needed for the response work.

The total capital costs incurred by the Department to build the Inland Border Facility at Sevington are £154m. This includes facilities to carry out customs checks and inspections, and includes £70m on the Border Control Post (BCP), which is capable of carrying out biosecurity checks on sanitary and phytosanitary goods (SPS).

Kent County Council has received an additional £9.2m revenue funds related to resource for traffic management, auxiliary operational facility support, temporary facilities, signage and winter services costs this includes c£730,000 for staff costs for their project and contract management services since July 2020.

His Majesty’s Revenue & Customs (HMRC) has been responsible for mobilisation and operational costs from March 2021 onwards. The Department understands that total running costs incurred by HMRC from the 2020-21 financial year to year-to-date are £88m.

The latest safety data shows that, overall, in terms of serious or fatal casualties, smart motorways are the safest roads on the Strategic Road Network. Nonetheless, in January 2022, the Government agreed to take forward all the Transport Select Committee recommendations including pausing all new smart motorway schemes yet to start construction until 5 years of safety and economic data is available. National Highways will only fully open new schemes that have been already in construction when they have successfully completed a number of stages of testing to ensure the scheme is ready to operate safely.

In addition, National Highways has robust and well-rehearsed mitigation measures to deal with different types of operational challenges (including outages). These measures help to ensure the safety of all road users. They include increased traffic officer patrolling and CCTV monitoring on the network.

The Government will regulate to mandate contactless payment for all newly installed faster chargepoints. The regulations will also apply to all existing chargepoints at and over 50kW one year after the legislation comes into effect. The Government intends to lay legislation in the coming months.

The Government will regulate to mandate contactless payment for all newly installed, faster chargepoints. The regulations will also apply to all existing chargepoints at and over 50kW one year after the legislation comes into effect. The Government intends to lay legislation in the coming months.

In addition, the Government intends to mandate payment roaming to enable streamlined payment via mobile phone apps. This will enable consumers to be able to pay to charge across multiple networks using a single app or radio frequency identity (RFID) card.

We have an action plan which sets out how we will respond to the Champions’ recommendations. We are working with partners across industry and Government and are making good progress on delivery. This includes giving consideration to personal safety as part of the forthcoming Local Transport Plan guidance (recommendation 1); identifying opportunities to improve the collection of gender disaggregated data and data on experiences of safety on transport, for example via the National Travel Attitudes Study (recommendation 2); working with Home Office on the ‘Enough’ communications campaign (recommendation 3); reviewing current training across the transport industry (recommendation 4); and engaging with the Home Office on DBS and vetting (recommendation 5).

We expect to report on progress on the 13 recommendations in autumn this year.

In-vehicle technology has the potential to distract the driver from the driving task and the Department is conducting its own independent research into this but welcomes all contributions to help develop understanding in this area. It is however difficult to set measurable criteria to define whether a particular function is distracting and so the Department has supported initiatives to establish guiding principles which, when applied during the development of a product, should lead to a design that can be safely used within a vehicle.

The Government is continuing to plan and discuss with the Civil Aviation Authority how to address the requirements of the Retained EU Law (Revocation and Reform) Bill and ensure a coordinated and seamless transfer to a new legislative framework.

The powers provided by section 60 of the Civil Aviation Act 1982, the revoke and restatement powers contained in the Bill, combined with the power to extend the sunsetting date for Retained EU Legislation to 2026, will allow us to maintain a comprehensive set of aviation regulations.

The Government is committed to engaging with stakeholders to ensure policy decisions are well-informed and result in benefits for both citizens and business.

The Government has some of the most ambitious targets in the world to decarbonise the UK’s transport system, targets which are monitored and enforced by the Climate Change Committee. However, these are compatible with various levels of car use, and so there is no specific target to reduce car use.

No assessment has been made as regulations already provide for motorway signs to show location and distance to motorway service areas with electric vehicle recharging points.

The Department for Transport has already invested £1.2m in the development of a National Parking Platform (NPP). The platform will digitise parking services and allow road users to choose one app of their choice wherever there is pay-by-phone parking. The funding has delivered user research and a prototype platform as part of a pilot led by Manchester City Council. Building on this research, the Department is working with the parking sector to establish governance and funding options for delivering the full production platform.

The user-research demonstrated the benefits that a publicly-owned platform capable of managing standardised data exchange across local authority parking operations would provide. The platform would enable any local authority to contract directly with all service providers via the NPP and thus remove the need for several hundred local authority parking contracts and the burden of local procurement. The platform would enable collection of digital payments facilitating both digitised methods of operation, including automated payments, and improved data on the parking market.

The Department and the British Parking Association (BPA), the parking trade body, have already undertaken significant engagement both with local authorities and service providers. Further engagement plans are being developed and will include the Department communicating the benefits of the parking platform to every local authority.

The Central Digital and Data Office (CDDO) reassessment of the platform’s alpha stage was held on the 10 March 2022 and the requirement was met. The report was published on the CDDO website on 23 March 2022.

The Department for Transport has already invested £1.2m in the development of a National Parking Platform (NPP). The platform will digitise parking services and allow road users to choose one app of their choice wherever there is pay-by-phone parking. The funding has delivered user research and a prototype platform as part of a pilot led by Manchester City Council. Building on this research, the Department is working with the parking sector to establish governance and funding options for delivering the full production platform.

The user-research demonstrated the benefits that a publicly-owned platform capable of managing standardised data exchange across local authority parking operations would provide. The platform would enable any local authority to contract directly with all service providers via the NPP and thus remove the need for several hundred local authority parking contracts and the burden of local procurement. The platform would enable collection of digital payments facilitating both digitised methods of operation, including automated payments, and improved data on the parking market.

The Department and the British Parking Association (BPA), the parking trade body, have already undertaken significant engagement both with local authorities and service providers. Further engagement plans are being developed and will include the Department communicating the benefits of the parking platform to every local authority.

The Central Digital and Data Office (CDDO) reassessment of the platform’s alpha stage was held on the 10 March 2022 and the requirement was met. The report was published on the CDDO website on 23 March 2022.

The Department for Transport has already invested £1.2m in the development of a National Parking Platform (NPP). The platform will digitise parking services and allow road users to choose one app of their choice wherever there is pay-by-phone parking. The funding has delivered user research and a prototype platform as part of a pilot led by Manchester City Council. Building on this research, the Department is working with the parking sector to establish governance and funding options for delivering the full production platform.

The user-research demonstrated the benefits that a publicly-owned platform capable of managing standardised data exchange across local authority parking operations would provide. The platform would enable any local authority to contract directly with all service providers via the NPP and thus remove the need for several hundred local authority parking contracts and the burden of local procurement. The platform would enable collection of digital payments facilitating both digitised methods of operation, including automated payments, and improved data on the parking market.

The Department and the British Parking Association (BPA), the parking trade body, have already undertaken significant engagement both with local authorities and service providers. Further engagement plans are being developed and will include the Department communicating the benefits of the parking platform to every local authority.

The Central Digital and Data Office (CDDO) reassessment of the platform’s alpha stage was held on the 10 March 2022 and the requirement was met. The report was published on the CDDO website on 23 March 2022.

The Government has no current plans to require electric vehicle charging to be integrated into parking payments. However, the Government will be laying regulations early this year designed to make the consumer experience of chargepoints simple and seamless. The regulations will mandate a pricing metric, to ensure pricing transparency, in addition to simplified payment methods, including contactless and payment roaming.

To ensure that lack of off-street parking is not a barrier to owning a plug-in vehicle, the Government is supporting chargepoint provision through its Local Electric Vehicle Infrastructure Fund and On-Street Residential Chargepoint Scheme, which both provide funding to local authorities to extend charging infrastructure for their residents.

The Government has made clear that we want to simplify the current mass of complicated fares and tickets, whilst protecting affordable turn up and go tickets and season tickets. We have already made progress on fares reforms, for example introducing flexible season tickets last year and introducing a trial of single leg pricing on LNER and are also working with stakeholders and local authorities on proposals for Pay-As-You-Go in urban areas.

Chiltern was the final operator to introduce Delay Repay in May 2022.

We recognise that the cancellation figures published by the Office of Rail and Road only provide a view of those made after 22:00 the night before. We are therefore looking at ways of compiling and presenting information that provides a fuller picture of the situation so that passengers and the public can see how the service delivered varies against the service specified, recognising that there are a range of legitimate business reasons for this. I can however assure you that all cancellations are taken into consideration when holding operators to account.

Rail contracts place obligations and performance payment incentives on train operating companies (TOCs) to monitor and deter ticketless travel.

TOC ticketless travel performance has been evaluated to date as part of the Financial Performance scorecard evaluation. The new National Rail Contracts enable ticketless travel targets to be agreed with TOCs and their performance against these will determine the performance-based fee they earn for revenue protection activity.

TOCs are expected to rigorously undertake ticket checks at gate lines and on train including issuing Penalty Fares and prosecuting fare evaders where appropriate. TOCs are required to undertake ticketless travel surveys to help identify areas where they need to take action. TOCs are also required through their annual Business Plan process to take forward initiatives to tackle ticketless travel.

The UK zero emission vehicle (ZEV) mandate will set targets requiring a percentage of manufacturers’ new car and van sales to be zero emission each year from 2024. The technical consultation on the design of this ZEV mandate and proposed trajectories closed in June 2022. The Department is now analysing consultation responses, and will bring forward the Government’s response, and a full regulatory proposal, in due course.

The Government has no plans to introduce a zero-interest loan scheme for electric vehicle (EV) drivers. In many cases, EVs continue to benefit from significant savings on the cost of fuel. Charging a medium-sized electric car at home at rates equivalent to the electricity price cap from 1 October equates to around half the cost of filling up an equivalent petrol vehicle. In addition, EVs generally cost less to maintain due to fewer moving parts than their petrol or diesel equivalents.

Brent Cross Flyover is the responsibility of Transport for London (TfL). TfL will need to submit a business case to the Department if they would like this scheme to be considered under the Major Route Network programme which will be considered in the usual way

We are committed to the creation of a guiding mind to bring the rail industry together to take decisions that are best for customers and taxpayers.

