Lord Berkeley

Larger UK airports and many regional airports have Instrument Landing Systems in place and therefore a satellite-based augmentation system) such as European Geostationary Navigation Overlay Service (EGNOS), is primarily beneficial at smaller regional airports and General Aviation aerodromes during periods of poor weather resulting in restricted visibility. Flights that are taking place continue to do so safely, following alternative Civil Aviation Authority approved procedures.

Helicopter Emergency Medical Services (HEMS) will, in the UK, be supported through a GNSS Point in Space ‘PinS’ approach to helicopter landing sites at trauma hospitals which will greatly assist in increasing the utility of air ambulance helicopters in poor visibility conditions.

Government is considering options for UK access to a satellite-based augmentation system, following our withdrawal from the EU's EGNOS system. This work is continuing and no decision has yet been made.

Government are resetting the relationship with our European friends to strengthen ties, secure a broad-based security pact and tackle barriers to trade. However, the Government is still considering options for UK access to a satellite-based augmentation system, following our withdrawal from the EU's EGNOS system. This work is continuing and no decision has yet been made.

HS2 Ltd and the Department for Transport do not recognise the reports of alleged ‘foul play’ in the letting of these contracts. HS2 Ltd acted as agent on behalf of Network Rail and DfT in procuring the Master Development Partner for the Euston Over-site Development. I have been assured that HS2 Ltd had in place rigorous procurement processes, which were aligned to all necessary legislation and best practice on public procurement, including in respect of the identification and management of conflicts of interest. The contracting approach and contract award were further scrutinised and approved by the department. Given this, the Department has no cause to further investigate or void the contract.

The sustainable aviation fuel (SAF) Mandate – which came into effect at the start of this year - is the UK’s key policy to decarbonise jet fuel. It obligates the supply of an increasing amount of SAF in the overall UK aviation fuel mix; starting at 2% in 2025, reaching 15% in 2035 and 22% in 2040. Targets beyond 2040 will remain at the same level (22%) but will be kept under review – and can be increased as the market develops.

The UK is already making significant progress in the supply of SAF. 97 million litres of SAF were supplied in 2023, equivalent to 77 kilotonnes or 0.7% of all jet fuel supplied in the UK that year, and double the amount in the previous year. In 2023, 99.6% (96.3 million litres) of SAF was from used cooking oil and 0.4% (0.3 million litres) was from food waste.

The sustainable aviation fuel (SAF) Mandate – which came into effect at the start of this year - is the UK’s key policy to decarbonise jet fuel. It obligates the supply of an increasing amount of SAF in the overall UK aviation fuel mix; starting at 2% in 2025, reaching 15% in 2035 and 22% in 2040. Targets beyond 2040 will remain at the same level (22%) but will be kept under review – and can be increased as the market develops.

The UK is already making significant progress in the supply of SAF. 97 million litres of SAF were supplied in 2023, equivalent to 77 kilotonnes or 0.7% of all jet fuel supplied in the UK that year, and double the amount in the previous year. In 2023, 99.6% (96.3 million litres) of SAF was from used cooking oil and 0.4% (0.3 million litres) was from food waste.

a) The Secretary of State has asked HS2 Ltd CEO, Mark Wild, to undertake an assessment of the current position on cost, schedule, capability and culture. While the Company is undergoing this reset, it will not be possible to state a meaningful Estimate at Completion. Work is continuing with HM Treasury and HS2 Ltd to reset the price base and report the costs of the programme in 2025 prices as part of the second phase of the Spending Review. The forecast date for initial HS2 services between Birmingham Curzon Street and Old Oak Common remains within the range of 2029 to 2033.

(b) The total Anticipated Final Cost of Transpennine Rail Upgrade is £10.4 - £11.2bn. Government has committed £6.9bn to date, equivalent to 60% of the anticipated final cost projection with an expected completion date of 2036–2041. So far, the programme has performed well and remains on schedule and within budget.

(c) £1.3bn has been provided towards the delivery of East West Rail Connection Stage 1 which will provide services from Oxford to Bletchley and Milton Keynes from 2025. The capital cost estimate for Connection Stages 2 (Oxford-Bedford) and 3 (Oxford-Cambridge) is £5bn-£6bn in 2021 prices. Connection Stage 2 will provide services from 2030, and Connection stage 3 will provide services from the mid-2030s.

(d) The previous Government made a series of funding promises in its Network North plan, the affordability of which my ministerial colleagues have had to re-examine. In December, the Chancellor launched the second stage of the Spending Review. This is a zero-based Spending Review, to ensure every line of spending – including the transport infrastructure portfolio – delivers the Plan for Change and provides good value for taxpayers. We expect the Spending Review to conclude by June 2025.

