Lord Berkeley

The role of the Independent Assessor in hybrid bill procedure is to summarise the issues raised in comments received on the environmental statement (and any supplementary environmental information subsequently deposited) relating to a hybrid bill and to make a report (or reports). The second reading of a hybrid bill cannot be moved until at least 14 days after the report relating to the environmental statement has been submitted.

The procedure in relation to the Independent Assessor is well-established. It is set out in detail in House of Lords Private Business Standing Order 83A. HL SO 83A was agreed by the House of Lords on 25 July 2013, following a recommendation by the Procedure Committee (2^nd Report, Session 2013-14, HL Paper 33). An Independent Assessor was appointed in relation to the High Speed Rail (London – West Midlands) Bill and the High Speed Rail (West Midlands – Crewe) Bill.

In common with other legislation, the Equality Act 2010 maintains the long standing principle that it is not appropriate for The Sovereign, personally, to be the subject of legal action in a Court or Tribunal. However, the Royal Household has formal arrangements in place that provide a means of hearing and remedying any complaint that might be raised under the Act.

There are no plans to review this position.

In 2016, a review of hybrid bill procedure was commissioned by the Senior Deputy Speaker and the Chairman of Ways and Means in the House of Commons. It was planned to take place in two stages. The first stage was completed in 2017 and resulted in a number of changes to the Private Business Standing Orders in both Houses. On the 22 March, I wrote to the Leader of the House of Lords and Lord Privy Seal informing her that a consultation in relation to the second stage would begin soon. It will last for two to three months. It will be a public consultation and evidence will be invited. This is a joint review, and the Chairman of Ways and Means has written to the Lord President of the Council and Leader of the House of Commons in similar terms.

The Senior Deputy Speaker has asked me, as Chair of the Services Committee, to respond on his behalf. Both Houses recognise the value that suppression systems can add to an overall package of Fire Safety. A requirement to install suppression systems when major refurbishment works are undertaken in all Parliamentary buildings is part of our current fire safety strategy, any decision to use suppression assesses risks and takes account of the historic fabric of our buildings.

As part of the recent Fire Safety Improvement Works a High Pressure Water Mist suppression system was installed in the Palace basement, and the Elizabeth Tower refurbishment has included the installation of a full sprinkler system. Further works on the roof and other parts of the Palace are subject to future projects likely to be delivered through Restoration and Renewal. Design of the plans, including Fire Safety, is the responsibility of the Sponsor Board and Delivery Authority, with input from House Officials. I understand that suppression is being considered, as part of a suite of fire safety options, in the ongoing work to create the outline business case.

Section 6 of the Regency Act 1937 provides for a power to delegate Royal functions to Counsellors of State in the event of the Sovereign being either overseas, or intended to be overseas, or in the event of illness (stopping short of incapacity).

The Regency Act itself specifies that the Counsellors of State shall be the wife or husband of the Sovereign (if the Sovereign is married), and the four persons who are next in the line of succession to the Crown.

Changes to the list of those who can be appointed as Counsellors of State would require amending the Regency Act.

My answer to the noble Lord’s question on 6 December 2021 referred to recent correspondence from the Rt Hon Member for Ashton-under-Lyne, in connection with the Government's policies towards General Aviation. The Minister for Aviation's response to the Opposition is a matter of public record.

The Independent Adviser, in relation to the question about the Secretary of State for Transport's interests, confirmed that he was content that the Transport Secretary had followed the process required under the Ministerial Code for the declaration of his private interests. It was this matter to which I was referring.

As set out on page 57, section 2.10 of the Cabinet Office Annual Account (2019-2020) and available on gov.uk, expenditure on consultancy reduced from £43.647 million in 2018-19 to £35.380 million in 2019-20.

Cabinet Office publishes all contracts over £10,000. Details of all consultancy contracts can be found on Contracts Finder.

The Infrastructure and Projects Authority (IPA) has not conducted a review of the Wendover area since its dedicated review in 2018. The review in 2018 of the Wendover area was of the process by which HS2 Ltd had considered and rejected the mined tunnel proposal. However, the IPA was not asked to review either the construction costs or the whole life costs, but whether HS2 Ltd had followed a competent process in making its decision. The review concluded that HS2 Ltd had followed a competent process in reaching its decision.

As stated within the Government’s publication: The Future Relationship with the EU, The UK’s Approach to Negotiations, the UK is committed to carbon pricing as a decarbonisation tool. We will establish a UK system that supports our world leading climate ambition, including net zero greenhouse gas emissions by 2050. This will enable UK energy generators, heavy industry and aviation to decarbonise their operations in an efficient and cost-effective manner.

In the context of our approach to carbon pricing, the UK remains open to considering a link between any future UK Emissions Trading System (ETS) and the EU ETS (as Switzerland has done with its ETS), if it suited both sides’ interests.

We are aware of a petition on the Order of St Michael and St George. The premise of this petition is factually incorrect – the insignia for the Order of St Michael and St George was updated in 2011, and the design referred in the petition is no longer used. Any current recipient of a pre-2011 insignia is able to receive one with the updated design, on request.

Matters regarding insignia are for the Committee on the Grant of Honours, Decorations and Medals (also known as the ‘HD Committee’). The independent Officers of the Order of St Michael and St George may advise the Committee in relation to their Order. The Committee then gives advice to the Sovereign.

In light of the change in 2011, it is the view of Ministers in Her Majesty's Government that there is no need for any specific review.

The terms of reference will be announced in due course.

The Department did engage with both internal and external stakeholders on the decision not to participate. It would not be appropriate for the Department to comment on any value for money assessment given the ongoing commercial sensitivity around EU Space Programmes.

The Department did engage with both internal and external stakeholders on the decision not to participate. It would not be appropriate for the Department to comment on any value for money assessment given the ongoing commercial sensitivity around EU Space Programmes.

The Department did engage with both internal and external stakeholders on the decision not to participate. It would not be appropriate for the Department to comment on any value for money assessment given the ongoing commercial sensitivity around EU Space Programmes.

The Government remains open to considering well-developed proposals for harnessing the tidal range energy in the bays and estuaries around our coastlines, including barrage schemes and other alternatives. Any such proposal would need to demonstrate strong evidence of value for money in the context of other renewable technologies, as well as details of its associated energy system benefits and environmental impact mitigation strategies before the Government could take a view on its potential or on the funding models appropriate for exploration.

The UK Government is committed to ensuring that consumers are protected from unsafe goods. The General Product Safety Regulations 2005, and other product regulations, place obligations on manufacturers to ensure the safety of consumer goods including the batteries used to power them.

Manufacturers need to ensure that all products supplied meet the relevant product safety regulations before being placed on the market. In doing so, they may choose to apply standard EN 62133-2 which specifies requirements and safety tests necessary for the safe operation, including foreseeable misuse, of portable sealed secondary lithium cells and batteries.

The Office for Product Safety and Standards (OPSS) does not maintain a list of approved batteries for use in such vehicles, as the responsibility for the selection of such components rests with the manufacturer. However, OPSS works with Local Authorities and border authorities to help ensure that products imported and sold in the UK are safe and that action is taken against those who place unsafe or non-compliant products on the market, including their removal from the market.

The Space Based Positioning, Navigation and Timing Programme explored a range of innovative options for strengthening the resilience of PNT services from space. The scope of the programme did not include identification of a replacement for EGNOS.

The UK sought to negotiate a service access agreement on the European Geostationary Navigation Overlay Service (EGNOS) with the EU. However, the EU required participation in the programme along with the full associated costs of participation which would have equated to €30-€35 million per year. For all programmes under consideration, the Government was clear it would only participate where the terms were in the UK’s interests, and in this case, it was not considered value for money. The negotiations on EGNOS concluded in December 2020 and there are no plans to reopen the discussions on this matter.

Earlier this year the Department for Transport consulted on the Jet Zero Strategy, which will set out steps to reach net zero aviation emissions by 2050. Working towards this ambition, the Department is co-funding new, zero carbon UK aircraft technology through the Aerospace Technology Institute Programme. This is a commitment from both industry and the Government to co-invest £3.9 billion in aerospace research and development from 2013 to 2026.

This programme has agreed grants of £1.7 million to Hybrid Air Vehicles. The same programme has supported 343 aerospace technology projects, with total Government and industry funding of £3.2 billion across the UK, including the emerging green aerospace cluster in South Yorkshire.

On 13 September 2021 we published draft parameters ahead of the fourth Contracts for Difference (CfD) allocation round which did not include a minimum for geothermal energy. The final budget notice will be published ahead of the CfD round opening in December.

Large scale renewable heat generation will be supported in a number of ways, including through the Public Sector Decarbonisation Scheme, the Industrial Energy Transformation Fund, the Green Heat Network Fund and the Green Gas Support Scheme. Further information on each of the schemes can be found on the GOV.UK website.

The UK and the EU agreed the terms for our association to Horizon Europe under the Trade and Cooperation Agreement (TCA).

As the underpinning EU legislation was not yet adopted when the TCA was agreed, this was accompanied by a Joint Declaration on Participation in Union Programmes and Access to Programme Services, which set out the parties’ intention to formalise our participation at the earliest opportunity.

Now that the EU legislation underpinning the Horizon Europe programme is in force, the UK stands ready to formalise our participation.

The Government had already committed £1.5 billion to support the early market and remove barriers to ZEV ownership. Alongside the new phase out dates for new petrol and diesel cars and vans, we have pledged a further £2.8 billion package of measures to support industry and consumers to make the switch to cleaner vehicles. These ambitions will include up to £1 billion to support the electrification of UK vehicles and their supply chains, £1.3 billion to accelerate the roll out of charging infrastructure and £582 million for plug in vehicle grants.

The March 2020 Budget included the extension of favourable benefit in kind tax rates for zero emission vehicles out to 2025: company car tax is 1% in 2021/22 and 2% in 2022/23 through to 2024/25; and all zero emission cars are exempt from vehicle excise duty (VED)

We are currently consulting on the proposed regulatory framework for the UK with regard to all newly sold road vehicles which includes the option for a ZEV mandate. The consultation closes on 22 September.

The Government had already committed £1.5 billion to support the early market and remove barriers to ZEV ownership. Alongside the new phase out dates for new petrol and diesel cars and vans, we have pledged a further £2.8 billion package of measures to support industry and consumers to make the switch to cleaner vehicles. These ambitions will include up to £1 billion to support the electrification of UK vehicles and their supply chains, £1.3 billion to accelerate the roll out of charging infrastructure and £582 million for plug in vehicle grants.

The March 2020 Budget included the extension of favourable benefit in kind tax rates for zero emission vehicles out to 2025: company car tax is 1% in 2021/22 and 2% in 2022/23 through to 2024/25; and all zero emission cars are exempt from vehicle excise duty (VED)

We are currently consulting on the proposed regulatory framework for the UK with regard to all newly sold road vehicles which includes the option for a ZEV mandate. The consultation closes on 22 September.

As part of their domestic immigration rules, each EU Member State has the power to set the cost of visas and/or work permits. This has resulted in a wide range of costs that Member States can continue to change, and at a time of their choosing. Each Member State is responsible for communicating and updating such costs, and each remains the most accurate and applicable source of this information; the UK Government does not hold this information. We urge all UK nationals to check the rules in the country they are travelling to ahead of time. These rules will differ depending on length of stay and activities undertaken abroad.

The Government is committed to supporting individuals and businesses. We will continue to engage regularly with our embassies to better understand the requirements in Member States. We will also continue to enhance guidance for businesses to best support travel for work purposes under our new trading relationship with the European Union.

Under the terms of the Contract for Difference, neither taxpayer nor consumer is liable to contribute to the construction cost of Hinkley Point C. The Contract for Difference defines a Commissioning Window for each of the two nuclear reactors. These are from 1^st May 2025 to 30^th April 2029 for Reactor One and 1^st November 2025 to 31^st October 2029 for Reactor Two.

In September 2019, the lead investor in Hinkley Point C published a statement on the project cost and schedule. This said that the capital cost is likely to be between £21.5Bn and £22.5Bn (these figures are in 2015 money). The developer is targeting power generation by the end of 2025.

In 2019, the UK became the first major economy in the world to legislate to end its contribution to global warming by 2050 by reaching net zero emissions.

This year, the Government has set out billions in support for our low-carbon economy. We are taking action in every sector including: over £3 billion to transform energy efficiency in homes and public buildings; £2 billion to kickstart a cycling and walking revolution; £1 billion support for ultra-low emission vehicles; £800 million to capture carbon from power stations and industry; a £640 million Nature Climate Fund; £350 million to cut emissions in heavy industry; and £100 million to research and develop Direct Air Capture technologies.

The transition to a low carbon economy constitutes one of the most significant challenges and opportunities for the UK and the world over the coming decades. In March, we published the first phase of our transport decarbonisation plan and will be setting our further plans over the coming months for other sectors of the economy including on energy, heat and buildings and the natural environment. Our forthcoming sector strategies, and wider plans to deliver a green economic recovery following the COVID-19 pandemic, will contain further proposals to put us on track to meeting our carbon reduction obligations which are among the most ambitious in the world

The Government has been clear that, after the end of the transition period, the UK will have its own domestic subsidy control regime. This will not align with EU State Aid rules. Work is ongoing to devise a modern system for supporting British business in a way that fulfils our interests. As part of this, consideration will be given on how to ensure compliance with the new regime. There are a number of possible options , of which an independent regulator is one. We will discuss these options with key stakeholders in due course..

However, as the Minister for Small Business, Consumers and Labour Markets has previously set out, the UK’s position on subsidies for the trade agreement negotiations with the EU does not necessarily require a domestic regulator (as demonstrated by other countries, like Canada, that do not maintain a domestic subsidy control regulator to fulfil their trade agreement obligations with the EU).

The Government recognises the importance of providing clarity to businesses. In advance of the introducing the domestic subsidy control regime, we will be seeking the views of business on the best approach to ensure we continue to have fair and open competition across the UK.

Floating offshore wind presents an exciting opportunity to support the UK’s low carbon ambitions, whilst maintaining a leadership position in offshore innovation. The Department, alongside the Ministry for Housing, Communities and Local Government are in regular contact with the Cornwall and Isles of Scilly Local Enterprise Partnership, including in regard to their plans to transform the existing Wave Hub asset, off the coast of Cornwall, into a test site for floating offshore wind technologies.

The Government recently consulted on the forthcoming Contracts for Difference allocation round, due to open in 2021, and included questions on measures to support floating offshore wind. The Contracts for Difference approach could support the commercial build out of offshore zones in the Celtic Sea.

The Government’s top priority is to ensure we protect people and businesses throughout the present health crisis. The Government’s advice to avoid using public transport where possible, and instead try to walk, cycle, or drive is based on the present concern for public health.

Covid-19 has meant people have had to profoundly change the way they live, work and travel. Many people have rediscovered walking and cycling, and their benefits to both air quality and health. We are supporting that through the £225 million Emergency Active Travel Fund, which was announced on 9 May, and is the first stage of a £2 billion investment in active travel. We are also encouraging local authorities to consider rapid changes to road layouts such as pop up cycles lanes to make cycling safer and more attractive.

The COVID-19 crisis has not diminished the Government’s determination to meet our net zero target and we are committed to going further and faster to tackle climate change. Transport has a central role to play in decarbonising our economy whilst delivering growth. At the end of March, we published “Decarbonising Transport: Setting the Challenge” kicking off our work on preparing a Transport Decarbonisation Plan to ensure we meet the challenge of reaching net zero transport emissions by 2050.

The Government has introduced a number of support measures available to pubs during the current COVID-19 outbreak. These include a retail, hospitality and leisure business rates holiday scheme and grants scheme for these sectors, business interruption loans schemes, as well as job retention and self-employed income support schemes. The full details of all these measures have been published, and can be viewed on the GOV.UK website

The Government’s decisions on when and how to amend the current social distancing measures will be guided by the scientific advice.