Whilst we will not be taking forward primary legislation on rail reform in this session, we are committed to introducing such legislation when parliamentary time allows.

We will shortly announce the town or city which will host the Headquarters of Great British Railways.

In September, the Government selected 31 Major Road Network (MRN) infrastructure projects to be accelerated, which include the Brent Cross scheme, which is a programme of infrastructure projects including upgrades to flyovers and bridges. The Department is working closely with TfL in order to help accelerate the projects that TfL puts forward as part of the business case process for the Brent Cross scheme.

The case for East West Rail between Bletchley and Cambridge is currently under review.

The Government will be providing an update on both the cost and business case in due course.

The DfT notes the red assessment provided by the IPA. The project is in the concept and design phase. Work continues to refine delivery strategies and the scope, which is normal for a large and complex project.

The technical consultation on the design of the ZEV mandate, setting out initial ZEV target trajectories of 22% for cars, and 8% for vans, closed on 10 June. We are now analysing consultation responses, and will bring forward the Government’s response, and a full regulatory proposal, in due course

The Transpennine Route Upgrade (TRU) is a major and complex rail project. Ministerial priorities outlined in the Integrated Rail Plan means TRU will now provide further benefits to rail users on the main corridor across the Pennines. Full electrification, digital signaling, reduction of journey times and better access at stations will lead to an improved experience for passengers and freight users. The department, working with stakeholders regularly assess any risks to schedule and increase in costs and will continue to do so throughout the development of the programme to ensure that public money is spent effectively.

The forthcoming Rail Network Enhancements Pipeline (RNEP) update has been delayed to take account of the way the pandemic changed the way our railways are used. We need to ensure that the projects that we take forward reflect this changed shape of rail demand whilst remaining affordable. The Spending Review set out funding that allows us to continue to invest at record levels. It is important that we are able to provide as much clarity and certainty as possible and the forthcoming RNEP update will do this.

The Government is working hard to ensure that Ukrainians escaping conflict are received in a professional and compassionate manner. Since mid-March, all Ukrainians entering the UK with the appropriate visa can travel on public transport, from their port of entry to their end destination, at no cost where travel occurs within 48 hours of arrival. This offer includes many bus and coach operators.

The introduction of digital signalling, as part of the East Coast Digital Programme, will increase rail system capability. This can either be used to increase performance or capacity. The priority for the East Coast Digital Programme, and therefore the central economic analysis in the Full Business Case, has assumed that the benefits offered by this increased system capability are captured as performance improvements, including reduction in passenger delays by improving the reliability of infrastructure and improved punctuality of trains which delivers additional revenue from an increase in passenger numbers.

The success of the East Coast Digital Programme is dependent on collaborative business change across a number of organisations, known as industry partners. Alongside my Department and Network Rail, these include passenger and freight train operators and suppliers.

The 3 Lines of Defence approach is the formal Network Rail Cost Estimate Assurance process. The 1st line is led by business operations which perform the day to day activity. At this stage proposed costs are assessed to ensure they capture all relevant scope and risk as well as being sufficiently evidenced. The 2nd line is provided by other functions in the business to provide a strategic overview of costs and to ensure work has been undertaken diligently. The 3rd line is independent assurance, which for the East Coast Digital Programme Full Business Case was provided by Turner and Townsend. In addition to this assurance, the Department’s Centre of Excellence and the Infrastructure Projects Authority have both independently reviewed the Programme, prior to approval of the Full Business Case.

The Freedom of Information (FoI) Act request submitted by Mr Bickerdike was dealt with by National Highways and deemed to be of a vexatious nature under the terms of the FoI Act and Information Commissioner’s Office (ICO) guidance. National Highways has therefore refused to respond to further FoI requests regarding infilling from Mr Bickerdike.

An internal review of this refusal was requested by Mr Bickerdike and this was completed and issued by National Highways. The internal review has to be sent to the address that requested it, in this case Mr Bickerdike has made his requests via the ‘What Do They Know’ website which is a public forum accessible by anyone. National Highways therefore provided the response to the email address requested and this resulted in it being accessible to the public at large. As explained in the replies from National Highways, Mr Bickerdike can also refer the complaint to the Information Commissioner's Office for a decision.

The Government has no current plan to legislate to incorporate the World Health Organisation (WHO) Environmental Noise Guidelines into UK law.

Following the 2018 publication of the WHO Environmental Noise Guidelines, the Government convened the DEFRA-led Interdepartmental Group on Costs and Benefits Noise Subject Group. This group continues to review the evidence underpinning the WHO’s guidelines, together with more recent evidence and it will consider whether there are any necessary updates to relevant government guidance.

The Government has decided to allow e-scooter trials to be extended from November 2022 to 31 May 2024. The extension will be restricted to existing trial areas only and will allow us to gather further evidence where gaps are identified, building on the findings of the current evaluation. The move towards a new regime means that the trials continue to have significant value, as well as providing a practical example of how better regulation can encourage responsible use.

Evidence we are gathering through these trials and other data sources is helping us to understand the safety and wider impacts of e-scooters. We intend to publish the findings from the current national evaluation later this year.

We are actively considering the options for pavement parking policy and will publish the formal consultation response and announce next steps as soon as possible. The formal consultation response will be available to view on the Gov.uk website.

The Department agrees that it is essential that buses should have accessible onboard information to help all passengers to travel with confidence. Since the 2018 consultation the Department has worked with industry specialists to determine the most appropriate way forward, and to ensure that the proposed Regulations take full account of the way local services are provided in England, Scotland and Wales.

In June 2020 we made regulations to allow e-scooters to be used in trial areas and issued guidance to local authorities and e-scooter operators. The guidance did not define the term green and it was up to local authorities to determine the focus of the trials in their areas. E-scooters are lighter, slower and more energy efficient than petrol/diesel powered vehicles, so have the potential to reduce transport emissions and improve air quality. As part of our evaluation of the trials, we have been gathering information to allow an assessment of the environmental impacts of the trials. We aim to publish the evaluation findings later this year.

An independent committee led by the chairs of Go-Ahead Group and Keolis appointed external lawyers and accountants to conduct an investigation. The Department had input into the scope of the investigation, which was developed on an iterative basis. In addition to taking account of the independent committee’s investigation, the Department raised questions of LSER and of key individuals at LSER, its owning groups and GTR - and also required the provision of documents and information. The Department has drawn its own conclusions from all these materials, in particular the contemporaneous underlying evidence and has set out its rationale for imposing a penalty in the publicly available penalty notice.

The Department commissioned an external financial adviser to undertake a review into payments between the Department and a sample of TOCs, and those TOCs and their affiliates. This review is considering inter alia whether money has flowed correctly and whether those payments have been correctly accounted for. This work continues to progress.

Estimates of delay minutes to train operating companies by responsibility and cause, are produced on a periodic basis (every four weeks) by the Office of Rail and Road (ORR). This data is available from ORR’s Table 3184, “Delay minutes by operator and cause (periodic)” and can be accessed from the ORR’s data portal.

Work has already started on the programme following an initial investment of £350m at the OBC stage in 2020. This has been primarily used to design and retrofit digital technology onto rolling stock. Infrastructure work has also commenced on the Northern City Line a branch of the ECML running from Moorgate to Finsbury Park which is acting as a test bed for the rest of the line. This first area will have signals away and entry into service in the mid-2020s. Following the further investment announced by the government of £950m for the programme, infrastructure works, business change activities for operators as well as fitment of this technology to locomotives will accelerate. Final signals away for the rest of the mainline covered by this investment is in the early 2030s.

In developing the business case for the programme, cost estimates were developed bottom-up, using pricing information supplied by industry partners. These estimates were then scrutinised by Network Rail using the 3 Lines of Defence approach, which includes independent analysis. The result of this analysis shows that over a 60-year appraisal period the programme will deliver “high value-for-money” over its lifetime.

The Department for Transport has in place a national monitoring and evaluation programme for the e-scooter trials. This programme is drawing from range of data, including surveys with rental e-scooter users.

As part of the user surveys, we have collected evidence on whether users own or have regular use of other types of vehicle, including car. This information has been collected from user survey respondents specifically. We have also collected evidence on mode shift to rental e-scooters from other forms of transport, including car. The findings report from this evaluation is due to be published later this year.

Great Musgrave bridge forms part of the Historical Railways Estate (HRE) and is managed on behalf of the Department by National Highways.

The high level estimations provided in August 2021 by National Highways for the removal of the infill at Great Musgrave bridge were based on the assumption that the removal would occur at the same time as works to reinstate a railway. In this scenario, contractors would already be on site, with all associated plant, machinery, welfare and safety and traffic management in place. If removal were to occur without contractors being in place for railway reinstatement, then the costs of all associated plant, machinery, welfare and safety and traffic management need to be added to the sum. Based on it being a one-off operation, in October 2021 estimates were shared with the HRE Stakeholder Advisory Forum that advised that the costs of removing the infill would be in the region of £80,000 to £90,000 which includes for the contractor to remove the infill and make good the ground.

The difference between the two estimates relates to whether the work is done in isolation or is incorporated as part of a larger rail reinstatement scheme.

Following the recent planning committee decision on the retrospective application to retain the infill at Great Musgrave, the cost of removing the infill, disposing of it off-site, undertaking repairs and strengthening works and subsequent assessment and examinations over a 60-year period has been estimated to be between £316,000 and £431,000 depending on the strengthening technique that is applied. These costs were discussed with the HRE Stakeholder Advisory Forum in October 2021.

National Highways is working closely with the Eden District Council and Cumbria County Council to understand their aspirations for the structure and to agree appropriate works.

The Kent Resilience Forum (KRF) is responsible for traffic management in Kent. The Department does not hold data on the total cost of policing provided to deal with aspects of recent delays.

The KRF’s traffic management and enforcement plans, including activation of Operation Brock on the M20, were put in place in late March to ensure continued flow of vehicles through Kent to ports whilst also trying to maintain local mobility as much as possible.

We recognise that, despite best intentions, these necessary traffic management plans can adversely impact local businesses, but they are continually kept under review to ensure they are designed and implemented in the most effective way.

