Gavin Newlands

For complaints about mis-selling, the Financial Ombudsman Service is responsible for initial reviews. For many, but not all, complaints about other Green Deal matters, such as installation quality, the Green Deal Ombudsman is contracted to complete initial reviews.

In all cases, decisions regarding whether a breach has occurred and, if so, whether a sanction should be imposed, are the responsibility of my Rt. Hon. Friend the Secretary of State.

Complainants do not receive direct correspondence from the Financial Ombudsman Service as part of the reviews of complaints submitted to the Secretary of State. In addition to the work it completes on complaints to the Secretary of State, the Financial Ombudsman Service more generally handles Green Deal complaints about financing issues as part of its statutory role under the Financial Services and Markets Act 2000. Some such complaints may subsequently be referred to the Secretary of State for review and may be the subject of associated correspondence between the Financial Ombudsman Service and the complainant, but such correspondence stands outside of the formal review process.

For complaints about mis-selling, the Financial Ombudsman Service is responsible for initial reviews. For many, but not all, complaints about other Green Deal matters, such as installation quality, the Green Deal Ombudsman is contracted to complete initial reviews.

In all cases, decisions regarding whether a breach has occurred and, if so, whether a sanction should be imposed, are the responsibility of my Rt. Hon. Friend the Secretary of State.

Complainants do not receive direct correspondence from the Financial Ombudsman Service as part of the reviews of complaints submitted to the Secretary of State. In addition to the work it completes on complaints to the Secretary of State, the Financial Ombudsman Service more generally handles Green Deal complaints about financing issues as part of its statutory role under the Financial Services and Markets Act 2000. Some such complaints may subsequently be referred to the Secretary of State for review and may be the subject of associated correspondence between the Financial Ombudsman Service and the complainant, but such correspondence stands outside of the formal review process.

The Department does not record data on correspondence acknowledging receipt of a complaint on Green Deal loan mis-selling which has been sent by this Department. Complaints on Green Deal mis-selling can be received through a number of routes, including email, post, and official Department and Ministerial correspondence.

For complaints about mis-selling, the Financial Ombudsman Service is responsible for initial reviews. For many, but not all, complaints about other Green Deal matters, such as installation quality, the Green Deal Ombudsman is contracted to complete initial reviews.

In all cases, decisions regarding whether a breach has occurred and, if so, whether a sanction should be imposed, are the responsibility of my Rt. Hon. Friend the Secretary of State.

Complainants do not receive direct correspondence from the Financial Ombudsman Service as part of the reviews of complaints submitted to the Secretary of State. In addition to the work it completes on complaints to the Secretary of State, the Financial Ombudsman Service more generally handles Green Deal complaints about financing issues as part of its statutory role under the Financial Services and Markets Act 2000. Some such complaints may subsequently be referred to the Secretary of State for review and may be the subject of associated correspondence between the Financial Ombudsman Service and the complainant, but such correspondence stands outside of the formal review process.

Under the Green Deal Framework regulations, loans can be reduced or cancelled where there has been a breach of the relevant rules, and my Rt. Hon. Friend the Secretary of State is satisfied that the consumer has suffered, or is likely to suffer, a substantive loss. This applies to any complaint which meets the eligibility requirements regardless of whether it concerns a Green Deal Plan that was in place at a property prior to a complainant inheriting that property.

The Department does not record data on the number of complaints about mis-selling of Green Deal Plans by Home Energy & Lifestyle Management Ltd (HELMS) received from complainants who did not enter the original credit agreement as the property “improver”. Complaints to my Rt, Hon. Friend the Secretary of State can be made under the Green Deal Framework regulations by original improvers or subsequent bill payers (other eligibility criteria must also met).

The UK Internal Market Bill ensures the UK can operate as a coherent internal market, guaranteeing UK companies can trade unhindered in every part of the UK while maintaining world-leading standards for consumers, workers, food and the environment.

The UK has some of the highest standards in the world on goods and some of the most robust standards on foods, with world-leading food, animal and plant health and animal welfare standards.

The Government has a zero-tolerance approach to fraud. A bespoke package of counter-fraud measures will be built into the scheme design, drawing on best practice and lessons learnt?from previous domestic and international?schemes.

In his Summer Economic Update, my Rt. Hon. Friend Mr Chancellor of the Exchequer announced a £2bn Green Home Grant scheme that will support homeowners and landlords of rented homes in England to improve the energy efficiency of their properties, reducing energy bills and carbon emissions, and supporting a green economic recovery.

The funding will be spent on paying for accredited tradespeople to install a range of measures, for example insulation, to improve the energy performance of their homes. Further detail on the eligibility for the scheme will be announced in the coming days, before the scheme’s full launch.

In his Summer Economic Update, my Rt. Hon. Friend Mr Chancellor of the Exchequer announced a £2bn Green Home Grant scheme that will support homeowners and landlords of rented homes in England to improve the energy efficiency of their properties, reducing energy bills and carbon emissions, and supporting a green economic recovery.

The funding will be spent on paying for accredited tradespeople to install a range of measures, for example insulation, to improve the energy performance of their homes. Further detail on the eligibility for the scheme will be announced in the coming days, before the scheme’s full launch.

Ministers in the Department hold many meetings with companies, including Rolls-Royce, to discuss a wide range of business issues.

Details of meetings held by Ministers in the Department are recorded in our transparency data, which is published at:

https://www.gov.uk/government/collections/beis-ministerial-gifts-hospitality-travel-and-meetings.

The Department continues to work closely with the fuel sector to ensure that plans are in place to maintain the supply of petroleum and diesel in the event of a public health emergency.