As part of the current Greening Government Commitment targets, the Government as a whole has reduced the number of domestic flights its staff took by 28% in 2018/19 compared with the baseline of 2009/10. This shows good progress towards the target reduction of 30%, which the Government is on course to exceed by the target date of 2020. As part of this commitment, many departments have revisited their travel service arrangements to reduce domestic flights and have introduced initiatives to increase electronic operations. However, we acknowledge that there is still more to be done.

The Government is currently developing an ambitious, updated set of Greening Government Commitment targets for 2021-2025, with travel as an area in which we are looking to improve. We are committed to setting new targets that will be consistent with a trajectory to achieving net zero greenhouse gas emissions by 2050 and will continue to look at further measures to encourage lower emissions travel options for Government officials.

Workers are able to continue to come to the UK under the key worker category “Food and other necessary goods”.All flights coming to the UK must follow the current UK policy relating to the delay phase of the current COVID-19 outbreak. All passengers on entry to UK must follow the government’s social distancing guidance as per GOV.UK website available at: https://www.gov.uk/government/publications/full-guidance-on-staying-at-home-and-away-from-others/full-guidance-on-staying-at-home-and-away-from-others

Various airlines and airports have implemented social distancing measures, by making reasonable adjustments. For example the following social distance adjustments are in the process of implementation at many airports, wherever possible: opening additional staff search areas; altering security lane opening plan to leave space between lanes; ensuring only one passenger at a time waiting to go into the body scanners; floor markings placed at bag search areas to ensure people maintain a safe distance whilst their bag is being searched; more colleague parking to reduce the number of people on public transport.

Any individual who is ill and showing signs of COVID-19 should not be allowed to board a flight to the UK.

All flights to the UK are required to provide health announcements to passengers relating to the current COVID-19 outbreak. In the event that there is a seriously unwell passenger, information must be reported to the relevant airport in line with standard operating procedure, and to the PHE (Public Health England) Health Control Unit at London Heathrow (LHR). If the unwell passenger has COVID-19 like symptoms then on arrival they will be advised to self-isolate for 7 days and if symptoms worsen to call NHS 111. All passengers will be provided with information leaflets on arrival in the UK about following government's social distancing guidance.

Employers of those travelling on flights are applying additional measures for workers prior to and following arrival into the UK, including isolation, temperature checks and social distancing during travel.

In accordance with transition arrangements with other EU countries on healthcare, workers are able to access medical assistance during their time in the UK should this be required. If migrant workers from EU countries fall ill with coronavirus (COVID-19) while in the UK they will not have to pay for diagnosis or treatment, this includes if they are tested and the result is negative.

Businesses must comply with current UK employment law, including pay for workers in line with National Minimum Wage rules.

Any individuals working in the UK will be able to return home at any time, subject to the home country border restrictions. Flight costs will be paid for by the worker and in line with Gangmasters and Labour Abuse Authority (GLAA) regulations.

The Government has no current plans to declare a National Environment Day. There are already a number of established initiatives that encourage care for the environment, including World Environment Day. Defra is working with Keep Britain Tidy to deliver the “Keep it, Bin it” campaign. We are also pleased to support their “Great British Spring Clean” campaign, which has now been rescheduled for the autumn.

The Government made a commitment through the 25 Year Environment Plan to be the first generation to leave the environment in a better state than we found it. 2019 was designated the Year of Green Action in support of the 25 Year Environment Plan goal to connect people with the environment to improve health and well-being.

The Hitachi-Alstom joint venture is contracted to manufacture and maintain the HS2 rolling stock for Phase 1 of the project. We will complete Phase 1 of HS2 between Birmingham and London, with a rescoped Euston station. The contracted HS2 trains are designed to be capable of operating on both the existing rail network and new High Speed Rail network. As such a review of network interoperability is not required.

Due to different technical standards, there are currently no plans to amend the HS2 infrastructure to support trains that currently run on the conventional network.

The Accounting Officers at HS2 Ltd and the Department for Transport were as follows:

HS2 Ltd

• Alison Munro (January 2009 – September 2014)
• Simon Kirby (September 2014 – December 2016)
• Roy Hill (December 2016 – March 2017)
• Mark Thurston (March 2017 – September 2023)
• Sir Jonathan Thompson (September 2023 - Present)

DfT

• Sir Robert Devereux (2007 - December 2011)
• Dame Linda Margaret Homer (December 2011 – March 2012)
• Sir Philip McDougall Rutnam (March 2012 – April 2017)
• Dame Bernadette Kelly (April 2017 – Present)

The Government and its public bodies take any allegations raised seriously and will ensure they are thoroughly investigated.

The National Audit Office (NAO) examined historic allegations in 2018 and determined that these were unfounded. There is one new allegation which relates to a live whistleblowing investigation by HS2 Ltd.

It would be inappropriate to comment while the investigation is ongoing.

There are no current plans to make changes to the driver licensing regime for these vehicles.

On 11 February 2020, the then Prime Minister announced that the Government intended to proceed with HS2. This decision was made having considered the conclusions of the Independent Review of HS2, led by Douglas Oakervee, and an accounting officer assessment that demonstrated the ongoing compliance of the programme with HM Treasury managing public money guidance. This assessment followed four previous assessments undertaken at regular intervals in 2019.

Since the HS2 Phase 1 Notice-to-Proceed decision, comprehensive governance arrangements have been put in place to increase Ministerial oversight, transparency, and accountability of the HS2 project. Since October 2020, the Department has published six-monthly reports to Parliament, while the Infrastructure and Projects Authority’s Annual Report includes assessments on HS2. HS2 Ltd is held to account in several ways, including through a monthly Sponsor Board meeting that oversees the company’s performance and reviews the latest Management Information. HS2 Ltd’s Board was also strengthened with new Non-Executive Directors, including a representative from the Department for Transport.

The National Audit Office has published multiple reports examining the delivery of HS2, and the programme is scrutinised by Parliament on a regular basis.

All major infrastructure projects are required to follow the HMT five-case model as outlined in the business case guidance for projects and programmes. The Department for Transport uses a Value for Money Framework to inform its investment decisions.

The Oakervee Review of HS2 commissioned Oxera to carry out sensitivity analysis on the business case for HS2. The outcome of the Oxera analysis is set out in the published Oakervee Review.

As set out in Network North, the Government remains committed to delivering HS2 between Birmingham and Euston in central London as planned. The station will comprise 6-platforms that can accommodate the trains we will run to Birmingham and onwards.

No decisions have been made on the train service that will run when HS2 opens from Euston. These will be made in due course, taking advice from West Coast Partnership Development, HS2 Ltd and Network Rail, and will be subject to consultation.

The scope and cost estimates for this section of the route are subject to review following the announcement. As set out in Network North, we will appoint a development company to manage the delivery of the station and will harness the future growth that the station will unleash to support its development, to ensure we get the best possible value for the British taxpayer and ensure that funding is underpinned by contributions from those people and businesses its development supports.

No decisions have been made on the train service that will run when HS2 opens from Euston. These will be made in due course, taking advice from West Coast Partnership Development, HS2 Ltd and Network Rail, and will be subject to consultation.

The Department is working with HS2 Ltd and its supply chain to establish the cost implications of the decision not to build Phase 2. This work will include consideration of any necessary changes to HS2 Ltd’s contracts with its supply chain.

The Secretary of State has met with the HS2 Ltd Board to hold it to account on its plan to deliver HS2 from London Euston to Birmingham to cost and schedule, and will continue to do so. The Department is now in discussion with HM Treasury on strengthening the governance of the programme and reinforcing the leadership of HS2 Ltd, under Sir Jon Thompson.

Phase 2a safeguarding will be formally lifted in weeks and Phase 2b safeguarding will be amended by the summer of next year, to allow for any safeguarding needed for Northern Powerhouse Rail. In the meantime, we will take steps to begin to lift the blighting effect of HS2 in areas where safeguarding is going to be lifted.

Where any land or property has been acquired compulsorily or via statutory blight and is no longer required, it will be sold subject to the Crichel Down Rules. These require government departments, under certain circumstances, to offer back surplus land to the former owner or the former owner’s successors at the current market value. All land and property will be assessed prior to disposal.

The Accounting Officers at the Department for Transport and Chief Executives at HS2 Ltd from 1 January 2009 to the present are as follows:

HS2 Ltd

• Alison Munro CBE (January 2009 – September 2014)
• Simon Kirby (September 2014 – December 2016)
• Roy Hill (December 2016 – March 2017)
• Mark Thurston (March 2017 – September 2023)
• Sir Jonathan Thompson (September 2023 - Present)

DfT

• Sir Robert Devereux KCB (2007 - December 2011)
• Dame Linda Margaret Homer DCB (December 2011 – March 2012)
• Sir Philip McDougall Rutnam KCB (March 2012 – April 2017)
• Dame Bernadette Kelly DCB (April 2017 – Present)

Service operators decide the conditions on which their services are provided. Operators including general passenger vessels are subject to relevant consumer and anti-discrimination law, which their terms of business should comply with.

Following the Prime Minister’s Network North announcement and the changes to the scope of the HS2 programme, HS2 Ltd is working closely with the department to identify further cost reduction options. Officials will continue to assess opportunities to maximise the benefits of the scheme and its integration with the wider rail network.  As set out in point 26 of the Network North: Transforming British Transport, we are making changes quickly and decisively so the remainder of HS2 is delivered as cost effectively as possible.

The Department will ensure that the process to ensure the orderly and safe cessation of activities on Phase 2a is regular and proper as set out in the Permanent Secretary’s Accounting Officer Assessment. There are no immediate plans to introduce legislation to repeal the High Speed Rail (West Midlands - Crewe) Act 2021. The Department and HS2 Ltd will review all Undertakings and Assurances given and will consider what steps, if any, are required to manage them on a case-by-case basis.

Government is currently considering the next steps for the High-Speed Rail (Crewe - Manchester) Bill, including for outstanding petitioners. When decisions have been reached, we will set out these steps to the House in the usual way.

The Government will not be in a position to place a copy of the Full Business Case submitted by the Council of the Isles of Scilly concerning funding for new vessels in the Library of the House. The Full Business Case is submitted to the department in confidence, and since it contains sensitive commercial information, it cannot be placed in the library.

The Levelling Up Fund grant to the Council of the Isles of Scilly is dependent upon obtaining an approved compliant full business case for replacement vessels and harbour works. The council has begun a soft market testing exercise to seek other interested parties who may be interested in the project. Any business case or potential future SPV arrangement would need to comply with public procurement rules and would be developed with specialist legal advice.

The Levelling Up Fund grant to the Council of the Isles of Scilly is dependent upon obtaining an approved compliant full business case for replacement vessels and harbour works. The council has begun a soft market testing exercise to seek other interested parties who may be interested in the project. Any business case or potential future SPV arrangement would need to comply with public procurement rules and would be developed with specialist legal advice.

The European Geostationary Navigation Overlay Service (EGNOS) is separate to the Horizon and Copernicus Programmes. The DfT is working with other departments to understand the case for a UK Satellite Based Augmentation System (SBAS). As well as replacing the functionality of EGNOS, this system could offer benefits across transport and multiple Critical National Infrastructure sectors. To support this, the DfT is assessing the requirements following loss of access to EGNOS. The DfT is funding a UK SBAS testbed project to demonstrate the capabilities of such a system. This will inform the DfT’s consideration on next steps for this work.

The Council for the Isles of Scilly are required to obtain an approved Full Business Case to secure a levelling up fund grant in line with their bid to purchase vessels and harbour works that complies with the Treasury Green Book and the levelling up criteria.

Survey work is underway. The Government is bringing together the information we hold about the Government estate into one place. This work is being coordinated by the Office for Government Property.

The Government does not hold the requested information. Collecting and providing this information would require HS2 Ltd to interrogate every plot of land and advance purchase payment across thousands of files, which could not be done within a reasonable cost and timeframe.

The Government does not hold the requested information. Collecting and providing this information would require HS2 Ltd to interrogate every plot of land and advance purchase payment across thousands of files, which could not be done within a reasonable cost and timeframe.

The Government does not hold the requested information. Collecting and providing this information would require HS2 Ltd to interrogate every plot of land and advance purchase payment across thousands of files, which could not be done within a reasonable cost and timeframe.

The Government does not hold the requested information. Collecting and providing this information would require HS2 Ltd to interrogate every plot of land and advance purchase payment across thousands of files, which could not be done within a reasonable cost and timeframe.

The Levelling Up Fund grant to the Council of the Isles of Scilly is dependent upon obtaining an approved compliant full business case for replacement vessels and harbour works. The council, is considering its options, including an open procurement process through the publication of a Prior Information Notice (PIN) to seek other interested parties. It would be inappropriate for the DfT to comment on the council’s approach at this stage.

Designation Orders granting powers to civilly enforce contraventions of moving traffic restrictions outside London are being introduced in tranches reflecting applicant local authorities’ different states of readiness. The first Order came into force on 15 July 2022 in respect of 12 local authorities. A second Order is currently before Parliament and is due to come into force on 22 July 2023 in respect of a further 40 local authorities. All applications had to meet a list of prerequisites set by Ministers in statutory guidance.

Subject to approval of the Parliamentary Business and Legislation Committee, a third Order is planned for early 2024, for which the application deadline is 25 October. No formal applications have yet been received.

As I mentioned in my previous response, external factors affected our original plans for an earlier publication of the HS2 Parliamentary Report, which was further delayed as it has taken time to work through the implications of the Spring Budget. We remain committed to transparency and providing timely and accurate updates on HS2, with the next report due for publication imminently.

The Department has now published the six-monthly report on 19 June. We are currently assessing the impact of the recent pause in the development and construction of parts of HS2, including any delays and relevant cost changes. While it is too early to provide specific details at this stage, we acknowledge the importance of transparency and accountability in reporting such information to Parliament as soon as reasonably practicable.

The last six monthly report on HS2 to Parliament was published in October 2022. April 2023 would have marked the six month point from the previous edition, but this was postponed due to external factors including recess, the pre-local election period and the King’s coronation. We remain committed to providing timely and transparent updates to Parliament and we aim to publish the next edition in the coming weeks.

We are deferring some capital expenditure on HS2 over the next two financial years in order to manage the public purse in light of inflationary pressures. The Department is working at pace with HS2 Ltd on finalising funding profiles over the next two years and this will include agreeing a sensible funding allocation on work for the rephased elements of HS2. HS2 Ltd is working with its supply chain to understand the wider cost and schedule implications for the programme, including identifying mitigations that seek to protect taxpayer value-for-money from these deferrals. We will continue to provide transparent reporting of costs and regularly update Parliament through our six-monthly reporting process.

I can confirm that Network Rail has delivered the first two phases of the South West Rail Resilience Programme to provide protection to the railway at Dawlish from coastal flooding. Subsequent phases of the programme relate to cliff protection measures. The third phase is currently in delivery, and a fourth phase covering the railway between Dawlish and Holcombe has funding of £32m and will shortly commence. The fifth and final phase of the programme will address the mile-long section of the railway between Teignmouth and Parson’s Tunnel. Network Rail is developing a detailed scope, cost and a risk-based delivery proposal.

The last published benefit-cost ratio (BCR) for the whole HS2 programme (Phase 1, Phase 2a, Phase 2b Western Leg) was 1.1, published in the supplement to the update on the Strategic Outline Business Case for HS2 Phase 2b Western Leg (July 2022). This excludes the Golborne Link. The BCR does not include dynamic wider economic impacts.

The supplement presented the following adjusted BCRs for the different phases of the programme:

We will continue to provide updated economic assessments of HS2 at key decision points for the programme, including in the next business case for Phase 2b.