The Department does not hold data on the traffic flows and delays affecting motorways within 30 miles of Dover over the last 12 months. The Kent Resilience Forum (KRF) is responsible for traffic management in Kent.

The Department collects and publishes quarterly statistics on traffic at all UK major ports by direction. Data on the flows in and out of Dover for the last four quarters is provided in the table PORT0502 below. The next quarterly statistics will be published in September covering April to June 2022.

Following HMRC’s decision not to build the Inland Border Facility (IBF) at Dover, the site will now revert to Department for Transport (DfT) as the owners of the land. Given the interest in minimising disruption on the strategic and local road network in Kent and at the ports, DfT is currently exploring alternative options for the development of the land including for easing pressure at the border. Any planning applications will depend upon the decisions on alternative use.

DfT will continue to engage with local stakeholders, businesses, residents and MPs to ensure that any development will benefit the local community and economy.

Due to the success of the Plug-in Car Grant and maturity of the plug-in car market, we now need to target our incentives where they have the most impact and deliver the greatest value for money to the taxpayer. The Plug in Car Grant has had significant impacts on building the early electric car market, which is now maturing. Although still important, price is no longer the paramount barrier to adoption of electric cars.

To ensure fairness for customers and dealers, we will honour any orders placed in the two working days prior to the grant change announcements to cover any instances where cars may have been sold but grant applications not yet made on the Government portal. As long as the vehicle was ordered before the grant ended and the dealer correctly submitted the claim for the vehicle to the Office for Zero Emission Vehicles before the grant ended, it will be honoured. The vehicle must be delivered within 12 months of when the claim was submitted to qualify for the grant.

The Plug-in Car Grant was just one way in which government provided support for zero emission vehicles. Generous tax incentives remain in place, including zero road tax, and favourable company car tax rates, which can save drivers over £2,000 a year.

The total value of the plug-in car grant, and all plug-in vehicle grants, over the previous three years is as follows:

NB: ‘All Plug-in Grants’ captures expenditure across cars, taxis, wheelchair accessible vehicles, vans, motorcycles and trucks.

We have been clear since 2018 that the plug-in grants will eventually end and that we keep all grants under review to ensure the best value for taxpayer’s money. Providing even a short notice period ahead of the grant rates in March 2020 led to a very large spike in orders and a larger number of these were subsequently cancelled. A similar spike this time around would not have been affordable within current budgets. Government has a responsibility to manage the grant budget and to deliver value for money for taxpayers and was therefore unable to formally consult with the automotive sector ahead of the grant changes, however we did discuss the process of halting the grant with a number of stakeholders.

While the Government has slowly reduced the grant over time, the sale of electric vehicles has soared.

The Government provides funding to UK local authorities for public electric vehicle charging points via the On Street Residential Chargepoint Scheme (ORCS). The total funding including completed and approved projects in each of the last three financial years is below:

Figures have been provided for the ORCS grant scheme that supports publicly available chargepoints. In addition, the £400 million Charging Infrastructure Investment Fund, which is now part of the new Infrastructure Bank, is a dedicated fund that will accelerate the roll-out of charging infrastructure throughout the UK. Other schemes to fund non-public chargepoints have also been available during this time.

No proposals have yet been made.

Managing the wreck of the SS Richard Montgomery is a priority for the Department. The wreck is under 24-hour surveillance, and we actively monitor its condition through annual surveys. The results are assessed by an expert group and, following their recommendation, we are progressing a project to investigate removal of the vessel’s masts. We will continue to assess the condition of the wreck and consider expert advice in future to ensure any potential risks are minimised.

Within London, transport is devolved to the Mayor of London, including decision-making responsibility about any concessions offered.

Local Transport Authorities outside of London can also choose to introduce further concessions if they choose.

The Department for Transport will be conducting a call for evidence on parts of the Road Traffic Act 1988. It is expected that we will be in a position to publish this in the first half of 2022. While details are still being worked up as to its scope, it is expected that it will include drink and drug driving offences, and the offence of failure to stop and report. There may be an opportunity to highlight other areas of concern.

The Electrically Assisted Pedal Cycles Regulations 1983, amended in 2015, set out the requirements that electric bicycles or e-cycles must satisfy if they are not to be treated as motor vehicles when used on cycle paths and public roads in Great Britain. Electric bikes which do not meet these requirements are treated as motor vehicles, and where this is the case, manufacturers must ensure that their vehicles are type approved; importers and retailers must ensure that type approval has been obtained; riders must hold a licence and wear an approved motorcycle helmet; and the vehicle must be registered, taxed, and insured.

Retailers must not sell high-powered electric bikes which are not type-approved. Those that do so can be subject to prosecution and criminal conviction in court, or can face a civil penalty issued by DVSA of up to £50,000 per offence, as set out in The Motorcycles (Type Approval) Regulations 2018.

The Office for Zero Emission Vehicles has reviewed options for its delivery body and will make its formal appointment after the approval of its Outline Business Case by HMT. This is expected to be within the next 12 months.

The roll out of rapid charging is an opportunity to remove range anxiety for electric vehicle drivers across the roads network. By 2023, we aim to have at least six high -powered, open access chargepoints at motorway service areas in England, with some larger sites having ten to twelve. By 2035, we expect the number to increase to around 6,000 high powered chargers across the network. Government expects the private sector to deliver this wherever possible.

To support our aims and to ensure the private sector can continue to expand the charging network at pace in the 2020s, the Government will invest £950 million in future proofing grid capacity at motorway and major A road service areas to prepare the network for uptake of zero emission cars and vans ahead of need.

Her Majesty’s Government will continue to review the merits of signing the UN Convention on Conditions for the Registration of Ships. However, the intent of the Convention is already enshrined in UK Maritime Law through other legislative instruments and conventions, in particular the Maritime Labour Convention (MLC), 2006, which is in force internationally, which deals with seafarers’ welfare. Neither the UN Convention on Conditions for the Registration of Ships nor the Maritime Labour Convention necessarily protect safeguards for seafarers’ jobs, but the MLC does provide a standard for protecting seafarers’ welfare and fair treatment when employed.

The Government is working with the industry to address skills issues. We are encouraging the sector to make employment more attractive through offering training, careers options and to invest in automation technology.

We are already supporting training through apprenticeships, including the level 2 Supply Chain Warehouse Operative apprenticeship and level 3 Transport and Warehouse Operations Supervisor apprenticeship.

There are currently level 3 apprenticeships for light and heavy vehicle technicians. Apprentices without level 2 English and Maths can apply for level 3 apprenticeships but will need to achieve this level prior to completion of their apprenticeship.

Biodiesel is supported in the UK under the Renewable Transport Fuel Obligation (RTFO) certificate trading scheme. The scheme is subject to regular review and has been successfully supporting a UK biodiesel market for nearly 14 years. In recognition of the carbon reduction and wider environmental benefits, the scheme provides twice the level of reward for biodiesel produced from wastes as compared to biodiesel made from crop feedstocks. Consequently, biodiesel supplied under the RTFO is largely made from waste feedstocks, many of which are sourced in the UK. Biodiesel made from wastes generally delivers higher carbon savings.

The Department publishes statistics on renewable fuels supplied under the RTFO and the origin of feedstocks used to produce them. The latest verified data in the Renewable Fuel Statistics 2020 final report suggests that in 2020 1.62 billion litres of biodiesel was supplied for use in transport the UK, of which 142 million litres was produced from UK-origin feedstocks. In 2020 the most common source of biodiesel from UK feedstocks was used cooking oil, which contributed 50% of the total amount of biodiesel made from UK feedstocks. The UK currently has biodiesel production capacity of 660 million litres per year which equates to approximately 41% of biodiesel supply under the RTFO.

The RTFO scheme does not gather data on whether biodiesel is produced in the UK. According to the Digest of UK Energy Statistics 2021 published by the Department for Business, Energy, and Industrial Strategy, in 2020 the UK produced 558 million litres of biodiesel. In the same statistics in 2020 overall the UK consumed a total of 1,584 million litres of biodiesel.

We recognise many of the arguments made to justify changing the measure of inflation used and continue to keep our policy under review, with a long-term goal of replacing Retail Price Index (RPI), as it is phased out of use.

Any change will need to overcome specific barriers to ensure it is delivered sustainably and will require balancing against the potential impacts on passengers, taxpayers and the railway.

The Government is not aware of any issues with the employment terms and conditions at the Driver and Vehicle Licensing Agency (DVLA) which are in line with the rest of the Civil Service.

The quickest and easiest way to transact with the DVLA is by using its extensive suite of online services. There are no delays in successful online applications and customers should receive their documents within a few days.

However, many people still choose or have to make a paper application and the DVLA receives around 60,000 items of mail every day. The Government understands the impact that delays in processing paper applications can have on the daily lives of individuals and the DVLA is working hard to reduce waiting times. The DVLA has introduced additional online services, recruited more staff, increased overtime working and has opened new customer service centres in Swansea and Birmingham to reduce backlogs and provide future resilience. These measures are having a positive impact and customers should continue to see an improving picture in terms of waiting times for paper applications.

The DVLA also prioritised vocational licence applications to support the Government’s response to the driver shortage, and there have been no delays in straightforward applications for vocational licences, including renewals, since November 2021. The applications are being processed within normal turnaround times of five working days.

There may be additional delays in processing more complex transactions, for example if medical investigations are needed but the large majority of applicants will be able to continue driving while their application is being processed. The latest information on turnaround times for paper driving licence applications can be found here.

The status of OneWeb does not affect the Government’s research and development programme for a potential UK Space Based Augmentation System (SBAS).

The Department for Transport is considering what can be offered to Ukrainian refugees by way of free rail travel, along with other Government initiatives.

The Government is mindful of the critical role public transport plays in our daily lives and it is monitoring closely the impact of fuel prices on the transport network. My Rt Hon Friend the Chancellor recently froze fuel duty for the twelfth successive year in a row.

As requested in the National Bus Strategy, all 79 English Local Transport Authorities outside London have submitted Bus Service Improvement Plans.

Those plans are being assessed against criteria including bus priority measures and targeted fares reductions, as set out in the National Bus Strategy. We will announce details of BSIP indicative funding allocations in due course.