The sector is used to varying levels of demand, and disruptions to supply, for example during inclement weather, and is adept at directing resource to where it is most needed. In addition, the Government has a long-standing fuel supply contingency programme that can be deployed in support of industry to maintain fuel supplies as close to normal levels as possible.

As of 3^rd March 2020, there are 147 outstanding appeals, relating to the company Home Energy & Lifestyle Management Ltd (HELMS), which have been referred to my Rt. Hon. Friend the Secretary of State.

The Regulations require that, before imposing any sanction, the Secretary of State gives notice to affected parties of his intention to impose a sanction and provides them with an opportunity to make representations before it is made final. To date, 83 Intention Notices have been issued in respect of the outstanding HELMS appeals.

The tables attached provide details of the age of the outstanding appeals, broken down by (i) constituency, (ii) local authority area and (iii) NUTS first level region.

Britain is a sporting superpower; our shared victories in London and Rio demonstrated not only our sporting prowess but also the pride and passion for sport that is central to our national identity. That is why the Broadcasting Act 1996 ensures that events of special national significance such as the Olympics and Paralympics can be seen as widely as possible. While DCMS has not conducted a study into the impact of viewing the specific events listed in 'Group A' on children's activity levels, we know that they have the power to unite the nation, and to inspire us all to get active.

The Active Lives Children and Young People Survey shows that 3.3m (46.8%) of children and young people (aged 5-16) in England met the Chief Medical Officers’ guidance on physical activity in 2018-19. This is an increase of 279,000 since the previous year. However this means that over half do not do enough exercise to benefit their health. The School Sport and Activity Action Plan, published last July, set out government’s commitment to tackling this important issue, and ensuring that all children and young people have access to at least 60 minutes of high quality sport and PE every day.

The Secretary of State and I meet with sports national governing bodies on a regular basis to ensure they are supporting grassroots participation in line with the objectives of the government's Sporting Future strategy. Ministers continue to work with national governing bodies of sport to ensure that the Sporting Future strategy is implemented effectively, and that grassroots participation is supported.

Sport is a devolved matter and therefore support for grassroots sport and physical activity in Scotland, Wales and Northern Ireland is the responsibility of the respective Home Nations Sports Councils and devolved governments.

The Rugby Football Union (RFU) is in regular contact with Sport England, which is the organisation directly responsible for investing in and supporting grassroots sport in England. Through Sport England, government is investing £12.6m in the RFU over 2017-21 for its work on participation and supporting talented young athletes. Since 2016, England has invested a further £12.61m in multi-sport projects where rugby union is identified as one of the sports benefitting.

DCMS and Home Office officials are in regular contact on matters relating to visas for sport. The Home Office also routinely engages with sports governing bodies, organisations within the sport sector and other government departments on visa issues.

Home Office definitions of amateur and professional sports persons contained in the immigration rules were established following full consultation with all recognised sports governing bodies. The full definitions can be found in the document attached. The rules surrounding entering the UK on a Tier 4 (General) student visa can be found here: https://www.gov.uk/tier-4-general-visa.

Tier 4 visas have restrictions imposed regarding what work can be undertaken during the period agreed. For example, one of the conditions of holding a Tier 4 visa is that foreign students must not work in certain jobs, for example professional sportsperson or sports coach.

I have had no such discussions with Six Nations Rugby Ltd or their representatives. The Government is clear that the existing list works well, and strikes the right balance between retaining free-to-air sports events for the public, and allowing rights holders to negotiate agreements in the best interests of their sport. The Government has no current plans of undertaking a review of the list, or of moving the Six Nations from the category B list to the category A list. As a Group B event, live coverage of the Six Nations Rugby tournament may be broadcast by a subscription television service provided that secondary coverage is offered to the eligible free-to-air broadcasters.

I have had no such discussions with the Scottish Rugby Union, the Irish Rugby Football Union, the Welsh Rugby Union or the Rugby Football Union. The Government is clear that the existing list works well, and strikes the right balance between retaining free-to-air sports events for the public, and allowing rights holders to negotiate agreements in the best interests of their sport. The Government has no current plans of undertaking a review of the list, or of moving the Six Nations from the category B list to the category A list. As a Group B event, live coverage of the Six Nations Rugby tournament may be broadcast by a subscription television service provided that secondary coverage is offered to the eligible free-to-air broadcasters.

On 4 October, the Prime Minister announced Network North – this Government’s transport investment vision to drive better connectivity across the North, the Midlands, and the country – and confirmed that the Government would not proceed with the construction of HS2 Phase 2a, Phase 2b Western Leg and HS2 East.

Ministers and officials of the Department for Transport have engaged with relevant stakeholders to discuss the announcement and its implications.

The Department for Transport has not made any such assessment.

51% of workers on temporary contracts engaged by the core Department for Transport are female.

There are 15.1 full time equivalent female civil servants at SCS pay band 2 in DfT, which is 37.2% of all FTE at SCS pay band 2.

We can only provide this information at disproportionate cost.

We can only provide this information at disproportionate cost.

We can only provide this information at disproportionate cost.

We can only provide this information at disproportionate cost.

Users of the Dartford Crossing can pay the Dart Charge up to a year in advance and by midnight the day after travel. They can also set up a pay as you go account where their card will be automatically charged when they cross, or a pre-pay account which also offers a discounted rate. The vast majority of journeys at the Dartford Crossing are paid for correctly and on time (94.7% in the period May 2022 to April 2023 inclusive).

We can only provide this information at disproportionate cost.

We can only provide this information at disproportionate cost.