The MV Ruby has completed the successful discharge of her cargo and is currently undergoing repair in dry dock. The document referenced by the noble Lord was an internal briefing note and thus not prepared for publication, and we do not intend to provide any further documentation.

The Euston tunnels' scope is being delivered as part of the SCS Main Works Civils contract, and there are no plans for a new procurement process for this work. Due to commercial sensitivities, the department is unable to provide a specific cost breakdown for the Euston tunnels.

Previously published cost ranges for HS2 Phase One included the costs associated with the Euston tunnels. The Department is currently working with HS2 Ltd to review the Estimate at Completion (EAC) for HS2 Phase One. The results of this review, which include considerations of the Euston tunnels, will report to Parliament in due course.

The Avenue Verte cycle route was put in place in advance of the 2012 London Olympic Games, using existing National Cycle Network paths for the British section of the route. At the UK-France Joint Leaders’ Declaration, both nations agreed to promote the route in support of the 2024 Olympic and Paralympic Games in Paris. The Department of Transport commissioned Sustrans to deliver a series of promotional activities along the British side of the Avenue Verte walking and cycling route over 2024 and this is now complete. Sustrans is also assessing the feasibility of improving sections of the route as part of the Paths for Everyone programme.

HSE’s advice on the risks associated with the MV Ruby contained information relevant to national security. It is currently preparing a redacted version of the advice. As soon as it is available I will ensure a copy is placed in the Library of the House.

Old Oak Common station design has been reviewed, and it was concluded that considering programme, cost, and railway impacts as well as required operational flexibility, the best and only viable option is to continue with the existing design. The 8 platforms within the conventional station include the four fast line platforms, principally to be used for the Great Western Railway, and four relief line platforms principally used for Elizabeth Line passengers. Detailed modelling and analysis are ongoing to determine the optimum service pattern under different scenarios, and to inform decisions on calling patterns and frequencies at Old Oak Common.

The scope of Phase 1 is being reviewed to make sure the HS2 scheme is delivered at the lowest reasonable cost, including the revised approach to Euston. Once this work has been done, we will publish to Parliament a revised cost range for the revised HS2 scheme.

Within the Target Cost for Phase One, the budget allocated by HS2 Ltd for Old Oak Common station, including contingency for risk, is £1.67bn (2019 prices). As Old Oak Common is being designed and delivered as a single, integrated station this budget includes the costs for delivering both the HS2 and conventional rail elements.

It has been the plan for several years to open Euston after the Old Oak Common to Curzon Street section. A new delivery-into-service date range for Euston will be confirmed once we have further progressed work on the affordability of the station design

Old Oak Common is estimated to be operational between 2029-2033. The large Christmas possessions that enable services to run on the new track layout, through Old Oak Common station, are currently being replanned and further information will be available from Spring 2025.

The New HS2 station will consist of 6 platforms, which can support up to 10 HS2 trains per hour. No decisions have been made on the train services that will run when HS2 opens, and this will be subject to future consultation.

The Government has confirmed its committed to delivering HS2 between Birmingham and Euston at the recent budget. The scope of Phase 1 is being reviewed to ensure the HS2 scheme is delivered at the lowest reasonable cost, including the revised approach to Euston. Once this work has been done, we will publish to Parliament a revised cost range for the revised HS2 scheme including the cost of the tunnels from Old Oak Common to Euston.

The route and alignment of the HS2 tunnels from Old Oak Common to Euston are bound by the High Speed Rail (London – West Midlands) Act 2017. HS2 Ltd is responsible for designing and constructing the tunnels and grade separation and is continuing to progress with the current design ensuring compliance with all requisite technical, safety, and environmental standards. The design has been refined to minimise ground movement, and settlement mitigation measures have been developed to ensure compatibility with the operation of the existing railway.

The alignment remains materially unchanged and is publicly available on the HS2 website.

The alignment immediately approaching and within Euston Station will be subject to the finalisation of the station.

This Government takes road safety seriously, and we are committed to reducing the numbers of those killed and injured on our roads. We are currently considering policy options in this area.

Since the general election, the Department has also begun work on a new Road Safety Strategy, the first in over a decade. The Department will share more details in due course.

The interim chair of the Euston Partnership Board is John Reed, Managing Director of the Euston Partnership. A new chair will be announced in due course.

Details of the Board membership are published in the minutes from each meeting. The Euston Partnership Board last met on 14th November 2024.

The status of the Euston Partnership Board remains unchanged and reports to the Department for Transport. A new chair will be announced in due course. The Board’s purpose and meeting minutes are published on GOV.UK.

I (Lord Peter Hendy) previously highlighted that the previous Government wrote to you on journey times from Old Oak Common to central London and, after a correction, provided you with the below response for travel to Bond Street.