As planned, HS2 will be delivered in phases, with the construction and opening of different stages taking place at different times. To help manage inflationary pressures and balance the nation’s books, we are rephasing delivery for certain elements of the programme in a way that protects value for money for the taxpayer.

HS2’s opening stage will be delivered to schedule with the first high-speed services running between Old Oak Common in west London and Birmingham Curzon Street by 2033. We will not proceed to full construction of the Euston Station in the next two years due to affordability and profiling issues, and instead we will aim to deliver the station alongside high-speed infrastructure to Manchester. Construction works on Phase One north of Birmingham, from Delta Junction to Fradley including works at Handsacre, continue to progress.

We will rephase construction of Phase 2a by two years, with an aim to deliver high-speed infrastructure to Crewe and services to the North West as soon as possible after accounting for the delay in construction. The previous delivery into service range (2030-2034) will be changed and a new delivery-into-service range for the Phase 2a section between Fradley and Crewe will be confirmed in due course.

Regarding the Phase 2b Western Leg, we are committed to bringing high-speed infrastructure to Manchester as soon as possible. The High Speed Rail (Crewe - Manchester) Bill is currently working its way through Parliament, and we are continuing to work towards delivering this section of the railway within the estimated 2035-2041 delivery-into-service range.

Work continues on progressing commitments made in the Integrated Rail Plan to develop HS2 East, the proposed route for HS2 services between the West and East Midlands.

We continue to work through the details of the rephasing that we announced for parts of the programme, and the Department for Transport will continue to update Parliament on HS2 schedule and delivery via our six-monthly reports.

I apologise for the delay in responding to your previous correspondence. An interim response was sent to you whilst answers were sought to the technical points raised in your correspondence. The Department will ensure that future correspondence will be responded to promptly.

HS2 Ltd is working with the West Coast Partnership Development (WCPD), acting as the future operator, to ensure that the rolling stock is capable of operation on rail routes connected to HS2 as differing demand dictates. HS2 Ltd and WCPD are working with the Department for Transport to finalise the operational routes for which the rolling stock will be compatible, supported by demand and revenue analysis to demonstrate value for money to the taxpayer.

The Rolling Stock contract awarded to the Hitachi/Alstom Joint Venture (‘JV’) will see the JV design, build and maintain a fleet of 54 state-of-the-art high-speed trains that will operate on HS2. Each train will be 200m long with up to 528 seats and have the option to couple two units together to create a 400m long train. The final seating capacity of the rolling stock will be agreed in collaboration between HS2 Ltd, DfT, and the West Coast Partner (as future operator) in order to support their customer service proposition. The contract award value for the supply of the rolling stock and a 12 year initial maintenance period is £2bn (as at December 2021) and the current contract programme will see the full fleet delivered to HS2 Ltd by November 2030.

I can confirm that this is the same project for which the Isles of Scilly submitted a Levelling Up Fund bid for £48.4 million in June 2021.

DfT recognises the potential benefits of a hybrid vessel, which can accommodate both passengers and freights. These benefits will be considered to determine if a more frequent and efficient service can operate, and potentially be extended to run over the winter months.

I wrote to the current operator advising that the proposal received from Isles of Scilly Steamship Company, which sought to use public (levelling up) funding without the need of competition, did not meet the public procurement requirement in the context of the Levelling Up Fund. This position remains.

The Council of the Isles of Scilly are leading on the current survey to seek the islander’s preferences for value for money, fares and freight costs, and a year-round passenger service as opposed to a summer only service. DfT and the council have agreed that the results of this survey will be shared with the public once available.

The DfT have advised the Council of the Isles of Scilly that it will take the lead on finalising the ownership and delivery option for the Isles of Scilly Sea Links Project. The Council of the Isles of Scilly will remain the accountable body and will be required to submit any subsequent business case. As a levelling up funding project, the intention of DfT is that that project remains compliant with public procurement regulations. It also acknowledges the need for competition when procuring new vessels and operation of services.

I can confirm that this is the same project for which the Isles of Scilly submitted a Levelling Up Fund bid for £48.4 million in June 2021.

DfT recognises the potential benefits of a hybrid vessel, which can accommodate both passengers and freights. These benefits will be considered to determine if a more frequent and efficient service can operate, and potentially be extended to run over the winter months.

I wrote to the current operator advising that the proposal received from Isles of Scilly Steamship Company, which sought to use public (levelling up) funding without the need of competition, did not meet the public procurement requirement in the context of the Levelling Up Fund. This position remains.

The Council of the Isles of Scilly are leading on the current survey to seek the islander’s preferences for value for money, fares and freight costs, and a year-round passenger service as opposed to a summer only service. DfT and the council have agreed that the results of this survey will be shared with the public once available.

The DfT have advised the Council of the Isles of Scilly that it will take the lead on finalising the ownership and delivery option for the Isles of Scilly Sea Links Project. The Council of the Isles of Scilly will remain the accountable body and will be required to submit any subsequent business case. As a levelling up funding project, the intention of DfT is that that project remains compliant with public procurement regulations. It also acknowledges the need for competition when procuring new vessels and operation of services.

I can confirm that this is the same project for which the Isles of Scilly submitted a Levelling Up Fund bid for £48.4 million in June 2021.

DfT recognises the potential benefits of a hybrid vessel, which can accommodate both passengers and freights. These benefits will be considered to determine if a more frequent and efficient service can operate, and potentially be extended to run over the winter months.

I wrote to the current operator advising that the proposal received from Isles of Scilly Steamship Company, which sought to use public (levelling up) funding without the need of competition, did not meet the public procurement requirement in the context of the Levelling Up Fund. This position remains.

The Council of the Isles of Scilly are leading on the current survey to seek the islander’s preferences for value for money, fares and freight costs, and a year-round passenger service as opposed to a summer only service. DfT and the council have agreed that the results of this survey will be shared with the public once available.

The DfT have advised the Council of the Isles of Scilly that it will take the lead on finalising the ownership and delivery option for the Isles of Scilly Sea Links Project. The Council of the Isles of Scilly will remain the accountable body and will be required to submit any subsequent business case. As a levelling up funding project, the intention of DfT is that that project remains compliant with public procurement regulations. It also acknowledges the need for competition when procuring new vessels and operation of services.

I can confirm that this is the same project for which the Isles of Scilly submitted a Levelling Up Fund bid for £48.4 million in June 2021.

DfT recognises the potential benefits of a hybrid vessel, which can accommodate both passengers and freights. These benefits will be considered to determine if a more frequent and efficient service can operate, and potentially be extended to run over the winter months.

I wrote to the current operator advising that the proposal received from Isles of Scilly Steamship Company, which sought to use public (levelling up) funding without the need of competition, did not meet the public procurement requirement in the context of the Levelling Up Fund. This position remains.

The Council of the Isles of Scilly are leading on the current survey to seek the islander’s preferences for value for money, fares and freight costs, and a year-round passenger service as opposed to a summer only service. DfT and the council have agreed that the results of this survey will be shared with the public once available.

The DfT have advised the Council of the Isles of Scilly that it will take the lead on finalising the ownership and delivery option for the Isles of Scilly Sea Links Project. The Council of the Isles of Scilly will remain the accountable body and will be required to submit any subsequent business case. As a levelling up funding project, the intention of DfT is that that project remains compliant with public procurement regulations. It also acknowledges the need for competition when procuring new vessels and operation of services.

I can confirm that this is the same project for which the Isles of Scilly submitted a Levelling Up Fund bid for £48.4 million in June 2021.

DfT recognises the potential benefits of a hybrid vessel, which can accommodate both passengers and freights. These benefits will be considered to determine if a more frequent and efficient service can operate, and potentially be extended to run over the winter months.

I wrote to the current operator advising that the proposal received from Isles of Scilly Steamship Company, which sought to use public (levelling up) funding without the need of competition, did not meet the public procurement requirement in the context of the Levelling Up Fund. This position remains.

The Council of the Isles of Scilly are leading on the current survey to seek the islander’s preferences for value for money, fares and freight costs, and a year-round passenger service as opposed to a summer only service. DfT and the council have agreed that the results of this survey will be shared with the public once available.

The DfT have advised the Council of the Isles of Scilly that it will take the lead on finalising the ownership and delivery option for the Isles of Scilly Sea Links Project. The Council of the Isles of Scilly will remain the accountable body and will be required to submit any subsequent business case. As a levelling up funding project, the intention of DfT is that that project remains compliant with public procurement regulations. It also acknowledges the need for competition when procuring new vessels and operation of services.

The information requested is not held by the Department for Transport.

HS2 Ltd is purchasing the rolling stock from a Joint Venture of Hitachi and Alstom. The purchased HS2 rolling stock will be gauge-compatible with its operational routes.

If a driver is watching a video on a hand-held mobile phone, this is an offence which attracts a fixed penalty notice of £200 and six penalty points. If the case goes to the magistrates court the maximum fine is £1,000 (or £2,500 for bus and lorry drivers).

If a driver is watching a video on a mobile phone secured in a cradle, this is also an offence; the sanction is a £50 fixed penalty notice and a maximum fine of Level 3 on the standard scale if the case goes to court. There are also more general road traffic offences that the police can potentially use in cases where a driver is watching a video on a mobile phone in a cradle, for example, driving whilst not in proper control of the vehicle or driving without due care and attention.

We keep offences and their penalties under review.

Since being announced in January 2020 the Restoring Your Railway Fund has developed an ambitious portfolio of potential restoration schemes to reconnect smaller communities across England and Wales. The third round of the Restoring Your Railway Ideas Fund stopped accepting new bids on 5 March 2021. This was the final round of the Ideas Fund for the foreseeable future. We are now focussed on realising the benefits of those schemes in order to regenerate local economies and improve access to jobs, homes and education.

We have been clear that there must be a level playing field between any future Great British Railways retail function and independent retailers to provide a competitive market that benefits customers. Independent retailers play an important role in growing the market and delivering innovation.

We consulted on our proposals around the retail market, where bodies, such as the Competition and Markets Authority, could express their views, and we are continuing conversations with the Office of Rail and Road and the Competition and Markets Authority while developing policy for online retail. We will publish a response in due course along with any further updates.

We have been clear that there must be a level playing field between any future Great British Railways retail function and independent retailers to provide a competitive market that benefits customers. Independent retailers play an important role in growing the market and delivering innovation.

We consulted on our proposals around the retail market, where bodies, such as the Competition and Markets Authority, could express their views, and we are continuing conversations with the Office of Rail and Road and the Competition and Markets Authority while developing policy for online retail. We will publish a response in due course along with any further updates.

We have been clear that there must be a level playing field between any future Great British Railways retail function and independent retailers to provide a competitive market that benefits customers. Independent retailers play an important role in growing the market and delivering innovation.

We consulted on our proposals around the retail market, where bodies, such as the Competition and Markets Authority, could express their views, and we are continuing conversations with the Office of Rail and Road and the Competition and Markets Authority while developing policy for online retail. We will publish a response in due course along with any further updates.

As set out in the Plan for Rail, we recognise that the current multitude of train company websites with different standards of service is confusing to passengers. We are continuing to review the best way to address this and are working closely with the rail sector to do this.

We will also open up railway data and systems, whilst lowering barriers to entry for the industry. For ticketing, that means a more competitive retail market and we welcome new players to spur more innovation and give passengers the services they need.

Further updates on rail retailing proposals will be provided in due course.

As set out in the Plan for Rail, we recognise that the current multitude of train company websites with different standards of service is confusing to passengers. We are continuing to review the best way to address this and are working closely with the rail sector to do this.

We will also open up railway data and systems, whilst lowering barriers to entry for the industry. For ticketing, that means a more competitive retail market and we welcome new players to spur more innovation and give passengers the services they need.

Further updates on rail retailing proposals will be provided in due course.

As set out in the Plan for Rail, we recognise that the current multitude of train company websites with different standards of service is confusing to passengers. We are continuing to review the best way to address this and are working closely with the rail sector to do this.

We will also open up railway data and systems, whilst lowering barriers to entry for the industry. For ticketing, that means a more competitive retail market and we welcome new players to spur more innovation and give passengers the services they need.

Further updates on rail retailing proposals will be provided in due course.

The Spring Budget confirmed the Department’s budgets for 2023-24 and 2024-25, where we received an additional £200m in 2023-24 for local authorities to repair potholes. We are currently working through to finalise our budgets as part of our internal business planning process. Our forward plans will be detailed in the Annual Report and Accounts under the ‘Expenditure Tables’ Annex, which the Department intends to publish in July.

Mark Thurston, CEO of HS2 Ltd has recently stated that Phase 1 is approximately 40% complete.

The Secretary of State for Transport made a written statement to Parliament on 9 March 2023, setting out plans for rephasing some elements of the HS2 scheme. The Department for Transport is continuing to work through the implications of the funding settlement with HS2 Ltd. The Department for Transport publishes six-monthly parliamentary reports on HS2 and will provide updates in due course.

The total number of Bridges on Phase One is 261, 19 of which have been completed to date.

It is not possible to give a percentage completion of the Colne Valley Viaduct as it has structural components that are constructed progressively, with different structures at various levels of completion. To illustrate progress, all abutments are complete, 206 precast segments have been erected, and 26 piers completed.

Five tunnel boring machines (TBMs) have been launched to date. On HS2’s longest tunnel, the Chiltern Tunnel, both TBMs ‘Florence’ and ‘Cecilia’ have passed the Amersham vent shaft and are now more than 5-and-a-half miles into their 10 mile drive. In Warwickshire, HS2 completed the first tunnel bore under Long Itchington Wood in July 2022 and the TBM ‘Dorothy’ has been relaunched for the second tunnel bore. In West London, two TBMs ‘Sushila’ and ‘Caroline’ were launched in October 2022 from West Ruislip to create the first section of HS2 tunnel in London. The progress of TBMs can be tracked on the HS2 website.

The Department apologises for the delay in responding and a reply to this letter will be provided shortly.

Project Silverlight and Project Blue Diamond are the titles of ongoing HS2 Ltd work to develop options with the Department for Transport on how the programme is phased and delivered. The Department for Transport publishes six-monthly parliamentary reports on HS2 and will provide updates in due course.

The Department is finalising preparations to launch the delivery of Phase 3 of the Global Navigation Satellite System Programme, and the announcements of successful sponsors will be made as soon as the process is complete.

All drivers are legally responsible for notifying the Driver and Vehicle Licensing Agency (DVLA) of any medical condition that may affect their ability to drive safely.

The DVLA recognises that there may be occasions where a licence holder fails to declare a medical condition because they fear losing their licence or because they lack insight into their ability to drive safely. In these situations, the DVLA investigates notifications from third parties, including concerned relatives, neighbours, police and healthcare professionals. The General Medical Council and the General Optical Council provide guidance to healthcare professionals around notifying the DVLA of a patient’s medical condition. Medical professionals must make every reasonable effort to persuade patients to inform the DVLA themselves but if they are aware their patient has failed to do so healthcare professionals can notify the DVLA of a patient’s medical condition in confidence. The DVLA provides online guidance in its ‘Assessing Fitness to Drive – a guide for medical professionals’ document. This includes a notification form for healthcare professionals to complete and provides a dedicated contact point which allows them to discuss concerns directly with a DVLA doctor. The DVLA treat such notifications as a high priority.

The Department has not made a formal assessment of the costs and benefits of a national DVLA-style database for cycles. Active Travel England is working with Sustrans, the British Transport Police and other stakeholders to develop a single system which aggregates the data from all existing registration systems to make it easier for the police to trace the owners of stolen cycles.

As recommended in Gear Change, the provision of secure cycle parking is eligible for funding under the Active Travel Fund. The Department is working with the police-led National Cycle Crime Group to support regional cycle crime enforcement partnerships and raise awareness of better security.