Around £3 billion is projected to be invested in active travel in the 5 years up to 2025, despite the need for efficiency savings across Government due to global financial pressures. This includes £273m spent on ringfenced active travel projects and programmes in the financial year of 2022-23. This represents 1% of the department’s total expenditure in 2022-23. In addition to this, funding was spent on active travel projects from wider sources such as the City Region Sustainable Transport Settlements and the Levelling Up Fund.

The Great British Railways Transition Team are working with local partners in Derby to prepare for the Great British Railways headquarters.

Around £3 billion is projected to be invested in active travel in the 5 years up to 2025, despite the need for efficiency savings across Government due to global financial pressures. This sum includes at least £250 million of ringfenced revenue and capital funding for active travel infrastructure over the two-year period of 2023-24 to 2024-25. The £3 billion also includes funding from wider sources such as the City Region Sustainable Transport Settlements and the Levelling Up Fund.

Planned expenditure on ringfenced active travel funding (£250m across 2023-24 and 2024-25), represents around 0.4% and 0.5% of the Department’s total planned expenditure for the period of 2023-24 and 2024-25.

The budget for the 2025-26 financial year has not yet been agreed and will be set as part of the next Spending Review.

The cost to the public purse of the set-up and operation of the Great British Railways Transition Team was £12.2m in 2021-22 and £52.1m 2022-23. Great British Railways has not yet been established. The cost of establishment and ongoing operations of Great British Railways will be confirmed in the final business case.

The Department for Transport works very closely with the Great British Railways Transition Team (GBRTT), with daily contact. The Department has asked GBRTT to work with Derby City Council to establish the GBR headquarters.

Across the UK, an estimated 3,400 zero emission buses have been funded since February 2020.

The Department does not routinely produce estimates for the number and proportion of zero emission buses expected to be licenced for use as public transport vehicles for dates in the future.

A review of the Mode Shift Revenue Support (MSRS) scheme, which runs until 31 March 2025, will commence soon. This review will consider all aspects of the scheme, including zonal boundaries.

The current scheme operates under the EU State Aid regime, so any amendments have to be made in line with this legal framework.

However, the revised scheme would be governed by the UK’s independent state aid regime, enabling greater flexibility with the design of the scheme.

A review of the Mode Shift Revenue Support (MSRS) scheme, which runs until 31 March 2025, will commence soon. This review will consider all aspects of the scheme, including zonal boundaries.

The current scheme operates under the EU State Aid regime, so any amendments have to be made in line with this legal framework.

However, the revised scheme would be governed by the UK’s independent state aid regime, enabling greater flexibility with the design of the scheme.

The civil courts in England and Wales offer a number of different methods by which a creditor can enforce a judgment in their favour. These processes are designed to address different financial circumstances, and collectively they aim to make it as difficult as possible for the debtor to avoid their responsibilities. The choice of enforcement method lies entirely with the judgment creditor and it would not be appropriate for the Government to intervene in or comment on individual cases.

The UK has a regulatory framework in place to protect consumers whilst travelling by air, including seeking redress through Alternative Dispute Resolution and if necessary through the courts. The Civil Aviation Authority (CAA) as the UK’s specialist aviation regulator, is responsible for enforcing consumer laws for the collective interest of consumers and will take further action if required. The Government has been clear with industry on expectations to put consumers first and meet their legal obligations to their passengers.

As part of the Aviation Consumer Policy Reform Consultation in 2022, we consulted on whether the CAA should be given additional administrative powers to enforce consumer protections laws. The Department is considering the responses across all the proposals and will set out next steps in due course.

The Department is also currently reviewing the CAA as part of the programme of reviews of sponsored bodies, including looking at the CAA’s effectiveness at enforcing consumer rights with its current powers. The report will be published in the Spring following the review.

The Department for Transport publishes UK Ship Register statistics as part of its annual Shipping fleet statistics publication in table FLE0100 and the number of UK flagged vessels of 100 gross tons and over registered in each year from 2003 to 2021 are as follows:

The 2022 annual Shipping fleet statistics will be published on 29 March 2023.

The UK Ship Register is provided by the Maritime and Coastguard Agency (MCA) and generally includes all known sea-going ships (and a few non-seagoing vessels) of 100 gross tons and above.

Local transport policy and funding, including funding for active travel, is a devolved matter for the Scottish Government. In England outside London, the Government is projecting investment of around £3bn in active travel over the current Parliament. Amounts per capita in future years will vary significantly from one part of the country to another depending not only on local investment decisions but also on final decisions on capital and revenue budgets for active travel for the next two financial years, which have not yet been taken.

The Department regularly promotes the cycle to work scheme, and in 2019 revised the scheme’s guidance so as to make it simpler for employers to offer it to their employees.

The Department previously commissioned Business in the Community and Sustrans to publish best practice guidance for employers and local authorities, highlighting how employers can enable more of their staff to cycle to work using the scheme.

Officials from this Department and HM Revenue & Customs are in regular contact on the scheme, and the Department regularly meets with the Cycle to Work Alliance in order to identify further opportunities to increase take-up of the scheme.

Active Travel England provides funding to local authorities in England, outside London, based on several criteria. These include local authorities’ technical capability to deliver active travel projects, the quality of bids received and population levels.

Through the City Region Sustainable Transport Settlements (CRSTS) programme the Government has agreed five-year local transport funding settlements for seven eligible city regions from April 2022. CRSTS funding is supporting improvements across a range of transport modes, but based on the plans put forward by mayors, the Government expects at least £700m to be allocated to active travel infrastructure over the period of 2022-25.

The Department’s Cycling and Walking Investment Strategy Active Travel Investment model estimates that a minimum of £5.5 billion is likely to be required to meet this objective.