The 1986 United Nations Convention on Conditions for Registration of Ships set international standards for the registration of vessels in a national registry, including references to the genuine link, ownership, management, registration, accountability and the role of the flag State. The Convention was negotiated at the UN Conference on Trade and Development and for the Convention to enter into force it requires 40 signatories whose combined tonnage exceeds 25% of the world total.

As of March 2020, only 15 States had ratified or acceded to the Convention and Her Majesty’s Government sees little prospect of the Convention ever entering into force. Her Majesty’s Government does not consider that this has impacted our maritime security because the intent of the Convention has largely been met by legislative means in the United Kingdom including, but not limited to, The Merchant Shipping Act 1995, Safe Manning Regulations 1992, Ship Registration Regulations 1993, Regulations to implement The Maritime Labour Convention 2006, and Official Log Book requirements 1981.

The Secretary of State for Transport also wrote to all UK ports on 28 Feb 2022 asking them not to provide access to any Russian flagged, registered, owned, controlled, chartered, or operated vessels. Legislation has followed this and Her Majesty’s Government made specific Regulations to impose sanctions on ships with a strong Russian connection in light of the current geopolitical situation.

We have acted swiftly to hold Russia to account for its unprovoked invasion on Ukraine. The Secretary of State for Transport wrote to all UK ports on 28 February 2022 asking them not to provide access to any Russian flagged, registered, owned, controlled, chartered, or operated vessels.

Legislation has followed this and the the UK Government made regulations – THE RUSSIA (SANCTIONS) (EU EXIT) (AMENDMENT) (NO. 4) REGULATIONS 2022 – on 1 March which place into law restrictions on Russian vessels. These measures include a prohibition on the registration of ships on the UK Ship Register where they are owned, controlled, chartered or operated by a designated person or persons connected with Russia, or where they are a specified ship.

The Department for Transport has in place a national monitoring and evaluation programme for the e-scooter trials, which is being carried out by Arup and NatCen. This is a mixed-methods impact evaluation drawing from a wide range of data sources, including a data feed from trial e-scooter operators, survey data with e-scooter users and trial areas residents, and qualitative research with local and national stakeholders.

As part of this evaluation, we are collecting evidence on the purpose of rental e-scooter journeys and mode shift from other forms of transport. A full set of findings from this evaluation will be in the final report due to be published in later in 2022.

The Department for Transport has in place a national monitoring and evaluation programme for the e-scooter trials, which is being carried out by Arup and NatCen. This is a mixed-methods impact evaluation drawing from a wide range of data sources, including a data feed from trial e-scooter operators, survey data with e-scooter users and trial areas residents, and qualitative research with local and national stakeholders.

As part of this evaluation, we are collecting evidence on the purpose of rental e-scooter journeys and mode shift from other forms of transport. A full set of findings from this evaluation will be in the final report due to be published in later in 2022.

Building on the £1.9bn from Spending Review 2020, the Government has committed an additional £620m to support the transition to electric vehicles. This additional funding will support the rollout of charging infrastructure, with a particular focus on local, on-street residential charging, and targeted plug-in vehicle grants. The total funding committed by this government to vehicle grants and infrastructure is £2.5bn.

Our upcoming electric vehicle (EV) Infrastructure Strategy will soon be published, which will set out our vision to create a world-leading charging infrastructure network across the UK. Local authorities have a key role in planning and enabling the delivery of EV chargepoints to meet the needs of their local communities and areas, with particular focus on supporting those who do not have access to off-street parking. We are working closer than ever with local authorities to encourage uptake of central government funding for EV chargepoints and ensure more widespread regional and local action in this space.

The On-Street Residential Chargepoint Scheme is available to all UK local authorities to help provide public chargepoints for their residents. This year, £20 million is available under the scheme to ensure more local authorities and residents can benefit. We will also launch our new Local EV Infrastructure Fund (LEVI). Details of how local EV charging will be supported will be announced in due course.

Our bold and ambitious Transport Decarbonisation Plan sets out how we intend to reduce the UK’s transport emissions and forge a realistic pathway to net-zero by 2050. A key aspect of the plan is setting out the role different technologies like hydrogen fuel cells could play across all areas of transport, including HGVs, buses, rail, shipping and aviation. The Transport Decarbonisation Plan has recently been joined by the (BEIS-led) publication of the UK Hydrogen Strategy, which brings together the UK’s hydrogen story, showcasing activity to-date, and setting out an action plan for the UK’s hydrogen economy moving forward, including in the transport sector.

We are providing over £525 million funding for Zero Emission Buses (ZEBs) this Parliament. The Government announced the first areas to be awarded funding from the Zero Emission Bus Regional Areas (ZEBRA) scheme fast track in October 2021. A second group of local transport authorities will be submitting proposals to secure funding through the standard process of the scheme. Funding will be awarded to successful areas in Spring 2022. £355 million of new funding was made available for ZEBs at the Spending Review. £150 million of this new funding is for 2021-22 and has been allocated to the ZEBRA scheme, bringing the total funding for ZEBRA to £270m. The remaining funding is available over the Spending Review period.

The Government’s approach to the delivery of the ZEBs is technology neutral. Local areas have been able to apply for funding for both battery electric buses and hydrogen fuel cell buses depending on which technology is best suited to their local areas.

As of December 2021, there are fourteen publicly accessible hydrogen refuelling stations across the UK. Future Government support for the deployment of additional hydrogen refuelling infrastructure will be linked to specific research and development programmes, such as our pioneering  zero emission road freight trials that will demonstrate hydrogen fuel cell HGVs on UK roads. Our £23 million Hydrogen for Transport Programme (HTP) is increasing the number of publicly accessible hydrogen refuelling stations.

My Department continues to work closely with the Association of Directors of Environment, Economy, Planning and Transport (ADEPT) and the Confederation of Passenger Transport (CPT) to gather regular information. This allows us to analyse and assess, the current staffing levels and recruitment pipeline in the bus sector; informing the Department about the extent of the shortages across the country. To address the issue, the DVSA have provisioned up to 50,000 more test slots each year enabling more prospective bus drivers to take their tests. Additional measures to boost testing capacity include the ongoing recruitment of new vocational examiners, with additional Defence Driving Examiners from the MOD trained and redeployed to conduct civilian tests with the DVSA.

The Department is committed to encouraging new entrants to the bus driving profession. The Driver and Vehicle Standards Agency (DVSA) is working with the Government to implement a number of measures to significantly boost testing availability. These measures include eliminating tests to tow a trailer; streamlining the process of securing a licence for certain vehicles; and speeding up the heavy goods vehicle driving test itself by removing the off-road manoeuvres element (reversing exercise) and allowing it to be assessed separately by the driver training industry. These changes will create an extra 50,000 tests a year.

The DVSA has also increased test availability by asking all those qualified to conduct vocational tests, but who do not do so as part of their current day job, to return to conducting tests, and conducting out of hours testing where it can and where there is demand. The DVSA is also offering overtime and annual leave buy back to examiners as well as recruiting an additional 40 new vocational examiners across Great Britain.

The Department for Transport has in place a national monitoring and evaluation programme for the e-scooter trials, commissioned to Arup in partnership with NatCen. This is a mixed-methods impact evaluation drawing from a wide range of data sources, including a direct data feed from trial e-scooter operators, survey data with e-scooter users and trial areas residents, and qualitative research with local and national stakeholders. As part of this evaluation, we are collecting evidence on miles travelled on rental e-scooters, as well as mode shift from car and public transport. Findings from the evaluation will be published in the Spring.

From the period from July 2020 to the end of December 2021, over 19.5 million miles have been travelled in total across the rental trials.

The detailed design of the e-scooter trials, including any environmental requirements, are determined by the relevant local authority. Operators are increasingly using e-vehicles and e-cargo bikes to service and maintain their fleets to reduce negative impacts.

The Department for Transport has in place a national monitoring and evaluation programme for the e-scooter trials, commissioned to Arup in partnership with NatCen. As part of this evaluation, we are collecting evidence on mode shift including from car and public transport. Findings from the evaluation will be published later in the year.

The detailed design of the e-scooter trials, including any environmental requirements, are determined by the relevant local authority. Operators are increasingly using e-vehicles and e-cargo bikes to service and maintain their fleets to reduce negative impacts.

The Department for Transport has in place a national monitoring and evaluation programme for the e-scooter trials, commissioned to Arup in partnership with NatCen. As part of this evaluation, we are collecting evidence on mode shift including from car and public transport. Findings from the evaluation will be published later in the year.

The detailed design of the e-scooter trials, including any environmental requirements, are determined by the relevant local authority. Operators are increasingly using e-vehicles and e-cargo bikes to service and maintain their fleets to reduce negative impacts.

The Department for Transport has in place a national monitoring and evaluation programme for the e-scooter trials, commissioned to Arup in partnership with NatCen. As part of this evaluation, we are collecting evidence on mode shift including from car and public transport. Findings from the evaluation will be published later in the year.

The Department takes guidance from the Passenger Demand Forecasting Handbook on the effects of changes to fares on revenues. There are a number of factors which impact revenues, including most notably at the moment the pandemic’s impact on passenger travel.

National Highways website contains a page entitled ‘Our Roads’, which outlines its management of the Strategic Road Network in England, comprising over 4,300 miles of motorways and major A roads. This page outlines that National Highways does not manage all roads in England, and also directs website users to the Transport Scotland and Welsh Government websites.

Roads are a devolved matter, with roads in Scotland being managed by the Scottish Government and roads in Wales managed by the Welsh Government.

The decision to rename Highways England as National Highways was made to ensure the name accurately reflects the organisation as it focuses on delivery of the Government’s plans to maintain and enhance our most important roads, ensuring our road network is safe, reliable and efficient for everyone. The name National Highways helps provide a distinction between local roads, which are the responsibility of local authorities, and the motorways and major A roads which National Highways is responsible for.

National Highways has incurred costs of £56,461 to support the implementation of the name change as of the end of January 2022.

The Government engaged with regional stakeholders, including Leeds City Council and the West Yorkshire Combined Authority, throughout the development of the Integrated Rail Plan (IRP).

The IRP has set out that the Government will look at the best way for HS2 trains to serve Leeds alongside development of the West Yorkshire Mass Transit System.