The Department has not made a formal assessment of the costs and benefits of a national DVLA-style database for cycles. Active Travel England is working with Sustrans, the British Transport Police and other stakeholders to develop a single system which aggregates the data from all existing registration systems to make it easier for the police to trace the owners of stolen cycles.

As recommended in Gear Change, the provision of secure cycle parking is eligible for funding under the Active Travel Fund. The Department is working with the police-led National Cycle Crime Group to support regional cycle crime enforcement partnerships and raise awareness of better security.

The IRP included £100 million for work to look at the most effective way to run HS2 trains to Leeds, including understanding the optimal solution for capacity at Leeds station, and starting work on the West Yorkshire Mass Transit System.

We intend to publish the terms of reference for the HS2 to Leeds Study soon, which will provide more information on the options under consideration.

The IRP included £100 million for work to look at the most effective way to run HS2 trains to Leeds, including understanding the optimal solution for capacity at Leeds station, and starting work on the West Yorkshire Mass Transit System.

We intend to publish the terms of reference for the HS2 to Leeds Study soon, which will provide more information on the options under consideration.

The A303 Stonehenge project is being redetermined by the Secretary of State for Transport following an Order of the High Court made on 30 July 2021, the decision dated 12 November 2020, to grant development consent for the application by National Highways (formerly Highways England) was quashed. Further details on the re-determination process are published on the project page on the Planning Inspectorate’s website. As this is a live planning application, the Department for Transport cannot comment further on the application.

The A66 Trans-Pennine project is at outline business case (OBC) stage and is currently under Development Consent Order examination. The OBC gives a BCR of 0.9, which does not include the benefits of further work to develop and refine the project. As this is a live planning application, the Department for Transport cannot comment further on the application.

We do not have a complete set of data to present at this time. We have asked Great Western Railway to write to the Noble Lord when the information is available and this information will be placed in the Libraries of the House.

The Government’s spending plans are set out in the Central Government’s annual Supply Estimates, the latest of which were presented to Parliament on 23 June 2022 and can be accessed on www.gov.uk. The voted elements of these spending plans were originally set out in Spending Review 2021 and updated at subsequent fiscal events.

There are three manufacturers with European bases, which supply the UK and EU markets with the existing smart 1 tachographs. Two (Continental and Stoneridge) have shown interest in producing the new smart 2 tachographs, in the context of the implementation date of 21 August 2023.

I am aware of industry concerns that there could be a shortage of supply of smart 2 tachographs which will make the implementation date of 21 August 2023 challenging. My Department will continue to monitor the situation.

All ministerial directions are published online on Gov.UK if carried out. Since the appointment of the current Permanent Secretary in April 2017, no ministerial directions have been sought on HS2 as accounting officer responsible for the project.

A smart 2 tachograph will need to be installed and used in vehicles (in-scope of the retained EU drivers’ hours regulations) registered for the first time on or after 21st August 2023. This applies to UK and EU registered vehicles used in the UK and the EU.

For vehicles registered before 21 August 2023 and used for international journeys between the UK and EU, a smart 2 tachograph will need to be installed in three cases. All cases apply to vehicles registered in the UK and also the EU. These are:

• on or after 31st December 2024, for vehicles equipped with an analogue tachograph or a digital tachograph;
• on or after 19th August 2025, for vehicles equipped with a smart tachograph 1; and,
• on or after 1st July 2026, for vehicles with a maximum permissible mass, including any trailer or semi-trailer, between 2.5 and 3.5 tonnes, used for hire or reward transport.

Data on the number of UK domestic sea passengers by route is published annually in table SPAS0201. Data on passengers between Hampshire and the Isle of Wight is shown in the table below for the last five years available. Data on the route between Penzance and the Isles of Scilly is not published separately and is included in the “other domestic sea crossings” category. These statistics include all vehicle drivers, their passengers and foot passengers on ferries.

The Department does not hold data on vehicles carried by ferry services on these routes. The ports on the Isles of Scilly and Isle of Wight are classified as minor ports in DfT Port Freight Statistics as they handle less than a million tonnes of cargo annually, therefore only total tonnage is collected from the ports to reduce the burden on smaller ports and companies in the UK. The Department does not hold data on the number of air passengers carried between the Isle of Wight and the UK mainland.

Data on the number of UK domestic sea passengers by route is published annually in table SPAS0201. Data on passengers between Hampshire and the Isle of Wight is shown in the table below for the last five years available. Data on the route between Penzance and the Isles of Scilly is not published separately and is included in the “other domestic sea crossings” category. These statistics include all vehicle drivers, their passengers and foot passengers on ferries.

The Department does not hold data on vehicles carried by ferry services on these routes. The ports on the Isles of Scilly and Isle of Wight are classified as minor ports in DfT Port Freight Statistics as they handle less than a million tonnes of cargo annually, therefore only total tonnage is collected from the ports to reduce the burden on smaller ports and companies in the UK. The Department does not hold data on the number of air passengers carried between the Isle of Wight and the UK mainland.

GBRTT has been set up to design and mobilise the new guiding mind for the railway and create a simpler, better railway today through near-term improvements that benefit customers, communities and taxpayers.

GBRTT’s activity is directed by their Board, chaired by Keith Williams CBE, tasked with overseeing delivery of priorities set by the Secretary of State for Transport.

DfT’s future spending plans are under review following the 2022 Autumn Fiscal Statement.

The approval steps for spending on all Phases of HS2 continue to be transparently documented, and I refer Lord Berkeley to the HS2 6 monthly statements made to Parliament.

Government intends to introduce legislation for micromobility when parliamentary time allows.

Parts 2 (regulation 5), 3 (regulation 8) and 4 (regulation 74) of the draft Statutory Instrument apply to certain electric bikes and electric scooters (mopeds), being those which are currently in scope of compulsory type approval for L-category vehicles (powered two and three wheelers).

This draft SI does not increase the scope of the existing categorisations or the existing requirement for type approval for certain electric two-wheeled vehicles.

We will not comment on the detail of leaked reports or on commercially sensitive matters. The Department reports transparently on the programme's status to Parliament every six months with the latest report published in October, including our assessment of cost pressures and deliverability.

The last report made clear that Phase One from London to Birmingham remained on target to deliver within its budget.

As of 16 November, there were 174,687 driving licence applications in progress where a medical condition must be investigated before a licence can be issued. This figure includes new applications, notifications and renewal applications as well as the more usual in progress figure, which is around 120,000 at any one time. The Driver and Vehicle Licensing Agency expects to return to pre-pandemic turnaround times for medical applications by January 2023. All other backlogs were eliminated earlier this year.

Of the total of 174,687 applications in progress, 71,323 were received more than 90 days ago.

The length of time taken to deal with an application depends on the medical condition(s) involved and whether further information is required from third parties, for example NHS healthcare professionals, before a decision on whether to issue a licence can be made. Simple cases can often be processed quickly but some of the more complex cases with multiple medical conditions can take much longer. The DVLA’s business plan target for 2022/23 is to process 90% of new applications within 90 days from October 2022.

It is important to note that the majority of applicants renewing an existing licence will be able to continue driving while their application is being processed, providing they have not been told not to drive by a doctor or optician.

Analysis has been undertaken by HS2 Ltd for a number of different tunnel evacuation scenarios. The critical time is the period for passengers to evacuate the incident train, onto the tunnel evacuation walkway and pass through a cross passage to a place of relative safety in the other tunnel bore.

HS2 Ltd’s modelling estimates that:

• For a 200m long train carrying 550 passengers this is between 12 and 17 minutes depending on the location of the fire and the train stopping position.
• For a 400m long train carrying 1100 passenger this is between 14 and 24 minutes depending on the location of the fire and the train stopping position.

For passengers with mobility impairment, the design of any evacuation ramps or devices carried onboard the train are fit for use by all passengers. Evacuation wheelchairs will be carried onboard the train to aid passengers with mobility impairment where necessary. In addition, onboard staff would facilitate any evacuation as necessary.

HS2 Ltd has no plans to place copies of any reports relating to this subject in the Library of the House.

In general, the height of the evacuation walkway in HS2 tunnels is 760mm above top of rail. For some specific locations due to track gradient and drainage constraints there is some small variability in this figure.

At the HS2 exit doors, deployable gap fillers extend from the train to provide step-free access. The deployable gap filler has a nominal height of 1135mm above top of rail. This height can vary between 1115mm and 1135mm depending on vehicle movements and loading condition. New HS2 station platforms are being built at 1115mm above top of rail. At existing stations visited by HS2 trains, the nominal platform height is 915mm above top of rail, but with variability due to local conditions.

The HS2 route alignment has been designed to enable operation at speeds up to 360km/h on main route north of the northern portal of the Chiltern Tunnel where the topography and other constraints permit a suitable track alignment to be constructed. Between Euston and the Chiltern Tunnel north portal, the design speed progressively increases to a maximum of 320km/h.

There are no speed restrictions planned as a result of tunnel diameter or the piston effect of the train.

We have worked closely with the Office of Rail and Road throughout the Periodic Review Process, including on the timing of the publication of the High-Level Output Specification and Statement of Funds Available. We expect the Office of Rail and Road to provide notification of its decision on whether to grant an extension of up to four weeks for publication before the end of October.

Accounts will be published after the end of the financial year.

The budget for rail transformation is set and spend monitored, at the programme level.

The programme does not monitor on an aggregated basis time spent solely on preparing legislation, plus civil servants working on rail reform legislation also work on other areas.

The Secretary of State for Business, Energy and Industrial Strategy has introduced the Retained EU Law (Revocation and Reform) Bill, which will end the special status of ‘retained EU law’ and ensure that it can be easily amended or removed. My Department is in the process of fully considering how to best use our legislative freedom outside of the EU, including exploring options for pieces of retained EU Law, in preparation for the Bill.

The Rail Transformation Programme was created to deliver the commitments set out in the Plan for Rail White Paper, to modernise rail for passengers and freight and transform the industry so it is sustainable for the future. The budget is set and spend monitored at programme level and is not broken down into separate lines for those elements of the programme.

We recognise and value the importance of regional connectivity. Flybe's planned flights from Newquay adds a new route into Heathrow and capacity to Manchester.

UK policy on public service obligations (PSOs) protects existing routes into London, with no viable alternative, that are in danger of being lost, under which DfT and Cornwall Council fund the Gatwick route. We work closely with funding partners and local stakeholders to review on-going performance and future operations of PSOs.

The A428 Black Cat to Caxton Gibbet scheme is part of National Highways’ investment into the country’s road network committed in Road Investment Strategy (RIS2) and will be funded by HMT. It is expected to cost between £810 million to £950 million.

The economic assessment is summarised in terms of the benefit/cost ratio (BCR). National Highways’ BCR shows that for every £1 spent on the Scheme there will be £1.90 returned to society in benefits.

National Highways has three strong commitments to lowering carbon emissions; corporate carbon emissions to net zero by 2030, construction and maintenance emissions to net zero by 2040, and all road users to net zero by 2050. Progressing the A428 Black Cat to Caxton Gibbet scheme is contributing to National Highways’ Net Zero Plan.

The case for East West Rail between Bedford and Cambridge is currently under review. The Government will be providing an update on both the cost and business case in due course.

Eurostar’s decision to temporarily not stop at Ashford and Ebbsfleet International stations was a commercial decision taken by Eurostar in response to the severe decline in passenger numbers.

The Government engages very regularly with Eurostar and continues to monitor very closely the continued impact of COVID-19 on the international rail sector, as well as the decisions taken by companies in response. The Government is keen to see the reinstatement of services to Ashford and Ebbsfleet once it is reasonably possible and commercially viable to do so.

HS2 Ltd has kept local residents informed about the plans for the HS2 Euston Approaches through (i) a series of regular online and face to face information sessions; and (ii) online materials made available on the HS2 Ltd website. Most recently, in Spring 2022, HS2 Ltd hosted a series of information sessions, where updates were provided on the development of the design of the Euston Approaches, including the proposed tunnels. These virtual and in person information sessions were attended by Park Village East residents. The online materials include a Frequently Asked Questions document, which includes details of the developing designs, along with detailed responses to regular questions received from Park Village East residents about tunnelling and excavations.

In parallel, HS2 Ltd has been in regular contact with relevant residents to arrange property surveys and other investigations to inform ground movement assessments associated with the proposed major excavations and tunnelling. As the detailed design of the tunnels progresses, HS2 Ltd will carry out further assessments and provide updates to relevant property owners. Property owners within the settlement buffer zone are able to apply for a settlement deed under the HS2 Act.

Details of the final design are expected to be available to share. HS2 plan to finalise and share the tunnel design in spring 2023, and will keep the community informed if dates change, with tunnelling due to start in mid to late 2023.

HS2 Ltd has changed the design based on community feedback is the Euston Cavern Headhouse planned for the northern end of Park Village East. The headhouse has been re-designed prior to submitting the town planning application to reflect the local residents’ preference for a red brick façade in keeping with the neighbouring Park Village Studios.

There are no currently supported flows by inland waterways and there have been none during the last three financial years since April 2019. This scheme is open to all freight operators, including maritime operators, who wish to move freight through inland water freight transport instead of road, where inland waterway transport is more expensive.

There have been no projects supported by the Waterborne Freight Grant during the last three financial years since April 2019. This scheme is also open to all freight operators, including maritime operators, who wish to run waterborne freight transport instead of road, where transport by water is more expensive.

HS2 Ltd has kept local residents informed about the plans for the HS2 Euston Approaches through (i) a series of regular online and face to face information sessions; and (ii) online materials made available on the HS2 Ltd website.

Most recently, in Spring 2022, HS2 Ltd hosted a series of information sessions, where updates were provided on the development of the design of the Euston Approaches, including the proposed tunnels. These virtual and in person information sessions were attended by Park Village East residents. The online materials include a Frequently Asked Questions document, which includes details of the developing designs, along with detailed responses to regular questions received from Park Village East residents about tunnelling and excavations.

In parallel, HS2 Ltd has been in regular contact with relevant residents to arrange property surveys and other investigations to inform ground movement assessments associated with the proposed major excavations and tunnelling. As the detailed design of the tunnels progresses, HS2 Ltd will carry out further assessments and provide updates to relevant property owners. Property owners within the settlement buffer zone are able to apply for a settlement deed under the HS2 Act.

Details of the final design are expected to be available to share. HS2 plan to finalise and share the tunnel design in spring 2023 and will keep the community informed if dates change, with tunnelling due to start in mid to late 2023.

The government is supporting the decarbonisation of the UK Maritime sector through a two-pronged approach: R&D funding and investment; and a comprehensive policy and regulatory programme.

Building on the success of the first Clean Maritime Demonstration Competition, in March 2022 the government announced a £206m R&D fund to be managed by the newly established UK Shipping Office for Reducing Emissions (UK SHORE). UK SHORE will work in partnership with industry to tackle supply and demand barriers and speed the transition of the UK toward a decarbonised maritime sector. The UK SHORE programme is being scoped and is considering different kinds of projects. The programme will aim to deliver a suite of interventions transforming the UK into a global leader in the design, manufacture and operation of clean maritime technology – boosting both jobs and economic growth.

Earlier this year a 12 -week call for evidence on the uptake of shore power in the UK was launched as part of a commitment in the Transport Decarbonisation Plan. The responses to the call for evidence have been analysed and were published in July 2022. The next step is to use the evidence to develop policy proposals and consult on them later this year.

The UK has set a net zero by 2050 target across the economy. The 2019 Clean Maritime Plan and the 2021 Transport Decarbonisation outline the Department for Transport’s pathway to net zero in the UK maritime sector. The department is taking a two-pronged approach to maritime decarbonisation: a comprehensive policy and regulatory programme; and R&D funding and investment. In January 2022, we extended the Renewable Transport Fuel Obligation (RTFO), making renewable fuels of non-biological origin for marine use, such as hydrogen and ammonia, eligible for incentives under the RTFO.