The actual amount will depend on a wide variety of factors including the highly uncertain long-term impact of the pandemic on walking and cycling stages.

£270 million funding was awarded from the Zero Emission Bus Regional Areas scheme to 17 local transport authorities.

In March 2023 the Department announced an additional £25.3m funding to four local areas for an additional 117 zero emission buses.

Once funding has been awarded the procurement of buses will be undertaken by either local transport authorities or bus operators.

Please see below Table 1 which presents information on how much funding each local transport authority received from the Zero Emission Bus Regional Areas (ZEBRA) scheme and whether buses have been ordered. The numbers in Table 1 are not official statistics: they are based on the latest publicly available information and are therefore subject to change.

We have committed to funding 4,000 zero emission buses (ZEBs) this Parliament. Since February 2020 we have provided funding support for nearly 2,400 zero emission buses in England. Across the UK an estimated 3,250 ZEBs have been funded so far.

As part of the Government’s commitment to ZEBs, the Government awarded £270 million through the Zero Emission Bus Regional Areas (Scheme) to 17 local transport authorities which will support up to 1,278 zero emission buses.

Table 1 below presents information on whether zero emission buses have been ordered from funding from the ZEBRA scheme. The numbers in Table 1 are not official statistics: they are based on the latest publicly available information and are therefore subject to change.

Government plans to take forward legislation that will create a new Low-speed Zero Emission Vehicle (LZEV) category when parliamentary time allows. The legislation would enable subsequent regulations to be made in respect of e-scooters. We are working to ensure any future regulations are effective and proportionate, however no decisions have been made on the details of the regulations for e-scooter users or the manufacturers of private e-scooters. The Department will consult, including through a public consultation which we plan to publish, before any new arrangements come into force.

Government plans to take forward legislation that will create a new Low-speed Zero Emission Vehicle (LZEV) category when parliamentary time allows. The legislation would enable subsequent regulations to be made in respect of e-scooters. We are working to ensure any future regulations are effective and proportionate, however no decisions have been made on the details of the regulations for e-scooter users or the manufacturers of private e-scooters. The Department will consult, including through a public consultation which we plan to publish, before any new arrangements come into force.

Government plans to take forward legislation that will create a new Low-speed Zero Emission Vehicle (LZEV) category when parliamentary time allows. The legislation would enable subsequent regulations to be made in respect of e-scooters. We are working to ensure any future regulations are effective and proportionate, however no decisions have been made on the details of the regulations for e-scooter users or the manufacturers of private e-scooters. The Department will consult, including through a public consultation which we plan to publish, before any new arrangements come into force.

Maintaining the safety record of UK aviation is something we take very seriously. That is why concerns raised about cabin air have been investigated at length in the UK and internationally over a number of years. These scientific research projects have not been able to confirm a link between perceived cabin air quality and illness, and show that the cabin/cockpit air quality is similar or better than what is observed in normal indoor environments.

The Government continues to support steps to further develop understanding of the air quality on board aircraft. The Aviation Health Unit within the Medical Department of the Civil Aviation Authority (CAA) will continue to monitor issues around cabin air as part of their wider role as specialist adviser to the Government on aviation health issues.

During the pandemic, air filtration onboard aircraft was of particular interest in relation to transmission of the COVID-19 virus. My officials have engaged with a wide range of stakeholders throughout the pandemic on a variety of issues, including aircraft filtrations systems and standards.

The below table shows the amount levied in fixed track access charges for (a) all train operators and (b) each train operator for each financial year from 2016-17 to 2021-22.

The below table shows the total Network Rail revenue over the period 2016/17 to 2021/22 and how much of that total revenue comes from fixed track access charges and how much comes from fixed track access charges attributable to Scotland in both £m and % terms.

As part of our response to the Transport Select Committee, the Secretary of State has sent a note of the meeting with DP world in November. This is the only meeting held in the time period.

As part of our response to the Transport Select Committee, the Secretary of State has sent a note of the meeting with DP world in November. This is the only meeting held in the time period.

As part of our response to the Transport Select Committee, the Secretary of State has sent a note of the meeting with DP world in November. This is the only meeting held in the time period.

The Department does not publish full Ministerial diaries. Details of meetings with external organisations are routinely published on GOV.UK The next round of data is due to be published shortly.

The Department for Transport is running trials of rental e-scooters to assess their safety and wider impacts and has in place a national monitoring and evaluation programme. A full set of findings on rental e-scooters from this evaluation will be included in the final report due in late spring 2022.

The evidence gathered during the trials will inform whether e-scooters should be legalised in the future, and how we can ensure their use is as safe as possible.

The Secretary of State meets regularly with Cabinet and government colleagues to discuss the transition to electric vehicles. The government will publish a response to the consultation on improving the consumer experience at public chargepoints soon. Further legislative measures were consulted on as part of the Future of transport regulatory review: zero emission vehicles, which closed in November 2021. The government will publish its response in due course.

I refer the Hon Member to the answer I gave on 14 March 2022 to Question UIN 136581.

In March 2021 the Transport Secretary launched the Zero Emission Bus Regional Areas (ZEBRA) scheme which was open to local transport authorities who were able to bid for funding to introduce zero emission buses and the infrastructure needed to support them in their areas.

The Government announced the first areas to be awarded funding under the fast track process of the scheme in October 2021. Cambridgeshire & Peterborough, Leicester, Warrington, Kent and Milton Keynes have been awarded £70.8m funding for zero emission buses and associated infrastructure. This will support the introduction of up to 335 electric buses and associated infrastructure. We expect first orders for these buses to be placed this year.