The Government engaged with regional stakeholders, including Leeds City Council and the West Yorkshire Combined Authority, throughout the development of the IRP.

The Integrated Rail Plan has set out that the Government will look at the best way for HS2 trains to serve Leeds alongside development of the West Yorkshire Mass Transit System.

The Department is considering potential options for the Government owned land at the Dover Whitecliffs site which will not be required for the HMRC IBF infrastructure. No decisions have been made at this time.

The Airfield Advisory Team (AAT) are a team within the Civil Aviation Authority (CAA) and were set up to provide independent non-regulatory advice and support to General Aviation airfields on a range of matters affecting their operations. The team is currently comprised of 2 personnel.

The annual budget for the AAT in Financial Year 21/22 is £375,000. This funding is made available by the DfT under sections 12 and 16 of the Civil Aviation Act 1982, which permits the department to provide the CAA funding for specific activities.

GA Airfields are the critical infrastructure which supports all aviation activity in the UK by developing a skilled workforce, the safety processes to support the entire industry, and can offer the potential as a test bed for new technology before its adoption by the commercial sector.

The GA sector including its airfields contributes around £4bn to the economy and supports around 40,000 jobs, most of which are STEM roles.

The Department does not routinely collect this information. Any information that is held on fords on the local road network will be held by the relevant local authority.

The Conservation of Highways Structures standard applies to listed or designated heritage assets.

Although this standard does not apply to much of the Historical Railways Estate, National Highways does manage the structures in accordance with the best practice principles set out in the standard.

National Highways is conducting heritage assessments on each of the Historical Railways Estate structures.

Management of the Estate is kept under constant review and there is an independent quarterly audit. National Highways undertakes repairs to hundreds of structures every year including works to listed structures. Infilling and demolition is a very small proportion (less than 5%) of the work that it does.

National Highways considers environmental issues, relating to ecology and biodiversity, when considering their asset management approach at any given structure. In many cases, National Highways will incorporate ecological features into the structure as part of the scheme e.g. bat hotels. National Highways removes invasive species and leave piles of clippings from trees and shrubs for use by mammals and reptiles.

National Highways does not award individual contracts as it has overarching framework contracts in place with call off arrangements.

National Highways has not accepted prices on any preparatory works to specifically prepare for infilling activity between 21 September and 25 October .

National Highways has accepted prices to provide access for ecologists to undertake bat surveys at 12 structures and for a site investigation to be undertaken.

The pause has been applied to infill and demolition work. The only works that have occurred since have been to provide access for ecologists to undertake surveys or to remove vegetation.

National Highways removes vegetation for preventative maintenance reasons. This is something that National Highways is doing across the Historical Railways Estate. Undertaking ecological surveys is not preparatory work for infilling or demolition, it is part of the National Highways’ regular routine asset management approach.

Network Rail published its Biodiversity Action Plan in December 2020, committing to achieve biodiversity net gain by 2035, and setting out how it will manage lineside vegetation sustainably for safety, performance, the environment, and its customers and neighbours. Network Rail must balance these objectives to run a safe and reliable rail network whilst also supporting and enhancing lineside biodiversity. In some places it will be necessary to remove trees and other habitats that are not compatible with railway operations, but in other places Network Rail will establish habitats through planting and sustainable management. Following recent surveys and inspections of the estate, Network Rail is developing vegetation and habitat management plans to ensure any necessary vegetation management takes place at the best time of year. Network Rail is also developing a sustainable land use strategic framework which will consider aspects including carbon impacts to support net zero 2050.

Network Rail manages a vast estate, with an estimated six million trees, and approximately 23% woodland coverage, substantially higher than the average woodland coverage across Britain. In 2019, Network Rail pledged £1m to plant trees in communities across England over a four-year period with over 90,000 planted in the first planting season. Network Rail is also working with the Forestry Commission on a feasibility study for tree planting on land neighbouring the railway.

The Government has not cancelled either the Western Leg or Eastern Leg of HS2 Phase 2b. The Integrated Rail Plan sets out that HS2 will be built from Crewe to Manchester, and from the West Midlands to East Midlands Parkway. In addition, £100m has been provided to include work on looking at the best way to take HS2 trains to Leeds The Government will publish an updated Strategic Outline Business Case for Phase 2b Western Leg alongside the deposit of the Western Leg hybrid bill in early 2022.

The core pipeline set out in the Integrated Rail Plan, which includes completing HS2 Phases One and 2a and completing HS2 Phase 2b from Crewe to Manchester, including the link to the West Coast Main Line, will help reduce journey times between England and Scotland. Birmingham and London to Glasgow and Edinburgh could be cut by between 40 and 50 minutes compared to today. In addition, the package of upgrades to the East Coast Main Line will separately improve journey times for services to Edinburgh from London King’s Cross. Journey times could be cut by 25 minutes compared to today depending on stopping patterns. The recent Union Connectivity Review also considered the reduction of rail journey times to Scotland.

The current Road Investment Strategy (RIS2) will invest £24bn in the operation, maintenance, renewal and enhancement of England’s strategic roads between 2020 and 2025 to secure safer and more reliable journeys that impact more positively on communities and places.

The Department published its Transport Decarbonisation Plan in July 2021, setting transport on the path to net zero by 2050. National Highways supports this through its own Net Zero Highways Plan which sets out how it will achieve net zero for its own operations by 2030, for road maintenance and construction by 2040, and net zero carbon travel on our roads by 2050.

A net zero Britain will still travel by road in 2050, motorways and trunk roads will continue to carry the majority of long-distance traffic, and investment in Britain’s roads supports a thriving future net zero economy.

The Department takes guidance from the Passenger Demand Forecasting Handbook on the effects of changes to fares on rail demand.

While fares changes do impact total passenger numbers, there are also a number of other elements involved, including most notably at the moment the pandemic’s impact on passenger travel.

Rail reform will deliver significant efficiency savings for government and the taxpayer in the long term. Benefits for passengers include:

• Improved services with tough new contracts focused on getting the trains running punctually and reliably;
• Improved ticketing options, providing commuters with significant savings;
• Modern digital payment methods; and
• Improved accessibility getting around stations and on and off trains.

The rail reform programme is expected to generate savings of approximately £1.5bn per year, five years post implementation. This is equivalent to 15% of the network’s pre-pandemic income.

The rail regulator, the Office of Rail and Road (the ORR), ensures that Network Rail’s plans include challenging but deliverable efficiency targets. This is a central part of securing Network Rail’s funding through the Periodic Review process for each Control Period.

The ORR continuously monitors Network Rail’s delivery of efficiencies against its efficiency plans throughout each Control Period and publishes an annual assessment of Network Rail’s efficiency and financial performance, the most recent of which was published in July 2021 and can be found on the ORR’s website.

Rail was heavily impacted by the COVID-19 pandemic. However, in November 2021, rail journey numbers had recovered to approximately 70% levels of an equivalent day in the previous year.

The Department publish National Statistics on rail journeys by purpose (including commuting, business, and leisure) in the National Travel Survey. The latest data is for calendar year 2020 and show a fall in the proportion of all journeys which are for commuting (summarised in the table below). The data shows that commuting traffic has been slower to recover than leisure demand.

Transport Focus publishes results of a survey which includes breakdowns of rail journeys by purpose throughout 2021. This survey estimates that throughout November 2021, the proportion of rail journeys that are for commuting are approximately one-third. It should be noted that the sample-size is relatively small at circa 480 per week.

The government is working with the rail industry to develop a number of recovery initiatives, focused on restoring passenger confidence in travelling by rail including for commuting journeys. Including introducing flexible season tickets across England this year, tickets launched on the 21 June and became available for use on the 28 June. This is a national product, priced to provide better value and convenience for commuters travelling two to three days a week.

During the pandemic £14bn of financial support has been provided to the rail sector, while £1.5bn in emergency funding was provided to bus operators and Local Transport Authorities through the Coronavirus Bus Service Support Grant (CBSSG), which was in operation between March 2020 and August 2021. CBSSG helped ensure services remained available for those who needed them most.

We also acknowledge the need to respond to new ways of working post-pandemic. That’s why we have introduced flexible season tickets across the rail network in England this year. This is a national product, priced to provide better value and convenience for commuters travelling two to three days a week. We are working with the rail industry to develop a number of recovery initiatives, focused on restoring passenger confidence in travelling by rail.

Whilst a significant proportion of bus passengers have returned after restrictions were lifted, recognising the financial challenges faced by the sector during this transitional period, the government is providing an additional £226.5m in funding to the sector through the Bus Recovery Grant. This will help operators to continue to run a high level of service, maintain networks and attract passengers back on board.

During this parliament the Government will invest £1.2 billion of new funding to deliver improvements in bus services, fares and infrastructure in England outside London, and £525 million to deliver zero-emission buses (of which £355 million is new funding announced at the Spending Review). This is part of over £3 billion of new spend on buses over this Parliament, which represents a doubling of dedicated bus funding over this spending review period compared to Spending Review 2015.

The Government provides an annual £43 million directly to Local Authorities through the Bus Service Operators Grant (BSOG) so that they can subsidise socially necessary bus services. In addition, over £200 million of BSOG is provided directly to commercial bus operators to support bus services.

Following the announcement of a review of driving offences and penalties in 2014, the Government conducted a review of driving offences that focused on the most serious offences that involve death or injury. The results of this review are being brought forward as part of the Police, Crime, Sentencing and Courts Bill.

In addition, and as part of the Government keeping the law under regular review consideration is being given to a call for evidence on part of the Road Traffic Act. The Government is not able to provide further details at this stage because they are still being worked on.

No decision has yet been taken as to when the pause to infilling work on the Historical Railways Estate might end. As advised previously, National Highways is reviewing its programme of works and seeking additional input through its ‘Stakeholder Advisory Forum’ which comprises key stakeholders, with an interest in historical railways and active travel. This body will review all future National Highways major works proposals, ensuring future schemes take account of stakeholder feedback and opportunities to repurpose and re-use structures.

No financial penalties will be incurred by National Highways if the infilling of Barcombe Bridge does not proceed.