Between March 2021 and March 2022, we ran the Clean Maritime Demonstration Competition (CMDC), which allocated over £23m of research and development funding to 55 projects across the UK. The competition included projects focusing on low-carbon fuels, engine technologies and storage facilities.

In March 2022, we announced a further £206m research and development funding for a newly established UK Shipping Office for Reducing Emissions (UK SHORE), which will deliver a suite of interventions aimed at addressing different barriers to maritime decarbonisation over a range of technology-readiness levels. This will help unlock an industry-led transition to clean maritime.

The Clydebank Declaration for Green Shipping Corridors was launched at COP26 to help drive the decarbonisation of the maritime sector and 24 countries have now signed the Declaration.

Establishing green shipping corridors is a multi-year endeavour, and we are now moving, with other States and the industry, to explore and then deliver corridors involving the UK. As a first step, we recently invited funding proposals for detailed feasibility studies on UK green corridors under the second round of the Clean Maritime Demonstration Competition which was launched in May. The winners of the competition will be announced in due course.

Department for Transport (DfT) commissioned a study into maritime clusters. The work was delivered by E4Tech and UMAS in 2020 and identified a wide range of UK locations where innovation strengths could combine with local demand for clean solutions, providing a foundation for maritime clusters. Based on this work, clusters are being considered as one option as part of wider initiatives such as Centre for Smart Shipping, which forms a part of the newly established UK Shipping Office for Reducing Emissions (UK SHORE).

UK SHORE is a £206m Research and Development investment programme, which will work in partnership with industry to tackle the technological barriers to maritime decarbonization and speed the transition of the UK toward a decarbonised maritime sector. It will deliver a suite of interventions transforming the UK into a global leader in the design, manufacture and operation of clean maritime technology – boosting both jobs and economic growth.

The national headquarters for Great British Railways will be home primarily to corporate functions and teams that will enable regional and devolved teams to operate efficiently and effectively.

Further work is needed to establish the exact make-up and number of staff for the national headquarters. Centres of excellence, such as the Quadrant in Milton Keynes, will still be needed to help deliver the railway of the future.

The Driver and Vehicle Licensing Agency’s (DVLA) role is to update and maintain the drivers’ database with driving endorsements, including disqualifications, that are imposed by the courts. The DVLA will amend information on an individual’s driver record when it receives authorisation to do so from the court.

There are 173,432 drivers on the DVLA’s database whose disqualification period has been reduced by the court following the completion of a rehabilitation course for an alcohol related driving offence in the last ten years.

In addition, there are 317 drivers where the courts have asked the DVLA to remove a disqualification in the last ten years. This occurs where an individual has successfully applied to the court that originally dealt with the offence to have the disqualification removed.

The latest design for works within Euston Approaches are within the limits of deviation specified in the High Speed Rail (London - West Midlands) Act 2017. It should be noted that these designs are well developed, but not yet finalised in all areas. As the design of the Euston Tunnels is developed and finalised, HS2 Ltd will continue to check that it is compliant with the scope and requirements prescribed in the Act and the Environmental Statement. HS2 Ltd has engaged with affected parties in the development of the current design and will continue to do so through to delivery of the work.

The Manchester Piccadilly High Speed Station – Design of an Alternative Underground Station was placed in the Libraries of both Houses on 27 June. The report is also publicly available on the HS2 Ltd website.

The Secretary of State for Transport is not involved in making decisions on driving disqualifications. Only a court can order that an individual is disqualified from driving.

The HS2 Rolling Stock will have a maximum speed of 360km/h but will run slower on certain parts of the infrastructure, including some tunnels, due to specific geographic constraints.

In the current planning assumptions, used to inform the business case for HS2, the journey time from London to Glasgow will be 3 hours 48 minutes once Phase 2a is operational.

The law requires that anyone who supplies number plates for road use in the UK must be registered with the Driver and Vehicle Licensing Agency (DVLA). It is a legal requirement for suppliers to carry out checks to ensure that number plates are only sold to those who can prove they are entitled to the registration number. Number plate suppliers must also keep records of the plates they have supplied.

The DVLA visits number plate suppliers to monitor compliance with the legal requirements and works closely with the police and trading standards to share intelligence and support investigations and prosecutions of suppliers who do not comply.

Anyone who suspects that their number plate has been cloned should report this to the police, who are responsible for on road enforcement. Any fines or correspondence received for offences which have not been committed should be returned to the issuing authorities for investigation. Vehicle keepers can also write to the DVLA, who will consider issuing a new registration number for a vehicle if it is believed that a number plate has been cloned.

The Department has made significant progress implementing the commitments set out in Decarbonising Transport: A Better, Greener Britain in the year since its publication. As set out in that document, we will regularly review progress against our targets, continue to adapt and take further action if needed to decarbonise transport. We will publish our progress and review our pathway at least every five years.

Her Majesty’s Courts and Tribunal Service (HMCTS) and the Scottish Courts and Tribunal Service (SCTS) are responsible for convicting and sentencing individuals for road traffic offences. The Driver and Vehicle Licensing Agency’s (DVLA) role in this process is to maintain and update the driving licence database with endorsement information, including penalty points and disqualifications.

The table below shows the number of disqualifications that were ordered by a court and notified to the DVLA in each of the last ten years. This information is held on the driving licence database for either four or 11 years and then removed in line with the law. The figures provided are a snapshot of the driving licence database at the time the information was retrieved and there may be instances where an endorsement that included an order for disqualification will have been removed from the database and is not included in the figure provided.

As set out in the latest 6-monthly Parliamentary report published in March 2022, the Government has set an estimated cost range for the HS2 Phase 2b Western leg scheme of £15bn to £22bn (2019 Q3 prices). This estimated cost range has not formally changed between January and May 2022.

As part of its work on the Economic Case for the January 2022 Update on the Strategic Outline Business Case, Government undertook a sensitivity for the removal of the Golborne Link. This estimated that the removal of the Golborne Link would be expected to reduce the overall cost range for HS2 Crewe-Manchester to £13bn to £19bn (Q3 2019 prices), a cost range reduction of £2bn to £3bn.

Like other train operators, Govia Thameslink Railway (GTR) and Northern are continuously reviewing services to achieve the best possible balance between passenger demand and the resources available. A range of data sources is used by the operators to build up a holistic picture of customer demand.

The latest estimate of the overall cost for completing Crossrail is £18.9 billion. This includes Network Rail on Network Works at a total estimate cost of £3.0 billion.

Analysis in the 2010 Business Case stated that the Crossrail programme will add an estimated £42 billion to the UK economy. This is a forecast and will be assessed in planned work to evaluate the impact of Crossrail post opening on 24 May 2022.

The law requires that anyone supplying number plates for road use in the UK must be registered with the Driver and Vehicle Licensing Agency (DVLA). It is a legal requirement for suppliers to carry out checks to ensure that number plates are only sold to those who can prove they are entitled to the registration number. Number plate suppliers must also keep records of the plates they have supplied.

The DVLA visits number plate suppliers to monitor compliance with the legal requirements and works closely with the police and trading standards to share intelligence and support investigations and prosecutions of suppliers who do not comply.

Anyone who suspects that their number plate has been cloned should report this to the police, who are responsible for on road enforcement. Any fines or correspondence received for offences which have not been committed should be returned to the issuing authorities for investigation. Vehicle keepers can also write to the DVLA, who may issue a new registration number for a vehicle if there is evidence that a number plate has been cloned.

The High-Speed Rail (Crewe-Manchester) Bill deposited in parliament on 24 January set out the Government’s commitment for a surface station. The Bill does not contain plans for an underground station and the Government continues to consider that an enlarged (6-platform) surface station can meet requirements at substantially lower cost and construction impact than underground alternatives. These views are reflected in the Bill that has been deposited in parliament.

Old Oak Common will contain 14 platforms: 6 subterranean High Speed platforms and 8 conventional rail platforms for services on the Great Western Main Line.

Within the Target Cost for Phase One, the budget allocated by HS2 Ltd for the Old Oak Common station, including contingency for risk, is £1.67bn (2019 prices). A more detailed breakdown of costs cannot be provided as this information is commercially sensitive.

The High Speed Rail (London to West Midlands) Act provides the necessary powers for the station.

The High-Speed Rail (Crewe-Manchester) Bill Business Case and Overarching Estimate of Expense provide key cost estimates for the Phase 2b Western Leg.

The Manchester HS2 station project is for a surface station located on the same level as the existing Piccadilly Network Rail station. The HS2 surface station is based on a 6-platform surface station and will be accessed by a tunnelled route until the station approach. The Government is intent on working with HS2 Ltd to limit the level of disruption throughout construction.

HS2 Ltd expect the disruption to the Metrolink Ashton Line to last for around two years during which a bus replacement service will be provided between Ashton Cole and Manchester Piccadilly.

No decisions have been made in relation to the removal of spoil and material from Euston by rail.

Once a decision is determined, an assessment on the potential impacts (including air quality) will be undertaken. Any decision that is made will need to comply with the Environmental Minimum Requirements that apply to the HS2 scheme.

No decisions have been made in relation to the removal of spoil and material from Euston by rail.

As reported in the October 2021 HS2 6-monthly report to Parliament, in response to a recommendation from the Oakervee Review about looking into the efficiency of the Euston station, the move to a smaller, simpler 10-platform station design at Euston has been confirmed.

Following the move to the more affordable 10 platform station design, the original plans for the removal of a proportion of construction spoil by rail are no longer possible. In response, HS2 Ltd has been working, in close liaison with colleagues from Network Rail, to consider alternative options for how to remove spoil from the construction of HS2’s Euston station and how it can minimise impacts. The outcomes of this work will be reported to the Euston Partnership Board, which has been established to facilitate cooperation and collaboration between key stakeholders at Euston, for consideration. HS2 Ltd will continue to use reasonable endeavours to maximise the use of material by rail and reduce the effect on local communities.

The Government’s response to the Transport Select Committee’s recommendation to explore options for banning hands-free use of mobile phones while driving was based on our view that this was a longer-term project with links to automation. The Government’s more immediate priority at that time, as stated in the response, was to review the offence of using a hand-held mobile phone while driving with a view to making it more comprehensive. We tightened up the law in March 2022.

The Department for Transport recognises the need to address concerns relating to e-scooter safety. My officials are in regular contact with PACTS and we are considering options for how best to regulate e-scooters to improve safety and crack down on their illegal use.

These options are being informed by evidence from national trials of rental e-scooters and wider sources, including data from STATS19, international comparisons, academic studies and the PACTS reports. A report summarising findings from the evaluation of e-scooter trials is due to be published in late spring 2022.

The Department will consult on new regulations for e-scooters before any are introduced. However, as primary legislation will be required, we cannot commit to a more specific timetable.

The Department for Transport recognises the need to address concerns relating to e-scooter safety. My officials are in regular contact with PACTS and we are considering options for how best to regulate e-scooters to improve safety and crack down on their illegal use.

These options are being informed by evidence from national trials of rental e-scooters and wider sources, including data from STATS19, international comparisons, academic studies and the PACTS reports. A report summarising findings from the evaluation of e-scooter trials is due to be published in late spring 2022.

The Department will consult on new regulations for e-scooters before any are introduced. However, as primary legislation will be required, we cannot commit to a more specific timetable.

A passenger ferry, also known as a roll on-roll off (ro-ro) passenger ship is a ship capable of carrying more than 12 passengers and having ro-ro cargo, or freight, spaces. Ships defined as a ro-ro passenger ship do not always have to carry passengers and/or ro-ro cargo; the ship is certificated to have the capability to carry passengers, vehicles and cargo.

The international principles derive from the United Nations Convention on the Law of the Sea 1982. The first general principle is that a ship registered in the UK remains subject at all times, wherever it is located, to domestic UK law. This principle will be the case for any flag State whether it be the UK, an EU member State or another member State in the world. Hence, in broad terms, a person upon a UK flagged ship never leaves the UK’s legal jurisdiction whilst on board that ship. As the flag State, the UK is under a duty to “effectively exercise its jurisdiction and control in all administrative, technical and social matters”. Hence the UK as flag State has primary responsibility for the ship, including criminal jurisdiction, even when the ship is outside the UK’s territorial waters.

If the ship leaves UK territorial waters and enters the high seas (international waters), the UK as flag State retains exclusive jurisdiction (subject to limited exceptions) for so long as the ship remains on the high seas. The position becomes more complicated if the ship enters the territorial waters of another State, either for transit purposes or to visit a port in the other State. This is because international law recognises that different domestic jurisdictions may apply concurrently. In consequence, the UK ship, together with its crew, passengers and contents, may become subject to the domestic laws of the other State, as well as those of the UK.

Within that, the application of UK employment law may depend on where the vessel is working - domestic or deep sea, for how long or on the residency or nationality of the individual seafarer.

There are currently no agreed domestic employment provisions for any vessels not registered in the UK and/or the EU that are operating to or from the UK to the EU or the rest of the world. With the exception of those vessels operating on the Dover Strait, all of these vessels will enter the high seas as part of the voyage and therefore fall under the provisions previously described.

The pay and conditions are a matter for each operator to determine provided they meet the minimum legal requirement. Provisions already exist to provide national minimum wage to domestic routes such as Cairnryan to Larne or Belfast.

As part of our nine-point plan to protect seafarers rights, we will introduce new laws to amend the Harbours Act 1964, to penalise ferries operating from British ports which do not pay at least the minimum wage to their workers in British waters.

The extension will bring into scope the relevant parts of international ferry operations such as the Dover straits and Irish Sea routes.

To avoid a scenario where railway noise would lead to a non-compliance with the project’s Environmental Minimum Requirements, HS2 Ltd is developing integrated requirements, specifications and tests for each component of the railway that contributes to the end-state noise. As part of these integration activities, HS2 Ltd monitors planned performance against requirements and compliance against its noise commitments.

HS2 Information Paper F4 explains the project’s framework for monitoring operational noise and vibration from the railway. This framework includes commitments to monitor the performance of noise and vibration control measures applied to the operational phase of the railway, and to share information with Local Authorities. Information Paper F4 includes a commitment to undertake corrective action, if necessary, to improve performance and prevent future loss of performance where required to achieve the project’s operational noise performance objectives (as set out in Information Papers E20, E21 and E22).

The steps that would be taken if performance did not meet expectations would depend on the specific causes. However, in line with HS2 noise policy, all reasonable and practicable mitigation measures would be considered, with specific regard to acoustic performance, value for money, engineering practicability, impacts on other environmental disciplines and stakeholder engagement.

The Road Vehicles (Construction and Use) (Amendment) (No 2) Regulations 2022 will broaden the offence of using a hand-held mobile phone while driving to cover offline use of phones as well as the interactive communication functions covered now. The Government plans to accompany the law change with a THINK! campaign to remind drivers not to use a hand-held phone at the wheel and to highlight the penalties of choosing to ignore this new law.

Nothing in the new Regulations alters the position on what constitutes driving; it has been, and will remain, an offence to use a hand-held mobile phone while stationary in traffic. However, the Government is taking this opportunity to amend Rule 149 of The Highway Code to emphasise this fact.

The number of reported pedestrian casualties, including killed or seriously injured (adjusted) casualties, in collisions where the pedestrian was hit by a known motor vehicle in each of the last three years is shown in the below table.

Old Oak Common will contain 14 platforms: 6 subterranean High Speed platforms and 8 conventional rail platforms.

Within the Target Cost for Phase One - which is included in the Integrated Rail Plan (IRP) - the budget allocated by HS2 Ltd for Old Oak Common station, including contingency for risk, is £1.67bn (2019 prices). A more detailed breakdown of costs cannot be provided as this information is commercially sensitive.