A second group of local transport authorities have submitted business cases to secure funding through the standard process. The Department is currently assessing these business cases. Funding will be awarded to successful areas later in 2022.

In March 2021, we launched the Clean Maritime Demonstration Competition (CMDC), which allocated over £23m of research and development funding to 55 projects across the UK. The competition supports the design and development of zero emission shipping technologies, which includes hydrogen, ammonia and battery. As set out in the Net Zero Strategy: Build Back Greener (October 2021), we will extend the CMDC to a multi-year programme. We will publish details of any future competitions in due course, including guidance for applicants.

In March 2021, we launched the Clean Maritime Demonstration Competition (CMDC), which allocated over £23m of research and development funding to 55 projects across the UK. The competition supports the design and development of zero emission shipping technologies, which includes hydrogen, ammonia and battery. As set out in the Net Zero Strategy: Build Back Greener (October 2021), we will extend the CMDC to a multi-year programme. We will publish details of any future competitions in due course, including guidance for applicants.

In March 2021, we launched the Clean Maritime Demonstration Competition (CMDC), which allocated over £23m of research and development funding to 55 projects across the UK. The competition supports the design and development of zero emission shipping technologies, which includes hydrogen, ammonia and battery. As set out in the Net Zero Strategy: Build Back Greener (October 2021), we will extend the CMDC to a multi-year programme. We will publish details of any future competitions in due course, including guidance for applicants.

The Renewable Transport Fuel Obligation (RTFO) currently provides support for biofuels used in inland waterway vessels.

Following a consultation in 2021 on whether and how the RTFO could support a greater uptake of low carbon fuels in maritime, the Government decided not to provide support to biofuels used in shipping. This is because biomass availability across the UK economy is limited, and these finite resources might be more effectively used in those sectors of our economy that have fewer decarbonisation options compared to maritime. This position does not preclude vessels purchasing and using biofuel in a commercial fashion.

Since January 2022, the RTFO provides support to renewable fuels of non-biological origin when used across the maritime sector, including ships operating at sea. This applies to fuels including renewable ammonia, hydrogen and methanol, where R&D support is needed to help these fuels come to market.

Natural gas in the form of liquefied natural gas (LNG) or compressed natural gas (CNG) offers the potential for large reductions in all air pollutant emissions but limited GHG savings when compared to incumbent fuels (heavy fuel oil, marine diesel oil).

Our Clean Maritime Demonstration Competition, launched in March 2021, allocated over £23m of research and development funding to 55 projects across the UK, including projects exploring internal combustion engine technology that is capable of using zero emission fuels like hydrogen, methanol and ammonia. The competition also supports projects on green shipbuilding, placing the UK at the forefront of the design and manufacturing of zero emission vessels.

As set out in the Net Zero Strategy: Build Back Greener (October 2021), we will extend the CMDC to a multi-year programme. We will publish details of any future competitions in due course, including guidance for applicants.

The Ultra-Low Emission Bus (ULEB) scheme was open to any English or Welsh local authority, combined authority or bus operator. Only buses used on registered local bus services were eligible for funding. Funding from the scheme was provided over three years: 2018-19; 2019-20 and 2020-21.

Currently, over 50 zero emission buses (ZEB) supported by the ULEB scheme are used on registered local bus services by licensed public service vehicle operators in England. These buses were supported by over £14 million in Government funding. In addition, over 60 buses, supported by almost £7 million from the scheme, are also operating in London.

Over 30 further ZEBs, supported by the scheme in England, have been ordered, including 20 hydrogen buses, supported by over £7 million, they are expected on the road in due course.

The All Electric Bus Town or City scheme was open to English local transport authorities outside London. Only buses used on registered local bus services were eligible for funding.

In March 2021 £50 million funding was awarded to the West Midlands Combined Authority to introduce electric buses and charging infrastructure to convert all buses used on registered local bus services to electric buses. This funding will support the introduction of up to 300 electric buses in Coventry.

The Zero Emission Bus Regional Areas (ZEBRA) scheme was open to English local transport authorities outside London. Only buses used on registered local bus services were eligible for funding.

Up to £270 million funding is available under the ZEBRA scheme in 2021-22. £70.8 million of this funding has been awarded so far to five local transport authorities: Cambridgeshire & Peterborough Combined Authority, Leicester City Council, Kent County Council, Milton Keynes Council and Warrington Borough Council. This will support the introduction of up to 335 electric buses and associated infrastructure. A further 17 local transport authorities are working to produce business cases under the standard process of the scheme. The Department will award funding to successful business cases under the standard process in Spring 2022.

The Ultra-Low Emission Bus (ULEB) scheme was open to any English or Welsh local authority, combined authority or bus operator. Only buses used on registered local bus services were eligible for funding. Funding from the scheme was provided over three years: 2018-19; 2019-20 and 2020-21.

Currently, over 50 zero emission buses (ZEB) supported by the ULEB scheme are used on registered local bus services by licensed public service vehicle operators in England. These buses were supported by over £14 million in Government funding. In addition, over 60 buses, supported by almost £7 million from the scheme, are also operating in London.

Over 30 further ZEBs, supported by the scheme in England, have been ordered, including 20 hydrogen buses, supported by over £7 million, they are expected on the road in due course.

The All Electric Bus Town or City scheme was open to English local transport authorities outside London. Only buses used on registered local bus services were eligible for funding.

In March 2021 £50 million funding was awarded to the West Midlands Combined Authority to introduce electric buses and charging infrastructure to convert all buses used on registered local bus services to electric buses. This funding will support the introduction of up to 300 electric buses in Coventry.