The procurement activity for works to Barcombe Bridge commenced on 5 May 2021, before the pause was in place. National Highways took the decision to continue with the process as it was already underway and this would be more cost effective, and represent better value for money, than having to repeat the process at a later date, if required. National Highways have stated to the contractor that no work should be taken forward until further instructions are issued.

Electric vehicle (EV) drivers will require a variety of a range of public charging locations and speeds of charging to meet their needs. The vast majority of EV drivers choose to charge their cars at home, overnight or increasingly at the workplace. For those without off-street parking, slower on-street chargepoints may work for them, or faster charging when they do their weekly shop, for example. Rapid and ultra-rapid charging is particularly important for those making longer journeys.

The UK is a global front-runner in supporting provision of EV charging infrastructure. The rate at which rapid chargepoints are being installed has been consistently increasing, from October 2020 to September 2021 the number of rapids in the UK increased by almost 40%.

The Government will provide over £1.3 billion to accelerate the roll out of charging infrastructure, targeting support on ultra-rapid rapid chargepoints on motorways and major A roads to dash any anxiety around long journeys, and installing more on-street chargepoints near homes and workplaces to make charging as easy as refuelling a petrol or diesel car.

We have set targets for en-route ultra-rapid charging on the Strategic Road Network, to ensure there are enough chargepoints to enable long distance journeys and committed a £950 million Rapid Charging Fund to future proof grid capacity at motorway service areas (MSAs) and major A road service areas to prepare the network for 100% uptake of zero emission cars and vans ahead of need:

• By 2023, we aim to have at least 6 high powered, open access chargepoints (150-350 kilowatt capable) at each MSA in England.
• By 2030, we are planning for there to be around 2,500 high powered chargepoints across England’s motorways and major A roads.
• By 2035, we expect the number to increase to around 6,000 high powered chargers across the network.

Our £20 million per year on-street residential charging scheme is providing much needed slower charging options near people’s homes, including for those charging overnight. In addition, our new Local EV Infrastructure Fund which will launch next year will facilitate the rollout of larger scale chargepoint infrastructure projects across England for local areas, including local rapid hubs.

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.

There are no plans to initiate an independent inquiry into these matters. The owners of private aircraft are not permitted to undertake operations for hire and reward. Commercial air transport operations must be operated by the holder of an Operating Licence and Air Operator Certificate (AOC). All UK AOC holders are overseen by the Civil Aviation Authority and are subject to appropriate high-level safety rules and ongoing monitoring.

There is only one Historical Railways Estate structure, Barcombe Bridge, where the contract/price acceptance was undertaken since the infilling and demolition programme was paused on 23 July 2021. The procurement process for minor works to this structure commenced on 5 May. Although a price of £175,838.79 was accepted on 12 August the acceptance letter clearly states that all infill activity has been paused and no works should commence until National Highways have been given confirmation to do so.

The acceptance letter also makes clear that works should not commence until the site has been checked by the ecologist and that National Highways will not pay for any works unless it has been specifically authorised in writing.

Ecological impacts and environmental considerations are taken into account as part of the planning process and National Highways continue to conduct their own ecological assessments and also ensure Natural England (and devolved partners) are involved as necessary. As a matter of course, for all major works proposals National Highways already conduct the following:

• A desktop review of the area (looking for SACs, SSSIs, conservation areas and published sightings of protected species).
• Site visit by an ecologist, including a Preliminary Ecological Assessment, where they review the structure and surrounding area to identify possible mammals, reptiles & amphibians as well as protected plant species, birds nesting & invasive species. If anything is discovered additional surveys are undertaken, and, if necessary, applications for the relevant licences are submitted.

The Stakeholder Advisory Forum includes a range of stakeholders with an interest in the Historical Railways Estate with membership kept under review as stated in its Terms of Reference.

Neither Amco Giffen nor any other supplier has been contracted to infill Barcombe Bridge on 12 August 2021 or on any other date. All infill works to Barcombe Bridge have been paused since July 2021.

The Department is running trials of rental e-scooters to assess their safety and wider impacts. Rental operators do not permit their e-scooters to be carried on public transport.

While trials are running, privately-owned e-scooters will remain illegal to use on the road, cycle lanes or pavements. They can be used on private property, with the landowner’s permission. It is for public transport operators to determine their own terms and conditions of carriage.

We are currently in negotiations for a new National Rail Contract on the Chiltern route which, if successful, will include plans for improving the environmental impact of stations and trains, including at Marylebone station.

A hybrid trial is currently underway to determine whether this is a feasible option for more environmentally friendly rolling stock on this route. Additionally, we are exploring options for procuring greener rolling stock on the route, and the environmental impact is an important factor in this process.

National Highways (formerly known as Highways England) have paused all plans to infill Barcombe Bridge. Future proposals for the structure will be considered in line with the highways authority (East Sussex County Council) and the local authority (Lewes District Council) taking into account any potential future use proposals.

All infilling work on the Historical Railways Estate, including Barcombe Bridge, has been paused. National Highways is reviewing its programme of works and seeking additional input through its newly created ‘Stakeholder Advisory Forum’ which comprises key stakeholders, with an interest in historical railways and active travel. This body will review all future National Highways maintenance proposals, ensuring future schemes take account of stakeholder feedback and opportunities to repurpose and re-use structures.

The Secretary of State announced on 22 July 2021 that a review of the National Networks NPS would be completed no later than Spring 2023. This is the time required to complete the entire review process including the review of the NPS itself and, should any amendments to the NPS be proposed, a public consultation on the revised NPS, and its designation by Parliament.

This review will include a thorough examination of the modelling and forecasts that support the statement of need for development and the environmental, safety, resilience and local community considerations that planning decisions must consider. This review will ensure it remains fit for purpose in supporting the Government’s commitments for appropriate development of infrastructure for road, rail, and strategic rail freight interchanges.

Twenty schemes are due to start work between now and spring 2023, with 13 of them requiring development consent orders.

The Planning Act 2008 gives the Secretary of State the power to suspend an NPS in part or in whole pending a review, on the condition that the considerations in Section 11 of the Act have been met. In this case, suspension of sections in the NPS relating to carbon emissions would have the effect of removing all guidance to planning inspectors on this subject, creating significant uncertainty (including lengthening the time applications will take) and the risk of inconsistency of approach between different applications. The review of the National Networks NPS will ensure that it is fully aligned to our commitment to net zero and the Government’s other climate change commitments.

The 25 proactive actions are:

To increase efficiency in existing supply chains.

1.Temporary extension of drivers’ hours to allow short-term extra flexibility to the industry.

2. Relaxation of late-night delivery restrictions to supermarkets, food retailers, and distribution centres in England providing greater operational flexibility.

3. 4,700 HGV drivers were added to the existing visa scheme to help food industries with driver shortages during exceptional circumstances this year. Up to an additional 300 fuel drivers are also being allowed to come to the UK immediately through a separate scheme.

4. Opened consultation on increasing cabotage for foreign hauliers in the UK to make their trips more efficient.

To support and train new HGV drivers.

5. Department for Education is investing up to £10 million to create new skills bootcamps to train up to 5,000 more people to become HGV drivers.

6. New £7,000 Large Goods Vehicle Driver apprenticeships launched 1 August 2021.

7. Expansion of DWP driver training pilot delivered through Jobcentre Plus to bring job-seekers into the industry.

8. Temporary incentive payment of £3,000 for employers taking on a new apprentice until 31 January 2022.

9. Accelerated development of new Urban Driver Apprenticeship for Category C driving.

10. DfT provided grant funding to Road to Logistics (a national, not for profit, logistics training organisation) which is working with the Welsh Government and HM Prison Service to train ex-offenders to drive lorries as well as supporting the Jobcentre Plus pilot.

11. Additional Government funding for both medical and HGV licences for any adult who completes an HGV driving qualification accessed through the Adult Education Budget in academic year 2021/22.

12. DfT provided grant funding to Think Logistics which, with Career Ready, is working to attract young people to the profession.

To expand HGV driver testing capacity and improving licencing processes.

13. DVSA has increased the number of HGV vocational driving tests by 90% compared to pre-pandemic levels through measures including overtime and allocating additional employees into testing, alongside the recently introduced capacity from Defence Driving Examiners.

14. Regulatory changes on trailer towing test requirements, staging of HGV tests and reversing manoeuvres to increase the number of HGV tests following consultation and the entry into force of new legislation.

15. Recruitment campaign launched 16 August for 40 new vocational examiners.

16. The MOD is providing Defence Driving Examiners to be trained and redeployed to conduct civilian tests with the DVSA until the end of the year.

17. New legislation to allow delegated driving examiners at the three emergency services and the MOD to be able to conduct driving tests for one another.

18. DVLA operational prioritisation to process provisional HGV driving licences has reduced processing time to around five working days. Most drivers applying to renew their HGV licence can continue driving while their application is being processed.

To attracting drivers back to the sector and improving conditions.

19. Public messaging and direct letters to existing HGV licence holders not driving professionally (i.e. those who do not hold a Driver CPC card) to encourage them to consider returning to HGV driving.

20. Support for industry-led communications efforts to promote and improve the image of the sector including an industry-led proposal for Year of Logistics, the promotion of good practice and an International Road Transport Union’s driver charter.

21. A review of lorry parking and facilities.

22. Flexible support funding for job seekers and those on Universal Credit who hold an HGV licence towards the costs of obtaining Driver Certificates of Professional Competence required for most professional lorry or bus driving.

To address the interruptions to fuel supplies.

23. Extension of ADR (Dangerous Goods) licence validity for those expiring between 27 September 2021 and 31 December 2021 until 31 January 2022, providing immediate relief to the shortage of fuel drivers by permitting affected drivers to maximise their available capacity instead of being taken out of circulation for refresher training purposes.

24. Targeted communications to ADR licence holders through the Training Advisory Panel Secretariat to make ADR members aware of the extension to ADR licences validity periods and to encourage their members and all ADR driver training providers to increase their capacity for providing the full initial ADR driver training courses.

25. Military tanker drivers have been mobilised to assist in fuel deliveries.

In my statement to the House on Monday 13 September I referred to the delegation of the reversing exercise element of the HGV driving test and, for vehicles with trailers, the uncoupling and recoupling exercise, to third parties. These parties are HGV driver training providers.