As set out in the October 2020 Report to Parliament on HS2, in response to a recommendation from the Oakervee Review about looking into the efficiency of the Euston station, the move to a smaller, simpler 10-platform station design at Euston has now been confirmed. Moving to this revised HS2 Euston station design maintains the station infrastructure capacity to run 17 trains per hour. The space released from the removal of platform 11 will be made available to Network Rail for railway operations and development.

The Network Rail approach lines into Euston, including the Parkway Tunnels are located directly above the HS2 tunnels. Working in partnership with Network Rail, the Parkway Tunnels and Network Rail's railway tracks and systems have been the subject of Ground Movement Assessments by the HS2 Main Works Civils Contractor. The output of this assessment is currently being reviewed.

The design of the HS2 tunnels is being refined to minimise ground movement and settlement mitigation measures are being developed that will be compatible with the operation of the existing railway. The tunnelling is undertaken incrementally in small stages, which limits risk and means any settlement occurs in small stages allowing the existing railway infrastructure to be adjusted, as necessary.

The HS2 infrastructure forming the approaches to Euston station consists of (from south to north): a portal structure leading to three sprayed concrete lined tunnels (two Up Line tunnels either side of a single Down Line tunnel). The two Up Lines converge into a sprayed concrete lined cavern and then merge into a single bored tunnel. The Down Line passes underneath one of the Up Line tunnels to merge into a bored tunnel adjacent to the cavern.

A sprayed concrete lined crosscut tunnel, perpendicular to the running tunnels is constructed from a shaft adjacent to Park Village East to facilitate construction of the cavern and provide a permanent intervention facility.

The rolling stock currently procured by HS2 Ltd will be capable of using the standard British Network Rail station platforms without modifications.

It is unlikely that existing conventional British passenger trains would be able to use the HS2 platforms. HS2 platforms are offset further from the track than the conventional network and trains will therefore need a deployable step to bridge the gap from the train to the platform. The HS2 rolling stock, which is being procured to be compatible with the conventional network, has such a step. The only British trains with similar deployable steps (built for Merseyrail, Greater Anglia and Transport for Wales) are designed for a 915mm platform, so would have a step up to an HS2 platform. All other conventional trains would have an unacceptably large horizontal gap to an HS2 platform. Existing conventional compatible stock is unlikely to comply with other HS2 standards which might prevent access to the HS2 network. Future procurements of rolling stock on the conventional network could be compatible with HS2 infrastructure and platforms if the train is specified to meet HS2 standards and has a deployable step.

An existing, standard British train would not be compatible with HS2 platforms due to the larger offset and height. Future procurements of ‘standard’ trains would need to adopt the same deployable step arrangement as HS2’s rolling stock to be compatible with both platform positions. If comparing (a) an HS2 train at an 1115mm HS2 platform and (b) a standard train at a 915mm conventional platform, HS2 Ltd predicts that boarding and disembarking for the HS2 train at the 1115mm platform would be up to 30% quicker than the standard train at the 915mm platform given comparable intercity rolling stock and door arrangements. This is because existing intercity trains require two steps upwards from platform to step, and step to vestibule. HS2 trains and platforms will have near-level boarding with only a shallow ramp from platform to vestibule.

(1) The following HS2 stations will have a platform height of 1115 mm: Euston, Old Oak Common, Birmingham Interchange, Curzon Street. Subject to Royal Assent of draft legislation currently before Parliament, Manchester Airport and Manchester Piccadilly will have the same height.

(2) On the conventional network the Rail Safety and Standards Board (RSSB) standards specify a nominal height of 915mm. Platform heights may vary due to maintenance and historic reasons. Please note that the Crossrail central core and the Heathrow Express both have platforms at 1100mm to facilitate level boarding.

The airports are:

1. Barra,
2. Barrow,
3. Bristol,
4. Campbelltown,
5. Cardiff,
6. Doncaster,
7. Dundee,
8. Exeter,
9. Islay,
10. Kirkwall,
11. Lands-End,
12. Newcastle,
13. Prestwick,
14. Southampton,
15. Sumburgh,
16. Tiree,
17. Wick,
18. Yeovil.

The Government is exploring the possibilities for alternatives to EGNOS, including investing in the initial research and development for a potential UK system. However, it is too early to determine the suitability of a specific solution as a long-term replacement for EGNOS.

The independent assessment of the Wendover mined tunnel proposal, and its terms of reference, are not intended for publication and are internal to the Department for Transport.

The Secretary of State for Transport 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 the Government made Regulations (The Russia (Sanctions) (EU Exit) (Amendment) (No.4) Regulations 2022) on 1 March 2022 which restrict any Russian flagged or registered ship, or any ship owned, operated, controlled or chartered by a person connected to Russia, arriving at a UK port. This was a vital measure to take in response to Russia’s actions in Ukraine and the Government has acted accordingly.

The UK recognises that the current situation in Ukraine may raise additional wellbeing issues for some seafarers.

Russian owned or operated vessels are currently prohibited from entering UK ports. In regard to seafarers, Russia has ratified the Maritime Labour Convention and seafarers working on vessels registered with Russia will be protected by its requirements. The Convention provides that notice periods in which an employment agreement may be terminated should be clearly set out. It also requires for provisions to be made where that notice period may be shorter which include for compassionate reasons.

Government intends to provide an update alongside publication of the Rail Network Enhancements Pipeline, which is expected shortly.

On 2 February 2022, the initial outcome of the consultation was announced in the Levelling Up White Paper, which stated that in Mayoral Combined Authority areas, “the UK Government will provide new powers of direction to increase mayors’ control over Key Route Networks.” In addition to this announcement, it is the Department’s plan to publish a summary of responses and Government response in due course.

The Department will assess the business cases for all the Levelling Up Fund large transport projects in the same way as we do with other large schemes. This includes an assessment of the risks, benefits and timing of the proposed scheme. The proposed method of procurement will also be assessed; however, procurement is the responsibility of the scheme promoter. Any private sector contribution will need to be underwritten by the scheme promoter.

The Government’s policy on the UK’s membership of the European Geostationary Navigation Overlay Service (EGNOS) took account of the likely safety and operational impacts on the UK’s aviation sector if the UK withdrew from the EGNOS programme set against the expected cost of more than £30million per annum to the taxpayer of remaining within it.

Whilst there may be operational impacts for operators – such as landing at airports in certain weather conditions - it was assessed that the safety impacts of removal of EGNOS would be minimal given the availability of alternative landing procedures and the requirement for pilots to fly in accordance with the established regulations at the time of their flight.

Although no specific assessment of the possible impact on the wider impact on business and the local economy was undertaken, it was considered that the overall impact on the operations of the 18 UK airports affected, and the communities they serve, would be marginal.

The UK Government is currently exploring the potential options for future participation in space-based augmentation systems which have the potential to cost far less than EGNOS membership.

The Government’s policy on the UK’s membership of the European Geostationary Navigation Overlay Service (EGNOS) took account of the likely safety and operational impacts on the UK’s aviation sector if the UK withdrew from the EGNOS programme set against the expected cost of more than £30million per annum to the taxpayer of remaining within it.

Whilst there may be operational impacts for operators – such as landing at airports in certain weather conditions - it was assessed that the safety impacts of removal of EGNOS would be minimal given the availability of alternative landing procedures and the requirement for pilots to fly in accordance with the established regulations at the time of their flight.

Although no specific assessment of the possible impact on the wider impact on business and the local economy was undertaken, it was considered that the overall impact on the operations of the 18 UK airports affected, and the communities they serve, would be marginal.

The UK Government is currently exploring the potential options for future participation in space-based augmentation systems which have the potential to cost far less than EGNOS membership.

We are not aware of any current passenger train operators contracted by the Department for Transport prohibiting the carriage of e-cycles, beyond restrictions that apply to all cycles. In the Williams-Shapps Plan for Rail the Government committed to increasing space for cycles on existing trains wherever practically possible and that all future train fleets will need to include more cycle spaces relevant to the markets served. The Government also committed to making it easier to reserve cycle spaces on trains online.

HS2 Ltd proposes to take forward the Bromford tunnel extension under powers provided by the High Speed Rail (London to West Midlands) Act 2017. HS2 Ltd has undertaken an environmental screening assessment which has concluded that there are no new or different significant adverse effects resulting from extending the tunnel, beyond those previously assessed in the Phase One Environmental Statement, which can be found online. By placing more of the route underground, there will be a reduction in environmental effects, including reduced impacts on ancient woodland, Park Hall Nature Reserve and the River Tame. There will also be fewer lorry movements. In order to resolve a potential legal inconsistency, HS2 Ltd has recently applied for a Transport and Works Act Order to remove three words from Schedule 1 of the Act.

The slurry treatment plant at the Bromford East Portal is subject to an environmental permit application. This permit application sets out how potential impacts associated with noise, dust and vibration will be managed. Once approved, the implementation of this approach, together with the controls set out in the HS2 Code of Construction Practice, will ensure any impacts associated with the activities are appropriately controlled.

During the negotiations leading to the 24 December 2020 EU-UK Trade and Cooperation Agreement, the Government’s policy on the UK’s future membership of the European Geostationary Navigation Overlay Service (EGNOS) was informed by discussions with the UK’s independent airspace and safety regulator, the Civil Aviation Authority. These discussions included considering the likely impacts on the UK’s aviation sector if the UK withdrew from the EGNOS programme set against the costs to the taxpayer of remaining within it. The Government concluded that on balance, continued UK membership of EGNOS represented poor value for the taxpayer.

There are no relevant reports and the Government’s conclusion on participation in EGNOS was set out in the “Guidance on UK involvement in the EU Space Programme” which was published by the Department for Business, Energy and Industrial Strategy on 31 December 2020.

The carriage of e-bikes, and e-scooters on the National Rail Network is a matter for individual train companies. The Office of Product Safety and Standards at BEIS is responsible for ensuring that imported goods meet safety requirements

Train Operators are required to state in their Accessible Travel Policies, which set out the level of services and facilities disabled passengers can expect, whether they allow the carriage of mobility scooters on their trains. Information on all train operators’ policies on the conveyance of mobility scooters can be found on the National Rail Enquiries website.

The decision to adopt a majority surface route in the Wendover area was supported by the House of Commons Select Committee during the passage of the High Speed Rail (London to West Midlands) Act 2017, who were fully presented with the costs and benefits of the presented options.

The alternative Wendover Mined Tunnel Proposal was subsequently assessed by HS2 Ltd and by independent consultants as being harder and more expensive to construct than the consented scheme. This assessment was provided to the constituency MP and local councillors at the time, and again in February 2020.

The Department does not release information provided in confidence by external suppliers or consultants.

The decision to promote an extended tunnel at Bromford, and the decision not to promote a bored tunnel at Wendover, were taken by HS2 Ltd, as scheme developer, based on an analysis of the costs and benefits of each option, and in consultation with the Department for Transport as project sponsor. In the case of Wendover, this decision has been supported by additional independent analyses. The decision to apply for a Transport and Works Order (TWAO), as a legislative vehicle for enabling the extended tunnel at Bromford, was taken by HS2 Ltd and did not require specific authorisation from the Department. The Bromford Tunnel TWAO application was received by the Secretary of State on 20 January 2022 and will now be assessed in accordance with standard TWAO processes and relevant legislation.

The Government’s response to the consultation on using a hand-held mobile phone while driving was published in November 2021. The response confirmed that the Government would be implementing the change proposed in the consultation document to broaden the offence of using a hand-held mobile phone while driving so that it captures standalone functions (such as taking a photo or scrolling for music stored on the phone) as well as the interactive communication functions covered now. The Government intends to make the change later this year.

The Department intends to make an announcement on this matter shortly.

The Government’s response to the consultation on using a hand-held mobile phone while driving was published in November 2021. The response confirmed that the Government would be implementing the change proposed in the consultation document to broaden the offence of using a hand-held mobile phone while driving so that it captures standalone functions (such as taking a photo or scrolling for music stored on the phone) as well as the interactive communication functions covered now. The Government intends to make the change later this year.

Ministers are now actively considering the options for addressing pavement parking. We will publish the formal consultation response and announce next steps as soon as possible.

We plan to introduce the regulations early this year, to come into force in the summer. Once the powers are commenced, local authorities wanting to undertake civil enforcement of moving traffic contraventions, including prescribed traffic signs for use at school street schemes, will need to apply to the Secretary of State for an Order to be made designating the council as the enforcement authority in their area.

The exact landing procedures in place at each licensed UK aerodrome can be found in the UK’s Aeronautical Information Publication which is available on the “nats-uk.ead.it” website at no cost.

There are no UK heliports operating scheduled services which have Point in Space approach navigation procedures, but several helicopter operators are in discussions with the Civil Aviation Authority about establishing such procedures.

The UK’s participation in the EGNOS programme ended on 25 June 2021. Since that date no UK airports, other than the three Channel Islands airports, have any arrival procedures in place linked to EGNOS Working Agreements or should be preparing to use them.

There has been no such assessment of the costs to the aviation industry of establishing the EGNOS procedures.

The Government is continuing to assess the impact on the aviation sector of the UK’s withdrawal from the EGNOS programme but has yet to determine whether there needs to be any UK-led EGNOS replacement.

The exact landing procedures in place at each licensed UK aerodrome can be found in the UK’s Aeronautical Information Publication which is available on the “nats-uk.ead.it” website at no cost.

There are no UK heliports operating scheduled services which have Point in Space approach navigation procedures, but several helicopter operators are in discussions with the Civil Aviation Authority about establishing such procedures.

The UK’s participation in the EGNOS programme ended on 25 June 2021. Since that date no UK airports, other than the three Channel Islands airports, have any arrival procedures in place linked to EGNOS Working Agreements or should be preparing to use them.

There has been no such assessment of the costs to the aviation industry of establishing the EGNOS procedures.

The Government is continuing to assess the impact on the aviation sector of the UK’s withdrawal from the EGNOS programme but has yet to determine whether there needs to be any UK-led EGNOS replacement.

The exact landing procedures in place at each licensed UK aerodrome can be found in the UK’s Aeronautical Information Publication which is available on the “nats-uk.ead.it” website at no cost.

There are no UK heliports operating scheduled services which have Point in Space approach navigation procedures, but several helicopter operators are in discussions with the Civil Aviation Authority about establishing such procedures.

The UK’s participation in the EGNOS programme ended on 25 June 2021. Since that date no UK airports, other than the three Channel Islands airports, have any arrival procedures in place linked to EGNOS Working Agreements or should be preparing to use them.

There has been no such assessment of the costs to the aviation industry of establishing the EGNOS procedures.

The Government is continuing to assess the impact on the aviation sector of the UK’s withdrawal from the EGNOS programme but has yet to determine whether there needs to be any UK-led EGNOS replacement.

The exact landing procedures in place at each licensed UK aerodrome can be found in the UK’s Aeronautical Information Publication which is available on the “nats-uk.ead.it” website at no cost.

There are no UK heliports operating scheduled services which have Point in Space approach navigation procedures, but several helicopter operators are in discussions with the Civil Aviation Authority about establishing such procedures.

The UK’s participation in the EGNOS programme ended on 25 June 2021. Since that date no UK airports, other than the three Channel Islands airports, have any arrival procedures in place linked to EGNOS Working Agreements or should be preparing to use them.

There has been no such assessment of the costs to the aviation industry of establishing the EGNOS procedures.

The Government is continuing to assess the impact on the aviation sector of the UK’s withdrawal from the EGNOS programme but has yet to determine whether there needs to be any UK-led EGNOS replacement.

The exact landing procedures in place at each licensed UK aerodrome can be found in the UK’s Aeronautical Information Publication which is available on the “nats-uk.ead.it” website at no cost.