The Zero Emission Bus Regional Areas (ZEBRA) scheme was open to English local transport authorities outside London. Only buses used on registered local bus services were eligible for funding.

Up to £270 million funding is available under the ZEBRA scheme in 2021-22. £70.8 million of this funding has been awarded so far to five local transport authorities: Cambridgeshire & Peterborough Combined Authority, Leicester City Council, Kent County Council, Milton Keynes Council and Warrington Borough Council. This will support the introduction of up to 335 electric buses and associated infrastructure. A further 17 local transport authorities are working to produce business cases under the standard process of the scheme. The Department will award funding to successful business cases under the standard process in Spring 2022.

DfT received £300m for R&D initiatives to help commercialise low and zero emission technologies. The Department will shortly commence a prioritisation process to allocate this funding across different programmes, including maritime. The outcome will be shared in due course.

The Fixed Link Feasibility Study forms part of the Union Connectivity Review, independently chaired by Sir Peter Hendy CBE. Sir Peter’s review has not yet concluded, so the final figure is not yet available.

The Fixed Link Feasibility Study forms part of the Union Connectivity Review, independently chaired by Sir Peter Hendy CBE. Sir Peter’s review has not yet concluded, so the final figure is not yet available.

The Government recognises the challenges faced by the aviation sector at this time. The Government is committed to maintaining critical connectivity and through policies like Public Service Obligations the Department for Transport subsidises routes into London.

We have also taken action to support airports through the Airport and Ground Operations Support Scheme (AGOSS). This opened for applications on 29 January to provide support for eligible commercial airports and ground handlers in England. It will provide support up to the equivalent of their business rates liabilities or COVID-19 losses – whichever is lower – in the 2020/21 financial year, subject to certain conditions and a cap per claimant of £8m.

The Government is keen to find ways to work closely with the industry to ease restrictions on international travel gradually and sustainably. The Secretary of State for Transport will lead a successor to the Global Travel Taskforce to develop a framework that can facilitate greater travel when the time is right, while still managing the risk from imported cases and variants.

In Phase One there have been 1,491 compensation payments made. Please note that an acquisitions case typically can have multiple payments associated with it.

HS2 Ltd does not as a matter of course ask for NDAs as default for its land and property acquisitions. For the programme as a whole, HS2 Ltd has over 400 specific confidentiality agreements but does not record/label the agreements as to whether they relate to land and property transactions or not.

The most costly land and property acquisition was the three buildings outside Euston station, being One Euston Square, One Eversholt Street -The Podium and One Eversholt Street - The Tower.

There has been one determined High Court and Court of Appeal case arising out of a compulsory purchase notice served by HS2 Ltd. on behalf of the Secretary of State for Transport for Phase One of the HS2 Project. The court ruled in the Secretary of State’s favour.

There have been ten cases in which a reference has been made to the Upper Tribunal in respect of compensation entitlement as a result of compulsory purchase notices served by HS2 Ltd for Phase One of HS2.

There has been one case where HS2 Ltd. made a reference to the Upper Tribunal in respect of disputed compensation. All compensation cases have settled save for two, which are still ongoing.

There have been twelve Upper Tribunal references made by HS2 Ltd as a result of material detriment counter notices served on HS2 Ltd. requesting the Secretary of State acquires more land than the land referred to in the compulsory purchase notice. Only one has been heard in the Tribunal, with the rest all settling.

There have been seven Upper Tribunal references made in respect of blight notices rejected by the Secretary of State. Two of the references reached a full hearing in the Upper Tribunal (the other references being withdrawn).

Certificates of Appropriate Alternative Developments, Section 18 valuations and connected court cases have not been included in the above.

The information provided in this response has been identified from the information that is currently available to the Department.

Legal costs:

12 x Counter Notice References (a) £236,842 and (b) £51,754 (disbursements including Counsel fees)

10 x Compensation References (a) £1,258,393 and (b) £756, 968 (disbursements including Counsel fees)

2 x blight notices (a) £4,795.

Phase One Acquisition spend from Financial Year 2014/15 to 2020/21 is £41.5m; no earlier spend reported. Companies involved are: CBRE, Lambert Smith Hampton, Carter Jonas, Valuation Office Agency, Montagu Evans and Deloitte. These companies also rely on sub-contractors for various technical matters.

£946,379,547.59 (including VAT where relevant) for compulsory purchase and £19,498,000 for statutory blight and discretionary schemes.

(a) Nine interests have been or are currently being acquired by legal agreement with owners.

(b) Ninety-five interests have been or are currently being acquired by Compulsory Purchase Orders.

Since the onset of the pandemic, the Department for Transport has engaged very regularly with the industry, including through both Ministerial meetings and official led sessions.

As announced on 22nd February as part of the roadmap for the phased lifting of restrictions in England, the Secretary of State for Transport will also now lead a successor to the Global Travel Taskforce to develop a framework that can facilitate greater international travel when the time is right, while still managing the risk from imported cases and variants.

The government is also developing a forward looking strategic framework on the recovery of the sector, which we engage with the industry on and will publish later this year.

The Department recognises the severe impact the COVID-19 pandemic has had on travel, and work continues to understand how best the industry can be supported at this time.

Aviation businesses have access to the unprecedented economic support package that the Chancellor has put in place to help businesses to manage the challenges they are facing as a result of the COVID-19 pandemic. Firms can continue to draw upon the package of measures announced by the Chancellor, including a Bank of England scheme for firms to raise capital, the Coronavirus Business Interruption Loan Scheme, Time to Pay flexibilities with tax bills, financial support for employees including the Coronavirus Job Retention Scheme and VAT deferrals.