The Driver and Vehicle Standards Agency (DVSA) is in discussions with the training industry to understand their capacity to deliver this part of the test. They will also work with them to develop a robust and clear process by which to assess, accredit and audit any trainers who wish to assess these elements of the test.

The Department has worked with South Western Railway and Network Rail on the proposals in the consultation document. I await a report from South Western Railway and Network Rail on the outcomes of this consultation.

Legislation to establish Great British Railways (GBR) will be introduced when the Parliamentary timetable allows. A confirmed date will be announced in due course.

In the interim, the GBR Transition Team has been mobilised by Andrew Haines, alongside his current role as CEO of Network Rail, fulfilling the Plan for Rail’s commitment to start interim arrangements immediately. The Transition Team will be responsible for driving forward reforms and creating the railway’s new guiding mind.

There is much we can do to deliver benefits to passengers ahead of legislation.   To this end, the transition from the Emergency Recovery Measures Agreements (ERMAs, introduced in September 2020) to new National Rail Contracts is underway. These contracts will strengthen and build on existing cooperation arrangements in the ERMAs and represent a ‘bridge’ to the new Passenger Service Contracts.

The Government fully recognises business concerns around increasing energy prices and we are regularly engaging with the rail freight industry on this issue. The commercial decision to use electric or diesel traction for freight haulage is a matter for individual private sector freight operators.

We continue to support the rail freight sector strongly and recognise that rail freight remains one of the most carbon efficient ways of moving goods over long distances as on average, rail freight trains currently emit around a quarter of the CO2e emissions of HGVs per tonne km travelled.

There are no current plans to infill Barcombe Bridge. All infilling and demolition work on the Historical Railways Estate, including Barcombe Bridge, has been paused while National Highways review their programme and seek additional input through the newly created Stakeholder Advisory Forum.

National Highways will fully consult the Local Planning Authority at an appropriate official level irrespective of whether or not Permitted Development Rights already exist. These discussions would be documented prior to the commencement of any proposed works.

National Highways has been engaging with Transport for the South East, Lewes and Eastbourne District Council and East Sussex County Council over the safe maintenance of the bridge. Specific engagement with Lewes and Eastbourne District Council has occurred over the past 18 months and is ongoing.

The Government does not at this point have any plans to introduce speed limits for electric bikes. Decisions on electric scooters will be taken in the light of evidence from national trials.

E-scooters being used legally in a trial must have a maximum design speed not exceeding 15.5mph. Some trial areas have set lower maximum design speeds for electric scooters being used in the trials in their area.

An electrically assisted pedal cycle electric motor must have a maximum power output of 250 watts, and should not be able to propel the bike when it is travelling more than 15.5mph.

During the last five years the Department for Transport has provided over £5.9 billion by formula to local authorities in England, outside London, to support the maintenance of the local road network.

This funding is not ring-fenced, allowing local highway authorities to spend their allocations according to their own priorities. A breakdown by financial year is in the table below:

We have undertaken passenger forecasting in line with the Government’s Transport Appraisal Guidance, as well as station capacity analysis in line with rail industry standards. On this basis, we are confident the proposed Cambridge South station would support the continued growth and development of the Cambridge Biomedical Campus and its surrounding area.

Speed limits are designed for motor vehicles, and do not apply to cyclists.

Enforcement of speed limits is for the police. Chief Constables and Police and Crime Commissioners are operationally independent and how roads policing is undertaken, and available resources are deployed, is the responsibility of individual chief officers, taking into account the specific local circumstances.

The Civil Aviation Authority (CAA) provides a range of advice across a number of aviation subjects and domains. The CAA’s Environmental Research and Consultancy Department already produces independent noise advice for many stakeholders and the creation of a new Environmental Panel will give access to greater levels of technical capability and transparency around that advice. Decisions about aviation noise policy will, as they always have, remain with the Government.

The industry continues to adjust service levels to anticipate changes in passenger demand, which is currently at around 60 per cent of pre-COVID journeys. Train operating companies are already providing approximately 85 per cent of pre-pandemic service levels. We are working closely with operators and Network Rail to ensure that service levels remain appropriate to expected demand, whilst prioritising the good performance passengers need, and delivering good value for the taxpayer.

The independent review of the Independent Commission on Civil Aviation Noise (ICCAN), commissioned by the Department, found that ICCAN’s functions were essential, but that other models of delivery could be considered to deliver the functions more effectively. The review took into account the circumstances of the pandemic.

Having considered other models, the Government has decided that the majority of ICCAN’s functions could be done more effectively by the Civil Aviation Authority (CAA). In particular, the CAA’s wider environmental and airspace responsibilities make it a more natural fit to ensure that noise advice forms part of wider considerations.

The quickest and easiest way to make an application to the Driver and Vehicle Licensing Agency (DVLA) is by using its extensive suite of online services. There are no delays in successful online applications and customers should receive their documents within a few days.

However, many people still choose or have to make a paper application. The DVLA receives around 60,000 items of mail every day and industrial action by members of the Public and Commercial Services union has led to delays for customers. Throughout the pandemic DVLA has been working with a significantly reduced number of staff on site to ensure social distancing in line with Welsh Government requirements. The current increased demand for the DVLA’s services has also contributed to delays with paper applications.

Paper driving licence applications are currently taking between six and ten weeks to process. There may be additional delays in processing more complex transactions, for example if medical investigations are needed. The latest information on turnaround times for paper driving licence applications can be found on GOV.UK.

The DVLA continues to explore opportunities to reduce turnaround times and has been developing additional new online services and recruiting additional staff. The DVLA is exploring the possibility of securing extra office space to accommodate more staff to work predominantly on driver’s medical casework and queries. This will be surge capacity accommodation and resource to help reduce backlogs while providing future resilience and business continuity.

To help address the HGV driver shortages, my department launched a consultation which ended on 7 September 2021. The proposals include streamlining the process for new drivers to gain their HGV licence and increasing lorry test appointment availability. The DVLA is also prioritising driving licence applications from HGV drivers to reduce impacts on the transport sector specifically.

The haulage industry is vital to the UK economy and the Government is committed to supporting the industry by helping to ensure that it can recruit the drivers it needs and get these drivers on the road as soon as possible.

The Blue Badge Scheme provides a national arrangement of parking concessions for people with a range of disabilities and medical conditions to enable them to park closer to the places they wish to visit.

If an individual is eligible for a badge then the carer can use it when accompanying the badge holder, carers do not need a badge in their own right. The regulations governing the Scheme do not allow carers to take advantage of the parking benefits provided under the Scheme unless the badge holder is travelling with them. The Department has no plans to amend the legislation.

The Government has made £27.504 billion available to National Highways (formerly Highways England) from 2020 to 2025 for the Strategic Road Network (SRN). Around half of this is for major infrastructure enhancement schemes, the majority of which are for enhancements to existing roads rather than building new ones.

The Driver and Vehicle Licensing Agency already recommends that drivers who need to submit a medical report with a licence application or renewal should obtain this from a doctor with access to their medical records. However, this is not compulsory and to make it a requirement may have impacts on drivers and the transport industry in terms of time and costs. When conducting medical investigations, the DVLA will write to the driver’s GP or consultant if further medical information is required. There are no plans to change the existing arrangements.

The Department for Transport approved the works at Great Musgrave after being advised by Highways England that urgent action was needed on the grounds of public safety. This urgent need to act was due to the structure of the Great Musgrave bridge being weak and liable to cause the bridge deck to fall suddenly. The bridge was deteriorating, and no weight restriction was in place, meaning it could be used by vehicles of any weight; weight restrictions on bridges are the responsibility of the Local Highway Authority. A bridge assessment completed in 1998 confirmed that the bridge had a 17-tonne capacity, but no weight restrictions by the Local Highway Authority have been implemented.

The support provided by infilling removes the risk that the bridge deck will fall and means a weight limit is no longer required and the bridge will remain safe for everyone who wishes to use it.

Alternatives to infilling any bridge are assessed on a case-by-case basis and depend on the specific structure and the requirements for access being retained.

In the case of Great Musgrave, the aspiration locally is to re-open the route for use as a heritage railway line going under the bridge; it is not expected that this location would be used for a cycling and walking route. Before a heritage railway could be established, there are land ownership issues to be resolved and a replacement river bridge over the River Eden would need to be constructed.

The potential cost of removing the infilling depends on what is done with the fill material. If the fill material is disposed of offsite the estimated cost is £30,000. If it can be re-used to form a walking path, then it is more likely to be £10,000.

Removing the infill would then require appropriate protection and strengthening work for the bridge, which is dependent on the required use. For a heritage railway to be established under the bridge, not only would the bridge need strengthening, but excavation works would likely be required to ensure there is sufficient clearance.

The infill was carried after written confirmation from the Local Planning Authority was received that the works are classed as Permitted Development. Despite this, Highways England has agreed with the Local Planning Authority to submit formal retrospective planning application at the appropriate time.

The infill material will be covered with soil and seeded with grass and have the appearance of a grass embankment when completed; this will be similar in appearance to other projects, such as those at Tadcaster and Lochaber.

The Masonry Arch Repair and Strengthening (MARS) system is one of a range of treatments which is considered for the delivery of our maintenance of the Historical Railway Estate (HRE). It is a system that is suitable for strengthening and reinforcing masonry arches. However, given the type of structures that comprise the HRE, it can only be considered for a small number of arched structures. It should be noted that MARS is just one proprietary system and other systems are used where appropriate to undertake repairs on the HRE, examples include Shankend viaduct and Queensbury Tunnel.

It was considered as a treatment at Great Musgrave. However, Highways England’s assessment found that while initial costs were estimated to be lower than infilling (approximately £100,000 for MARS versus £125,000 for infilling), it would take longer to install MARS. Using the MARS system would also require much more follow up maintenance resulting in additional future costs. Those costs are estimated to be ongoing maintenance every 20 years costing approximately £15,000, major refurbishment every 60 years costing approximately £100,000, plus costs for detailed examinations every 6 years costing approximately £1,500. These additional costs do not apply for infilling, representing better value for money.