There are no UK heliports operating scheduled services which have Point in Space approach navigation procedures, but several helicopter operators are in discussions with the Civil Aviation Authority about establishing such procedures.

The UK’s participation in the EGNOS programme ended on 25 June 2021. Since that date no UK airports, other than the three Channel Islands airports, have any arrival procedures in place linked to EGNOS Working Agreements or should be preparing to use them.

There has been no such assessment of the costs to the aviation industry of establishing the EGNOS procedures.

The Government is continuing to assess the impact on the aviation sector of the UK’s withdrawal from the EGNOS programme but has yet to determine whether there needs to be any UK-led EGNOS replacement.

The Government remains supportive of a HS2 station at Manchester Airport, however the construction of this station and its inclusion in the final scheme remains subject to agreeing an appropriate local funding contribution. The Department have been, and continues to, work positively with Greater Manchester Local Authorities and Manchester Airport Group (MAG) on this matter.

The Department for Transport last sought the public’s views on the Great Western franchise in the consultation starting in November 2017. The response, published in August 2018, did not identify specific issues or concerns about the London-Penzance sleeper service.

The total nominal capital cost for the Western Rail Link to Heathrow, in 2018 prices, is estimated at around £1.5bn to construct the rail link between Heathrow Airport Station and the Great Western Main Line. For the scheme to proceed, the Government has been clear that Heathrow Airport Limited would need to secure and provide an acceptable financial contribution.

The number of seats and other interior provisions were described in the Invitation to Tender documentation published in April 2017. The exact details will be refined over the next year before the detailed design commences in conjunction with the West Coast Partner.

The 54 trains contracted from the Joint venture are conventional compatible trains only.

The 54 trains contracted will be able to operate on the HS2 infrastructure as well as the conventional network primarily to serve the routes on the West Coast.

The exact train service will be defined at a later date by the West Coast Partner.

The stations on the HS2 infrastructure will offer street to train seat step free, with a platform height of 1115mm.

From April 2020 – April 2021 the Government made a series of grant payments to the Isle of Wight Council and Council of the Isles of Scilly to safeguard lifeline services. In total over £8 million of funding was provided to the Isle of Wight Council for the cross-Solent ferry operators and over £7.5 million to the Council of the Isles of Scilly for Isles of Scilly operators. These grants were paid to the local authorities for the provision of lifeline services, as set out within the conditions of the Memorandum of Understanding agreements made between the individual Councils and the Department for Transport. They were returnable under specific conditions being met.

Before grant payments were provided to the Councils, the Department, alongside external financial advisors, undertook rigorous financial checks to ensure the levels of funding were appropriate. This included analysis of the operator’s financial reports, which included data on the revenue and costs of operating the agreed routes to the minimum service level. Throughout the duration of the scheme, regular checks and monitoring took place to ensure the continued need for support.

From April 2020 – April 2021 the Government made a series of grant payments to the Isle of Wight Council and Council of the Isles of Scilly to safeguard lifeline services. In total over £8 million of funding was provided to the Isle of Wight Council for the cross-Solent ferry operators and over £7.5 million to the Council of the Isles of Scilly for Isles of Scilly operators. These grants were paid to the local authorities for the provision of lifeline services, as set out within the conditions of the Memorandum of Understanding agreements made between the individual Councils and the Department for Transport. They were returnable under specific conditions being met.

Before grant payments were provided to the Councils, the Department, alongside external financial advisors, undertook rigorous financial checks to ensure the levels of funding were appropriate. This included analysis of the operator’s financial reports, which included data on the revenue and costs of operating the agreed routes to the minimum service level. Throughout the duration of the scheme, regular checks and monitoring took place to ensure the continued need for support.

Ryde Pierhead station is not subject to Schedule 17 of the Ticketing and Services Agreement and ticketing provision remains a matter for South Western Railway. Rail ticketing for Ryde Pierhead station is currently carried out by South Western Railway through their partnership with WightLink, with a range of tickets available to passengers. My officials are working closely with South Western Railway to ensure that passengers travelling from stations on the Isle of Wight have access to a range of fare types.

The Department for Transport, alongside the Isle of Wight Council, monitors the performance of the cross-Solent ferry operators. The operators frequently publish their own data on reliability of their services, which the Department reviews. The frequency and cost of their services can also be seen from their publicly accessible timetables.

The Department’s analysis has consistently found that the three cross-Solent operators offer a good range of services at effective prices, including for those travelling for NHS treatments on the mainland. During the pandemic, a key reason behind the Department providing financial support to safeguard lifeline services was to ensure that residents could continue to travel for mainland NHS treatment. An example of effective services for those needing urgent medical treatment on the mainland can be found with Hovertravel’s rapid NHS transfer. This service, established during the lifeline support scheme alongside the Isle of Wight Ambulance Service and the Isle of Wight NHS Trust, continues to support those needing medical care on the Mainland.

The Department for Transport, alongside the Isle of Wight Council, monitors the performance of the cross-Solent ferry operators. The operators frequently publish their own data on reliability of their services, which the Department reviews. The frequency and cost of their services can also be seen from their publicly accessible timetables.

The Department’s analysis has consistently found that the three cross-Solent operators offer a good range of services at effective prices, including for those travelling for NHS treatments on the mainland. During the pandemic, a key reason behind the Department providing financial support to safeguard lifeline services was to ensure that residents could continue to travel for mainland NHS treatment. An example of effective services for those needing urgent medical treatment on the mainland can be found with Hovertravel’s rapid NHS transfer. This service, established during the lifeline support scheme alongside the Isle of Wight Ambulance Service and the Isle of Wight NHS Trust, continues to support those needing medical care on the Mainland.

Within the £96 billion set out in the Integrated Rail Plan, £1.4 billion has been allowed for electrifying the Midland Main Line; £5.4 billion has been allowed for the Transpennine Route Upgrade (TRU) base scope, including full electrification; £17.2 billion has been allowed for the Northern Powerhouse Rail core network from Liverpool to York which includes the TRU Option G enhancement.

The Department will ask Network Rail to lead work, with input from HS2 Ltd, on schemes to upgrade the conventional existing rail network and option assessment on how best to take HS2 trains to Leeds.

HS2 Ltd is progressing the Western Leg hybrid Bill and will prepare legislation for the proposed high speed route from the West Midlands to the East Midlands. It is also expected to lead the next stages of work on the new line sections of Northern Powerhouse Rail (NPR).

Transport for the North will continue to fulfil an important role on the NPR programme providing strategic advice and direction to the programme in line with their core statutory function through a joint sponsor role.

The Department will seek to engage representatives from the North and Midlands, including the Northern Powerhouse Partnership, throughout the development of the work outlined in the Integrated Rail Plan.

The Integrated Rail Plan (IRP) includes journey time information between Liverpool, Manchester, Leeds, York and Hull and has been stored in the Library of the House. IRP proposals will reduce journey times between Manchester and Leeds by 22 minutes, Liverpool and Manchester by 15 minutes and Liverpool and Leeds by 33 minutes. Trains from Hull and York to Manchester and Liverpool will also see faster journey times.

As set out in the Integrated Rail Plan we will take forward the Phase 2b Western Leg. We will also progress a new high speed line to the East Midlands and electrify the Midland Mainline, enabling HS2 trains reach Nottingham, Derby and Sheffield. We are investing £100 million in development work on the West Yorkshire mass transit system, as well as looking at the most effective way to run HS2 trains to Leeds.

As noted in the most recent Parliamentary Report, the overall Phase One cost is estimated in the range of £35bn to £45bn, with a Target Cost established of £40.3bn (2019 prices). The overall Phase 2a cost is currently estimated as in the range of £5-7bn (2019 prices). The Department will be updating the Strategic Outline Business Case for Phase 2b Western Leg which will include a refresh of the Phase 1 and 2a assessment published in April 2020. This will be published alongside the deposit of the Western Leg hybrid bill.

The Government’s key assumption is that rail demand will continue to grow but passenger demand over the period between now and 2050 is inevitably uncertain. However, the Government agrees with the NIC that the pandemic is unlikely to put an end to the need to travel between our towns and cities over the longer term. Our adaptive approach towards the core network enables us to respond to any future uncertainty caused by the COVID-19 pandemic and the investments being considered here are long term, and typically take a decade or more to deliver.

The Council of the Isles of Scilly scheme is a larger transport scheme (over £20m) and so is subject to further business case requirements, as set out in the Levelling Up Fund Technical Note. Officials from the Department for Transport have been in contact with the Council of the Isles of Scilly to discuss further business case requirements which will involve development of the business case over the coming months. It would not be appropriate for the Department to publish specific elements of this bid at this time due to the ongoing development of the Council of the Isles of Scilly business case, as disclosure could prejudice the commercial interests of any party.

HS2 Ltd has advised that out of 912 overall diversions on Phase One, 526 are (a) agreed in principle, 221 (b) approved in full, and 128 (c) complete. These figures can be broken down into (1) gas, (2) water, (3) telecommunications, and (4) electricity as per the below.

Agreements in Principle

1. Gas 47
2. Water 190
3. Telecommunications 166
4. Electricity 123

Total 526

Approved in full

1. Gas 34
2. Water 80
3. Telecommunications 33
4. Electricity 74

Total 221

Works complete

1. Gas 31
2. Water 29
3. Telecommunications 19
4. Electricity 49

Total 128

Local Authorities have the powers to implement charging zones in order to achieve environmental objectives, but the Government has not carried out an assessment of the impacts of implementing such zones to meet climate change targets.

The Government is working with a number of local authorities to bring local roads to within legal limits for NO2 pollution. A number of these local authorities are implementing Clean Air Zones to achieve this aim, but the primary objective of these zones is to reduce localised NO2 concentrations rather than specifically targeting greenhouse gas emissions reductions. The Government’s assessment of the impact of Clean Air Zones in 2017 estimated a reduction in CO2 emissions of 0.2 MtCO2 over the life of the programme. Where Local Authorities are implementing a Clean Air Zone they are carrying out their own assessment.

The Low Emission Zones and Ultra Low Emission Zones in London were implemented by the Mayor of London, who is therefore responsible for estimating and assessing its impacts.

The Department’s capital budget is for spend on transport infrastructure and is therefore not spent on the costs of operating the transport system. However, the Department does provide some capital funding to transport operators, such as train operating companies, to spend towards infrastructure investments such as depots and car parks.

The Council of the Isles of Scilly submitted a full application which included an Options Assessment Report. The Department for Transport reviewed these documents through a detailed assessment process. The process was set out in full in the Fund’s Technical and Explanatory Notes published on GOV.UK. Officials from the Department for Transport will be writing to the Council of the Isles of Scilly to discuss further business case requirements, as set out in the Fund’s technical note and FAQs published on GOV.UK.

The Council of the Isles of Scilly submitted a full application which included an Options Assessment Report. The Department for Transport reviewed these documents through a detailed assessment process. The process was set out in full in the Fund’s Technical and Explanatory Notes published on GOV.UK. Officials from the Department for Transport will be writing to the Council of the Isles of Scilly to discuss further business case requirements, as set out in the Fund’s technical note and FAQs published on GOV.UK.

In September, the Government implemented changes to streamline the HGV driver testing process and free up more examiner capacity. With regards to the removal of B+E requirement, car drivers will no longer need to take another test to tow a trailer or caravan which will allow around 30,000 extra HGV driving tests to be conducted every year.

Road safety remains of paramount importance, and we are already working with training providers developing options for an industry-led accreditation scheme for trailer training. This could offer a standardised training and assessment approach for any driver wishing to tow a trailer, keeping driving and towing skills current and of a high standard. There is insufficient evidence to demonstrate that competence and skills will worsen if drivers do not take a statutory test to tow a trailer.

As stated in the latest HS2 six-monthly report to Parliament published on 20 October 2021, in response to a recommendation from the Oakervee Review about looking into the efficiency of the Euston station, the move to a smaller, simpler 10-platform station design at Euston will provide a more efficient design and delivery strategy, and play a significant role in mitigating the affordability pressures recently identified.

No decisions have yet been taken on the train services that will operate after HS2 services start running. These decisions will be taken nearer the time, drawing on advice from West Coast Partnership Development and Network Rail, and will be subject to public consultation.

Studies completed have not identified any deep piles from buildings in direct conflict with the HS2 tunnels between Old Oak Common and Euston. The tunnels between Old Oak Common and Euston will be constructed using tunnel boring machines designed to minimise any impact on buildings and monitoring of the buildings will be undertaken during the tunnelling works.

A grade separated junction is required on the approach to the Euston HS2 Station. The grade separation is achieved by the provision of a tunnelled Crossover Cavern on the Euston approaches which allows the Upline trains to pass under the Downline trains in separate tunnels.

No decisions have yet been taken on the train services that will operate after HS2 services start running. These decisions will be taken nearer the time, drawing on advice from West Coast Partnership Development and Network Rail, and will be subject to public consultation.

The scheme at Wendover is being constructed as set out in the High Speed Rail (London – West Midlands) Act 2017. The scheme design and plans were subject to significant Parliamentary scrutiny through the hybrid Bill process and include two viaducts to the south of Wendover and a tunnel to the west of the village itself.

The HS2 Station at Euston is planned to have 10 platforms.

The Network Rail Station at Euston currently has 16 platforms.

In the UK, e-scooters are classed in law as a type of motor vehicle, therefore, all users of e-scooters in approved rental trial areas are required to hold a driving licence (a provisional as a minimum).

When hiring an e-scooter, the user is required to demonstrate that they are eligible to ride and do so by showing relevant identification.

E-scooters in approved rental trial areas are permitted in geographical areas agreed between the local authority, operator and the Department. They are permitted on roads and in cycle lanes within that area but not on the pavement. Local authorities and operators are able to add additional local controls, using geofencing technology, to exclude e-scooters from places considered inappropriate for their use, such as pedestrianised areas. Shared bike and electric bike schemes in England are largely unregulated and are able to operate across a larger geographical area.

In the UK, e-scooters are classed in law as a type of motor vehicle, therefore, all users of e-scooters in approved rental trial areas are required to hold a driving licence (a provisional as a minimum).

When hiring an e-scooter, the user is required to demonstrate that they are eligible to ride and do so by showing relevant identification.

E-scooters in approved rental trial areas are permitted in geographical areas agreed between the local authority, operator and the Department. They are permitted on roads and in cycle lanes within that area but not on the pavement. Local authorities and operators are able to add additional local controls, using geofencing technology, to exclude e-scooters from places considered inappropriate for their use, such as pedestrianised areas. Shared bike and electric bike schemes in England are largely unregulated and are able to operate across a larger geographical area.

In the UK, e-scooters are classed in law as a type of motor vehicle, therefore, all users of e-scooters in approved rental trial areas are required to hold a driving licence (a provisional as a minimum).

When hiring an e-scooter, the user is required to demonstrate that they are eligible to ride and do so by showing relevant identification.

E-scooters in approved rental trial areas are permitted in geographical areas agreed between the local authority, operator and the Department. They are permitted on roads and in cycle lanes within that area but not on the pavement. Local authorities and operators are able to add additional local controls, using geofencing technology, to exclude e-scooters from places considered inappropriate for their use, such as pedestrianised areas. Shared bike and electric bike schemes in England are largely unregulated and are able to operate across a larger geographical area.

In the UK, e-scooters are classed in law as a type of motor vehicle, therefore, all users of e-scooters in approved rental trial areas are required to hold a driving licence (a provisional as a minimum).

When hiring an e-scooter, the user is required to demonstrate that they are eligible to ride and do so by showing relevant identification.