In addition to this, the Airport and Ground Operations Support Scheme (AGOSS) opened for applications on 29 January to provide support for eligible commercial airports and ground handlers in England. It will provide support up to the equivalent of their business rates liabilities or COVID-19 losses – whichever is lower – in the 2020/21 financial year, subject to certain conditions and a cap per claimant of £8m.

Through the Global Travel Taskforce, the Government will work closely with the industry to find ways to safely and gradually ease restrictions on international travel. We will set out more detail on this soon.

The new UK-EU Trade and Cooperation Agreement (TCA) does not place any restriction on air services between points in the UK and points in the EU, ensuring that UK-EU trade can continue to travel freely by air. Furthermore, the TCA recognises that, at their discretion, EU Member states may permit UK airlines to operate non-scheduled air services within and beyond the EU. The TCA also allows the UK and individual EU Member States to negotiate and agree a bilateral exchange of additional “5th Freedom” all-cargo rights. My officials are engaging closely with EU Member States and with industry on these matters.

DfT has not produced economic forecasts of recovery and growth in the air transport or travel sectors. DfT maintain a capability to produce a range of passenger demand scenarios, reflecting the uncertainty surrounding the potential shape of recovery, for internal use.

The Department recognises the severe impact the COVID-19 pandemic has had on travel, and work continues to understand how best the industry can be supported at this time. The Government is working on a strategic framework for the recovery of the sector. It will explore the return to growth of the aviation sector, and will include consideration of workforce and skills, regional connectivity, noise, innovation and regulation, and consumer issues.

Aviation businesses have access to the unprecedented economic support package that the Chancellor has put in place to help businesses to manage the challenges they are facing as a result of the COVID-19 pandemic.

In addition to this, the Airport and Ground Operations Support Scheme (AGOSS) opened for applications on 29 January to provide support for eligible commercial airports and ground handlers in England.

The Department recognises the severe impact the COVID-19 pandemic has had on travel, and work continues to understand how best the industry can be supported at this time. The Government is working on a strategic framework for the recovery of the sector. It will explore the return to growth of the aviation sector, and will include consideration of workforce and skills, regional connectivity, noise, innovation and regulation, and consumer issues.

In addition, through the Global Travel Taskforce, the Government will work closely with the industry to find ways to safely and gradually ease restrictions on international travel. We will set out more detail on this soon.

The Department recognises the severe impact the COVID-19 pandemic has had on travel, and work continues to understand how best the industry can be supported at this time. The Government is working on a strategic framework for the recovery of the sector. It will explore the return to growth of the aviation sector, and will include consideration of workforce and skills, regional connectivity, noise, innovation and regulation, and consumer issues.

Aviation businesses have access to the unprecedented economic support package that the Chancellor has put in place to help businesses to manage the challenges they are facing as a result of the COVID-19 pandemic. Firms can continue to draw upon the package of measures announced by the Chancellor, including a Bank of England scheme for firms to raise capital, the Coronavirus Business Interruption Loan Scheme, Time to Pay flexibilities with tax bills, financial support for employees including the Coronavirus Job Retention Scheme and VAT deferrals.

In addition to this, the Airport and Ground Operations Support Scheme (AGOSS) opened for applications on 29 January to provide support for eligible commercial airports and ground handlers in England. It will provide support up to the equivalent of their business rates liabilities or COVID-19 losses – whichever is lower – in the 2020/21 financial year, subject to certain conditions and a cap per claimant of £8m.

Before Covid-19, aviation directly contributed at least £22 billion to GDP to the UK economy and supported around half a million jobs. This included the air transport and aerospace sectors, as well as the wider supply chain. Since the outbreak of Covid-19, the aviation sector has been one of the worst affected sectors in the UK. Passenger numbers at UK airports fell by 99% at the height of the pandemic. Overall volumes of flight traffic in the UK is currently around 80% below equivalent 2019 levels. The air transport sector’s contribution to the UK economy dropped by 74% in 2020 compared to 2019 and tens of thousands of redundancy notifications have been made. In addition to the direct impact to the UK air transport sector, the wider supply-chain and economy has also been adversely impacted by the severe reduction in air passenger demand, jobs and air connectivity, with impacts on consumer spending and investment across the rest of the economy.

The Department recognises the severe impact the COVID-19 pandemic has had on travel, and work continues to understand how best the industry can be supported at this time. The Government is working on a strategic framework for the recovery of the sector. It will explore the return to growth of the aviation sector, and will include consideration of workforce and skills, regional connectivity, noise, innovation and regulation, and consumer issues.

Aviation businesses have access to the unprecedented economic support package that the Chancellor has put in place to help businesses to manage the challenges they are facing as a result of the COVID-19 pandemic.

In addition to this, the Airport and Ground Operations Support Scheme (AGOSS) opened for applications on 29 January to provide support for eligible commercial airports and ground handlers in England.

In addition, through the Global Travel Taskforce, the Government will work closely with the industry to find ways to safely and gradually ease restrictions on international travel. We will set out more detail on this soon.

As of 31 January 2021, the Secretary of State for Transport has executed General Vesting Declarations (GVD) for permanent acquisition of 362 pieces of land or properties, by serving 4,060 notices on the interests in that land or those properties.

HS2 Ltd has 66.5 square kilometres (plus 2.2 square kilometres of subsoil) within act limits; reviewing and forecasting land requirements is an on-going process whilst design and construction plans continue.

a) The costs incurred to date for land and property acquisition is £2,345 million. Within this £1,202 million is for Compulsory Purchase, £287 million for Schemes, £624 million through Private Agreement, and £232 million for Statutory Blight.

b) The final amount of compensation payable will be dependent on a number of factors including the take-up of discretionary schemes. HS2 Ltd is currently tracking to deliver its programme of acquisitions within the funding envelope agreed with the Department.