The carbon cost of the MARS system is difficult to estimate and compare. The steel used in the MARS system would have to be manufactured and transported to site, most of which usually comes from outside of the United Kingdom. The carbon costs would be far greater than sourcing fill material from a local quarry, although it is accepted that this carbon cost comparison does not take account of the fact that infilling might prevent use for cycling and walking unless an alternative route were provided.

At certain sites Highways England (HE) has partially infilled and provided an access for either active travel or heritage railways, for example three bridges in Cumbia on the Cockermouth, Keswick and Penrith branch for a heritage railway and in North Ayrshire on Route 73 of the National Cycle Network. Infilling whilst maintaining access is approximately 50% more expensive than infilling alone and requires ongoing maintenance and inspection costs. Where HE has completed this type of work it is on structures with existing or committed active travel routes.

In response to residents’ concerns, the Department commissioned a detailed lighting survey. This confirmed that site lighting is within recommended levels. However, the survey identified several potential improvements which are being implemented as a priority. These include checking and reducing luminance levels, installing baffles, and checking the angle of lighting. In addition, lighting in the north west and south east parking areas – which are not currently in use- has been switched off. The Department is exploring additional lighting controls providing dimming options tailored to operational activity, and the height of the columns. These improvements will be considered alongside the need to maintain a safe level of lighting for the site to operate 24/7.

The Department for Transport has commissioned surveys on travel behaviour, attitudes and social impacts of COVID-19. These surveys are part of the Department’s All Change? study and include questions on perceptions of face covering use on public transport, public transport confidence and travel intentions. Reports of findings are published on gov.uk.

The Government have always been clear that Heathrow expansion remains a private sector project which must meet strict criteria on air quality, noise and climate change, as well as being privately financed, affordable, and delivered in the best interest of consumers.

The Government will soon be consulting on our ambitious plans to decarbonise aviation in the run up to COP26, setting out how the sector will achieve ‘jet zero’ by 2050.

Engagement has continued with local representative on White Cliffs. Some specific meetings have been cancelled or postponed, due, for instance, to the normal rules on public engagements in a pre-election period.

Activities on the White Cliffs project have, in any case, slowed down because of a Cabinet Office-led review of the Inland Border Facilities in Kent to ensure that modelling and costings were fully explored for any option. We delayed holding a further meeting until there was a substantive update to provide to stakeholders with.

The Department for Transport is aware of concerns raised about the level of lighting at Sevington IBF and has acted to minimise disturbance by turning off the lights in one of the contingency parking areas in the south-east of the site. The Department will be switching off the lighting in the second contingency parking area in the north-west of the site by the end of June. Additionally, we have commissioned a detailed lighting survey to better understand the issue. Once concluded, we will evaluate the findings and recommendations from the survey, and we’ll share an action plan with the immediate affected residents.

The Sevington site operates on a 24/7 basis with lighting required throughout the night to ensure the site operates safely.

There is no intention to reduce the physical size of the facility, but the business-as-usual operational capacity of the site will reduce. As part of this, the Department will be suspending the use of the two overflow areas from 1^st July. However, these areas remain available for contingency traffic management measures should they be required by the Kent Resilience Forum.

The labour shortages in the sector are longstanding.

We are working with the Department for Work and Pensions and Jobcentre Plus to ensure that jobseekers can find employment or training in the industry as quickly as possible.

We are also working with the Department for Education in supporting the logistics sector make the most of the opportunities provided through the apprenticeship levy.

There is a range of Government backed apprenticeships, delivered by training providers and manufacturers, encouraging training of technicians and mechanics to work on heavy goods vehicles.

The Government has made no specific assessment of the particular study referred to but takes all relevant information into account in its policy decisions.

We will be shortly consulting on a Net Zero Aviation Strategy which will set out the steps to reach net zero carbon emissions from aviation by 2050. The consultation will also consider non-CO₂ emissions and highlight the uncertainty that currently exists regarding the impact that non-CO₂ emissions, and contrails specifically, could have on the climate. We recognise that more work will need to be done to address this uncertainty and will continue to ensure that the latest scientific understanding of aviation non-CO₂ effects is used to inform our policy.

The availability of construction materials and the price of commodities is regularly reviewed by HS2 Ltd and DfT. Their latest assessments do not predict an impact on the cost and schedule ranges as published in the March 2021 Parliamentary Report.

The government is committed to bringing forward vital sector-wide reforms and commissioned Keith Williams to carry out the first root and branch review of the rail industry in a generation. The Williams Rail Review was in its final stages at the outbreak of Covid-19 and was then extended to ensure that its conclusions were appropriate in the light of the ongoing pandemic. The reforms are as important as ever and the government intends on publishing a White Paper with details of its plans for rail reform soon.

On 2 January 2020 we launched a single leg pricing trial on LNER routes from London to Leeds, Newcastle and Edinburgh. Due to the pandemic, passenger numbers fell to 5% of usual demand. Once demand recovers and further data is collected, the trial will be evaluated and those findings used to inform the development of wider plans for improving fares.

Highways England manages the Historical Railways Estate on behalf of the Secretary of State for Transport and has been in touch with all the local authorities affected, to advise them of its plans, and to see if they have any use for the structures. Highways England is pausing works where local authorities have raised queries about the works, and where there is credible interest for possible re-purposing and transfer of ownership of the assets.

The Department has also asked Highways England to consult with the relevant local authorities concerning the retention, where practicable, of access for pedestrians and cyclists. Highways England continues to work with local authorities and other groups to protect routes for active travel or future rail use. Indeed, several structures are being transferred this year to assist with this.

We signalled our intention to manage an exit from the plug-in car grant in our Road to Zero Strategy, published in 2018, and transition to support through other measures. As the market has developed, we have changed our criteria to focus the plug-in car grant on vehicles, which have the greatest impact on reducing carbon emissions.

In March 2020, the Government extended the plug-in vehicle grant schemes for another three years to 2022/23. For cars, the grant rate is being reduced from £3,000 to £2,500 per car, allowing the funding to last longer and make it available to 20% more drivers, with the cap reducing from £50,000 to £35,000.  The increasing choice of new vehicles, growing demand from customers and the rapidly rising number of chargepoints, means we are today, re-focusing our vehicle grants on the more affordable zero emission vehicles – where most consumers will be looking and where taxpayers’ money will make more of a difference.

Although the market is at an early stage, demand for zero emission vans increased substantially in 2020, with increased interest from commercial fleets. We expect this trend to continue as more models are brought to market and supply increases. Since the grant scheme was launched in 2012, it has since supported over 15,000 electric vans and HGVs across the UK. There are now more than 20 models eligible for the grant and this continues to increase.

The Government has pledged a £2.8 billion package of measures to support industry and consumers to make the switch to cleaner vehicles including £1.3 billion for charging infrastructure, £582 million for vehicle grants and up to £1 billion to help secure the transformation of the automotive sector by developing and embedding the next generation of automotive technologies in the UK. We keep our policies and grant rates under review and will monitor the market closely, to ensure the grant remains an effective incentive and good value for money for the taxpayer.

The National Bus Strategy for England was published on Monday 15 March.

As set out in Ten Point Plan for a Green Industrial Revolution and the Spending Review 2020 Government will invest £120 million in 2021-22 to start the delivery of the 4,000 zero emission buses announced by the Prime Minister last year.

Together with existing funding for the All-Electric Bus Town or City Government funding could support the purchase of 800 zero emission buses and the infrastructure needed to support them.

Further details on how the £120 million funding will be distributed will be announced in the spring.

The Government is committed to supporting the development and uptake of sustainable aviation fuels (SAF) in the UK. SAF supply is currently rewarded under the Renewable Transport Fuel Obligation (RTFO), and £20m has been made available to support the development of SAF and HGV fuel projects under the Future Fuels for Flight and Freight Competition.

In addition, as set out in the Prime Minister’s Ten-Point Plan speech to Build Back Greener, the Government has announced measures designed to support SAF further; these include £15m for a new SAF industry competition, £3m to set up a SAF clearing house and a commitment to consult on a SAF blending mandate.

Work has already begun to explore how a mandate may work in practice and it is expected that a consultation will be published later this year. In addition, we are continuing to analyse the need for further demand-side measures and business models that address price risk.

We continue to develop and deliver rail enhancement schemes under the Rail Network Enhancements Pipeline, using the significant funding provided to the railway. We have confirmed that we intend to publish this in a new Rail Network Enhancements Pipeline Update and will do so as soon as possible.

We intend to publish the IRP this spring

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. Therefore, UK airlines can operate all-cargo services without limitation between the UK and the EU.

Work on the publication is nearing completion and it is expected to be released shortly.

Government is considering the Civil Aviation Authority’s enforcement powers to strengthen consumer protections. The Competition and Markets Authority are reviewing airlines’ handling of refunds to consumers during the pandemic.

The Government is keeping under review the scope and timing of any future reforms in this policy area. The COVID-19 pandemic has highlighted a number of challenges, and we will work with the regulator and industry to learn lessons and make changes that are pragmatic and deliverable.

As announced on 22 February 2021, as part of the roadmap for the phased lifting of restrictions in England, the Secretary of State for Transport will 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.

In addition, the Government is developing a strategic framework on the recovery of the aviation sector, in response to the impact presented by the COVID-19 pandemic.

The Government has recently confirmed that the consultation on aviation tax reform, announced at Budget 2020, will be published in Spring 2021.

The 2019 consultation on the Future of Aviation took place before the outbreak of the COVID-19 pandemic.

In response to the impact presented by the COVID-19 pandemic, the Government is developing a new forward looking strategic framework which will focus on the recovery of the aviation sector. It will explore the return to growth of the aviation sector, which will include consideration of workforce and skills, regional connectivity, noise, innovation and regulation, and consumer issues. We will also consider climate change and decarbonisation. We aim to publish this framework later this year.

The Government will publish a White Paper with details on the Government's plans for rail reform in due course.

The Government is committed to decarbonisation, including delivering a net-zero carbon railway. The case for the electrification of East West Rail is being considered, which includes consideration of full electrification along the whole route, as well as options for partial electrification using battery-electric hybrid rolling stock, or hydrogen traction.