The estimated ‘in vehicle’ and ‘walk’ times quoted are outputs from the Station Choice Model. This forms part of the Planet Framework Model, which is used to assess the impacts of HS2.

The breakdown of in-vehicle time for passengers travelling to Bond Street via HS2 to Euston is as follows: 6 minutes between Old Oak Common and Euston on HS2 and 6.6 minutes on the London Underground. It is not possible to further break down the walk time in the journey without commissioning further work.

Old Oak Common is expected to become one of the busiest stations in the country, with HS2 Ltd forecasts showing it will serve up to 250,000 passengers each day, and provide journey opportunities from the Southwest to Birmingham, Heathrow, the North and North West. Demand for specific routes will be based on the finalised service pattern, but we want to give passengers as much choice as possible to complete their journeys.

Construction of Old Oak Common Station temporarily blocks access to London Paddington during planned blockades including between 27 and 29 December 2024. Plans are in place to enable passengers to continue their journey by rail as far as possible. On other occasions, 2 out of 4 lines will be closed for engineering work, reducing the number of services able to operate. The future construction programme for Old Oak Common Station is currently under review.

At Old Oak Common, there will be 8 platforms constructed for use by Great Western trains, the Elizabeth Line and Heathrow Express and an additional 6 platforms for high-speed services.

Train cancellations including those caused by a lack of available train crew are recorded by Network Rail and published by the Office of Rail and Road. However, the reason for the crew’s absence is not recorded. The Department works closely with its operators to secure improvements where they are not meeting expectations but does not routinely record cancellation data by day and cause.

This Government takes road safety very seriously and reducing those killed and injured on our roads is a key priority. That is why we have announced our intention to publish a new Road Safety Strategy, the first in over a decade. We will set out next steps on this in due course.

There is strict enforcement and tough penalties are in place for those who choose to put lives at risk by drink driving, with repeat offenders placed on a High-Risk Offender (HRO) scheme. If you are a HRO, you will not get your new licence after a driving ban until you can prove you are fit to drive again. You will need to pass a medical examination with one of DVLA’s appointed doctors.

The Department for Transport’s THINK! campaign aims to reduce the number of people killed and seriously injured on the roads in England and Wales by changing attitudes and behaviours among those at highest risk. This includes regular THINK! campaigns to tackle drink driving, primarily targeting male drivers aged 17-24 who are overrepresented in drink-drive casualties.

Great Western Railway and Hitachi as manufacturer and maintainer of the Class 802 fleet, are working together to understand the reasons behind the loss of traction on two services on the sea wall at Dawlish, and to minimise incidents like this in future.

Bi-directional signalling installed at Dawlish enables trains to operate on the landward track in both directions which can provide some protection for rolling stock from storms.

This government is currently reviewing the position it has inherited on rail infrastructure, and will consider how we address capacity needs whilst maintaining financial discipline. We will set out our plans in due course.

The cost of railcards has not increased in ten years. This minor revision applies railcard discounts in line with the advertised ‘1/3 off’. We expect it to have a minimal impact on passengers and the cost of the railway to government, given it is not anticipated to have a material impact on revenues or demand.

The Government is committed to ensuring that everyone has the same access to the rail network regardless of their needs. When procuring new trains operators are expected to minimise the height of the train door relative to the standard platform height to improve access and minimise risks for all passengers.

Under current accessibility requirements contained within the Persons with Reduced Mobility National Technical Specification Notice, operators are required to provide boarding ramps to provide step-free access to passengers boarding or alighting from trains.

Step-free access is also possible with existing rolling stock at stations which have been modified with raised platforms or built to enable level boarding.

There are a number of classes of rolling stock currently in use, or being introduced into service, that feature lower floors and retractable steps to fill gaps between the train and the platform.

The units are Class 745 and Class 755 operating on routes with Greater Anglia, Class 231 and Class 756 operating on routes with Transport for Wales, and Class 777 on routes with Merseyrail.

The Northern Powerhouse Rail accounting officer assessment summary published on 30 July set out that £54m has been budgeted for development work on the scheme in 2024/25. Expenditure of a further £34m is anticipated on the High Speed Rail (Crewe – Manchester) Bill, excluding purchase costs for land and property.

There are around 40 full-time equivalent officials in the Department for Transport working on Northern Powerhouse Rail. This is reflective of the current stage of development and proposals. The Department for Transport is supported in its development of Northern Powerhouse Rail by Network Rail, HS2 Ltd and Transport for the North.

There is no indication that the further degradation of the structure of the SS Richard Montgomery, which is to be expected given the vessel’s age and location, has increased the risk associated with the wreck.

Following expert advice, work continues to reduce the height of the wreck’s three masts.

We will continue to monitor the site and undertake detailed surveys to assess the wreck’s condition which will inform future management strategies.