E-scooters in approved rental trial areas are permitted in geographical areas agreed between the local authority, operator and the Department. They are permitted on roads and in cycle lanes within that area but not on the pavement. Local authorities and operators are able to add additional local controls, using geofencing technology, to exclude e-scooters from places considered inappropriate for their use, such as pedestrianised areas. Shared bike and electric bike schemes in England are largely unregulated and are able to operate across a larger geographical area.

The Department for Transport is not aware of any UK Government or EU funding which has been provided or earmarked for the Isles of Scilly Steamship Group, in connection with developing plans for a new shipping vessel.

The Council of the Isles of Scilly have submitted a bid through the Levelling Up Fund, which includes the replacement of the existing freight and passenger vessels operated by the Isles of Scilly Steamship Group. Bids are currently undergoing assessment, with Ministers expected to announce successful bids in the autumn.

Our recently published ‘Decarbonising Transport: A Better, Greener Britain’ committed to delivering the necessary emissions reductions in road transport to reach net zero by 2050. It is not about stopping people doing things. Rather, we want to drive the transition to electric vehicles and put in place a range of alternatives for people to make more sustainable journeys.

As part of this, we are phasing out the sale of new petrol and diesel cars and vans by 2030, and, from 2035, all new cars and vans must be zero emissions at the tailpipe. We are also consulting on phase out dates for the sale of new non-zero emission HGVs, which includes all fossil-fuelled HGVs, to ensure that our road freight fleet will be zero emission by 2050. The consultation closed on 3rd September and we are now considering responses.

Government has no current policy on introducing road user charges. As stated in the Transport Decarbonisation Plan, as we move forward with the transition to zero emission vehicles, we will need to ensure that the tax system encourages the uptake of EVs and that revenue from motoring taxes keeps pace with this change, to ensure we can continue to fund the first-class public services and infrastructure that people and families across the UK expect.

Our recently published ‘Decarbonising Transport: A Better, Greener Britain’ committed to delivering a net zero rail network by 2050, with sustained carbon reductions in rail along the way, and stated our ambition to remove all diesel-only trains (passenger and freight) from the network by 2040.

The Government continues to support the modal shift of freight from road to rail due to rail freight’s better environmental performance and its contribution to alleviating congestion on Britain’s roads. The Government committed to setting a growth target in its Transport Decarbonisation Plan, and in the Williams-Shapps Plan for Rail, however there is no specific target for moving freight from road to rail by 2030. Further details about the rail freight growth target, including timings, will be confirmed in due course and Government will be working closely with industry partners to develop the target.

The Government continues to incentivise modal shift through the Mode Shift Revenue Support scheme, a £20 million scheme in 2021/22, which supports the carriage of freight by rail and water on routes where road haulage has a financial advantage. Additionally, the Government invests significantly in the rail network to improve its capability and capacity for freight. Between 2014-2019, the Government invested over £235 million in the Strategic Freight Network and further infrastructure funding is being made available going forward through the Rail Network Enhancements Pipeline (RNEP).

The Transport Decarbonisation Plan also sets out our commitment to consult on potential measures to phase out the sale of new, non-zero emission domestic vessels, building on the pathway set out in the 2019 Clean Maritime Plan. Internationally, the UK has played a key role in the development of the International Maritime Organization’s strategy for climate change, and we will be pushing for a zero emissions international shipping industry by 2050 in future negotiations.

Our Transport Decarbonisation Plan explores many similar themes to the Scottish Government’s Mission Zero and sets out a credible, deliverable pathway to net zero greenhouse gas emissions by 2050, as well as delivering transport’s contribution to demanding carbon budgets along the way. We will continue to review the Plan’s progress in light of emerging evidence and have committed to updating it every five years.

We will engage closely with Devolved Administrations in delivery of the Plan, respecting areas of devolved competency, as we jointly work towards our shared goals of decarbonising transport across the UK and achieving net zero UK-wide.

Since its launch in October 2020, the Acceleration Unit has supported programme and policy teams to speed up the delivery of infrastructure projects and the implementation of new policy initiatives. The work of the Acceleration Unit is driven by the need to build back better, to level up the country and to decarbonise transport.

Key achievements to date have included challenging delivery of the Restoring Your Railways programme, including the Dartmoor Line reopening and Northumberland Line; supporting the development of the National Bus Strategy, published on time in March 2021; working with DfT’s arms-length bodies on the development of modal acceleration programmes.

The currently work programme includes acceleration oversight on a portfolio of 112 projects in the north through the Northern Transport Acceleration Council; ongoing challenge on the Restoring Your Railways programme; and supporting acceleration of the Manchester & Northwest Rail Transformation Programme to bring forward benefits to passengers in the north earlier.

The Acceleration Unit is currently made up of three members of staff.

The total number of bridge strikes in past 5 years can be found in the table below:

Network Rail’s statistics report all delay and cancellation minutes for all the services affected by a specific bridge strike; they are not divided up for delays on individual journeys. The average delay and cancellation minutes attributed to bridge strike events for 2020/21 is 42 minutes, down from 273 minutes in 2019/20, partly due to reduced network operations. The Schedule 8 compensation costs for delays and cancellations due to bridge strikes are £5.5 million for 2020/21, down from £11.5 million in 2019/20, again due in part to reduced network operations.

Information pertaining to prosecutions and the range of penalties imposed upon prosecuted drivers are not held by the Department for Transport. Any plans to review the related liabilities and offences would be a matter for the Ministry of Justice.

The impact of COVID on demand for travel continues to unfold, and the Department is undertaking research and surveys to develop demand scenarios and understand possible impacts on business cases across the transport portfolio.

The Phase 2b Western Leg strategic outline business case, due to be published in early 2022, will use demand scenarios that explore the impact of COVID to inform the business case. This will be the first time an initial assessment of the pandemic’s impact on the HS2 project will have been undertaken.

HS2 is a long-term project and delivers travel opportunities over a long period of time (i.e. in excess of 100 years), limiting any shorter-term effects of COVID on travel patterns. The project will open up new employment and regeneration opportunities for millions of people, contribute to regional and national economic development, and have long-lasting impacts which we are not able to fully model or appraise.

This publication table makes public the high-level metrics used by the Cabinet Office for monitoring COVID-19 response which focus on the behaviour of the travelling public. These metrics do not include rail freight. Road goods vehicles are included in these metrics as they contribute to total road transport demand, and thereby impact upon car users’ experience of the transport network.

The most recent confirmed greenhouse gas statistics, for transport in 2019, attribute 66% of emissions to road transport, 1% to rail, 23% to domestic and international aviation, and 8% to domestic and international shipping.

The Transport Decarbonisation Plan – “Decarbonising transport: a better, greener Britain” sets out the Government’s commitments and a series of actions and timings, to achieve net zero emissions across all modes of transport by 2050. We will continue to work with stakeholders across the sector, devolved administrations, local authorities and other regions as we implement the plan.

In October 2020, the governance of Crossrail transferred over to Transport for London (TfL). As part of the governance transition, the Crossrail Sponsor Board was replaced and the Mayor of London, who chairs the TfL Board, established a new Special Purpose Committee of the TfL Board, called the Elizabeth Line Committee (ELC). The ELC is chaired by the Deputy Mayor for Transport and provides high-level oversight of the Crossrail project. DfT remains a joint sponsor and retains oversight of and scrutiny of the programme and DfT has a Special Representative on the ELC.

The Transport Commissioner is responsible for delivering the project and intended benefits. TfL is responsible for providing reliable forecasts for the project. Crossrail Limited remains a wholly owned subsidiary of TfL.

In August 2018, Crossrail Limited announced a delay to the opening of the Elizabeth line. CRL stated that the reasons for this delay was due to more time being needed by contractors to complete fit-out activity in the central tunnels and the development of railway systems software, and that testing had started but further time was required to complete the full range of integrated tests.

The most recent announcement was in August 2020, when Crossrail Limited stated that the central section between Paddington and Abbey Wood would be ready to open the first half of 2022. Crossrail announced that the schedule delay was due to lower than planned productivity in the final completion and handover of the shafts and portals and revisions to the schedule assumptions for the completion of the new stations. Crossrail also incurred additional costs and delays as a consequence of the COVID-19 pandemic.

In April 2019, Crossrail Limited’s total estimate costs for the project was £17.6 billion. Crossrail Limited’s current forecast cost of completing the programme is up to £18.9 billion. This includes Network Rail On-Network Costs for the surface works but excludes the cost of procuring new trains and depot.

The Department is committed to applying the lessons learned on Crossrail to other major projects, including HS2. In April 2019, the Department co-published a report with the Infrastructure and Project Authority (IPA). This identified a number of practical lessons, building on the experience of Crossrail, across five major themes.

There are no proposals for mandating speed limiters on all new vehicles in the UK. Vehicles sold in Northern Ireland will be required to have speed warning systems, known as Intelligent Speed Assistance (ISA), installed on all new registrations from July 2024. The Department for Transport is currently considering a package of new vehicle technologies, which includes ISA, that are designed to aid road safety. We will consider whether to make these technologies compulsory in new vehicles sold here once the new GB type approval scheme is in place. This is scheduled to be ready by mid-2022.

The Government believes that any form of dangerous or inconsiderate driving behaviour is a serious road safety issue. All available research shows a link between excessive speed and the risk of collisions.

We expect all drivers to observe the speed limit, and enforcement is a matter for the police. Policing of our roads, and how available resources are deployed, is the responsibility of individual chief officers, taking into account the specific local issues.

Last July, the Department for Transport launched a Call for Evidence, as part of a wider Roads Policing Review, a thorough examination of roads policing in England and Wales and its relevance to road safety. Responses to the Call for Evidence have been analysed and the Government response is currently being prepared for publication. The response will address the key points raised by respondents, including feedback on speed enforcement.

When a driver stops in an emergency area on an All Lane Running (ALR) motorway, Highways England provide an emergency roadside telephone and information on seeking assistance. This information is provided on a sign located next to the emergency telephone in every emergency area on the ALR sections of the Strategic Road Network (SRN). The updated Highway Code due to be published later this year will include reference to this sign for the first time (Rule 278).

There is no specific statutory offence linked to the content of the sign, that is, it is not mandatory for drivers to phone Highways England and ask permission before re-joining the main carriageway.

When re-joining the motorway from an emergency area, it is a driver’s responsibility to do in an appropriate manner, when safe to do so. However, Highways England operators can provide advice and practical support to drivers in re-joining the main carriageway, including monitoring CCTV, setting a red X lane closure and if necessary, dispatching Traffic Officers to assist on scene.

The Department for Transport has not conducted any dedicated analysis in the last 5 years on the number of people who read the Highway Code.

Other organisations publish the Highway Code under The National Archives’ open Government Licence. Each year 2.1 million people study and are tested on driving theory, which requires a thorough knowledge of the Highway Code, Know Your Traffic Signs and Driving – The Essential Skills. There are many resources to educate learners from a range of providers, but a survey by the Driver and Vehicle Standards Agency in 2019 found that 84% of the 16-24 years olds asked said they had read the Highway Code as part of their study.

Sales of official publications of the Highway Code as a book, app or download record 1,313,438 copy sales and downloads in the past 5 years, each of which might be read, passed on or lent out in the case of library copies a number of times.

In the same period 3,673,515 driving theory product sales and downloads were recorded, educating people in the Highway Code and the other official sources. Analytics for the Highway Code on gov.uk show 18,189,854 page views for this period.

There are currently 307 rules contained within the Highway Code.

The Department’s second bi-annual update to Parliament on 23 March 2021 provided an update on the progress of HS2 including the current cost pressures and the contingency that is available to accommodate them if they do materialise. We will provide a further update in the next bi-annual report.

The Government recognises the challenging times the air transport and tourism, leisure and hospitality sectors have faced due to COVID-19. The industries have drawn on an unprecedented package of economic measures which we have put in place. We estimate that by the end of September 2021, the air transport sector (airlines, airports and related services) will have benefitted from approximately £7bn of Government support since the start of the pandemic. Over £25bn has been provided to the tourism, leisure and hospitality sectors, which includes holiday lets, in the form of grants, loans and tax breaks.

Consumers are legally entitled to a refund within a reasonable time when operators cancel.

There is much we can do to progress implementation of the Williams-Shapps Plan for Rail without needing or amending legislation, such as the introduction of flexible season tickets and the development of a Whole Industry Strategic Plan.

To be successful, we know that Rail Transformation Programme will need to be co-designed and co-delivered with the bodies that make up the rail sector. We will engage with the industry to design and implement this major project.

We will undertake detailed engagement and consultations on implementing the proposals in the Williams-Shapps plan and where legislative changes are required, we will introduce these when the Parliamentary timetable allows.

The government will work closely with industry to develop detailed plans for implementation.

We recognise the significant amount of work which happens across the industry to facilitate the running of the railways and the expertise required to achieve this. Retaining that expertise will be crucial to ensuring the futures success of the railways.

This is the biggest change to the railways in three decades and transformation on this scale will not happen overnight. Government is setting up a Rail Transformation Programme within the Department for Transport and working with the rail sector to ensure a common understanding of our vision for the railway, working collectively with the sector to design how this major project will be delivered. The Government will make an announcement on next steps in relation to implementation in due course.

We are still in the early stages of the Rail Transformation Programme and will consider options for the location of Great British Railways’ headquarters in due course.

UK rail wage figures are available by sector. The table below provides the median wage increase for the period 2010 to 2020:

During this period, prices increased (as measured by retail price index) by 31.1%.

ORR publish statistics on passenger journeys and kilometres. In the decade 2009/10 to 2019/20 (prior to the coronavirus pandemic) passenger journeys increased by 29% and passenger kilometres increased by 23%. In the last year (since government measures were introduced to minimise coronavirus impact) passenger journeys and kilometres have decreased by 78% and 81% respectively compared to the previous year.

Freight kilometres for the period 2010/11 to 2020/21 decreased by 23%. Please see attached documents for supporting tables.

The Government considered this matter carefully as part of the cycling and walking safety review in 2018, and has no plans to introduce such a system. Cycling brings many benefits, particularly in terms of health and the environment, and the Government is keen to encourage rather than restrict it. Cyclists must respect the rules of the road as set out in The Highway Code and enforcement of cycling offences is a matter for the police. The introduction of a licensing system would be likely to deter many people from cycling and the costs and complexity of introducing and administering such a system, would be likely to outweigh any road safety or other benefits.

The Interchange station cost estimate has not increased and remains within the allocated budget, as confirmed when the HS2 project was reset in February 2020 following conclusion of the Oakervee Review and the adoption of an updated cost baseline (Baseline 7.1).

At Baseline 7.1 adoption, the point estimate for Interchange station was £274m in Q3 2019 prices. This estimate excluded risk exposure and optional scope. The recently announced figure of £370m is the Baseline 7.1 estimate inflated to Q1 2022 prices (the date of Contract Award) with the addition of its contingency allowance, which is derived from the overall HS2 Ltd risk exposure allowance, also confirmed at Baseline 7.1 adoption. The £370m figure also contains provision for optional scope to maximise and facilitate local development plans around the station. This updated estimate does not affect the overall budget, or contingency, of the HS2 project and station delivery remains within its cost allocation and is proceeding to schedule.

It is for local areas to decide what bids they submit into the Levelling Up Fund, but any investment from the Fund must be compliant with the UK’s obligations on subsidy control (or State Aid in Northern Ireland) and other relevant procurement legislation and regulations. This will be tested as part of the appraisal process and monitored thereafter.

One of the major benefits of bringing the railways together will be to reduce fragmented decision-making. Great British Railways will be able to make substantial net savings without detriment to service or fare levels by reducing duplication, interface costs and complexity. This will include better planning of track and infrastructure works and many other operations currently subject to negotiation between Network Rail and train operating companies.

New Passenger Service Contracts will be designed to cut through the complexity and cost of procuring passenger services, open up more effective competition and attract new bidders.