• For Blight claims, 222 claimants have been compensated.

• For Phase One non-statutory Schemes, 345 parties have been paid (Need to sell/ Exceptional Hardship/ Rural Support Zone)

• For Phase 1 Access Licences, 1,552 claimants have received compensation

• For Phase One Compulsory Purchase Order Claims, 1,002 claimants have received compensation, from 2,742 total separate payments.

Until the final number of notices have been served, and the claims received, the final number is not possible to forecast.

The High Speed Rail (London – West Midlands) Act 2017 identifies an area of 66.5 square kilometres plus 2.2 square kilometres of subsoil which may be acquired or possessed for the purposes of building the railway from London to Birmingham. As at the end of January 2021, 26.45 square kilometres have been acquired under permanent acquisition powers, and 26.76 square kilometres are currently being occupied under temporary possession powers. Reviewing and forecasting land requirements is an on-going process whilst design and construction planning continues.

Market access arrangements for hauliers transporting equipment for cultural events was discussed regularly during negotiations between the UK and the EU, and they are subject to the provisions in the Trade and Co-operation Agreement (TCA). During UK-EU negotiations, the UK put forward proposals for an exemption for specialist hauliers carrying out tours for cultural events, but the EU did not agree to our ask.

Following the end of the Transition Period, all existing UK airlines are able to continue flying between the UK and the EU, including overflights and technical stops – the first four freedoms of the air.

The UK and individual EU Member States may also negotiate additional so-called fifth freedom rights for all-cargo carriers and may permit additional flexibilities for non-scheduled services.

The Department has received 90 notifications from operators indicating that they would be using the temporary relaxation of the enforcement of the EU drivers’ hours rules. The Department has not yet received the final notifications from all these operators about whether or not the relaxation was actually used. The relaxation ended on 30 December 2020 and there are no plans to extend this further given the current situation.

However, two separate and different relaxations of the enforcement of the EU drivers’ hours rules were granted (which both began on 23 December 2020 and will end on 22 January 2021). One is for the general haulage of goods in Great Britain and the other is for the international carriage of goods by road, related to substantial delays to border crossings. Details can be found on the gov.uk website.

The provision of driver welfare in Operations Stack and Brock is the responsibility of the Kent Resilience Forum. In the event of significant disruption on the M20, the Kent Resilience Forum may take the decision to activate their Driver Welfare Plan, which includes the proportionate distribution of welfare at the roadside. Both the Department and the KRF monitor the situation closely and have the capability to increase the provision of welfare depending on the scale of demand, as demonstrated by the response to the extreme traffic disruption that occurred over the Christmas period as a result of France closing the border.

Now the that transition period has ended EU authorities require additional paperwork and checks when goods are moved from the UK to the EU. Border readiness checks are undertaken both in the EU and within the UK (to ensure that freight can enter the EU after it has left the UK). These additional checks take time and there will inevitably be a certain proportion that are not border ready (i.e. have the correct documentation), which may result in some disruption. DfT analysis has focused on a Reasonable Worst Case Scenario for planning purposes, which can be found here. Note that this is not an estimate but a scenario used for contingency planning purposes. As yet it is too early to use observed data to provide an estimate, as freight volumes have been low, as they usually are in early January.

The UK Government will remain a member of the European Conference of Ministers for Transport (ECMT) regime after the transition period as it is a multilateral agreement independent of the European Union.

Since leaving the EU on 31^st of January 2020, the UK no longer participates in EASA meetings. The Department for Transport has not discussed with any member state the possibility of mutual travel without the requirement for quarantine.

Since leaving the EU on 31^st of January 2020, the UK no longer participates in EASA meetings. The Department for Transport has not discussed with any member state the possibility of mutual travel without the requirement for quarantine.

DfT has been engaging with a range of transport industry sectors to understand and monitor the impact of Covid-19. The Chancellor has set out an unprecedented range of support measures for businesses across the economy that the transport industry can access. This includes schemes to raise capital, flexibilities with tax bills, and financial support for employees.

We have discussed and agreed with HMT appropriate support to ensure continuation of key services. This includes services to support key workers and essential freight capacity. We have suspended normal rail franchise agreements and transferred all revenue and cost risk to the government for a limited period to safeguard minimum rail services. On Maritime Freight Capacity, support for operators on key routes across the Irish Sea (up to 5 routes) and GB-mainland Europe (up to 26 routes, incl. Eurotunnel). We have committed to funding worth almost £400 million to protect bus services for people who need to make essential journeys.

Any business that continues to experience financial distress after taking advantage of the cross-economy schemes and implementing all possible self-help measure can apply for bespoke support. This additional bespoke support is treated as the last resort.

We are continuing to discuss the support that may be required as we enter the restart and recovery phase of the Covid outbreak.

The Government recognises the challenges consumers and businesses are experiencing regarding refunds for cancelled holidays and flights. In particular, we appreciate the frustration consumers may be experiencing. The government’s position is clear - if a customer asks for a refund, that refund needs to be paid. The Department for Transport is in regular conversation with UK airlines and is working with the wider sector, the regulator and consumer groups to help ensure airlines deliver on their commitments.

Where a company, such as Flybe, is being taken under the management of an administrator, it would be a matter for the administrator if employees are able to access the Coronavirus Job Retention Scheme. However, we would expect an administrator would only access the scheme if there is a reasonable likelihood of rehiring the workers.

Ministers and officials have had regular meetings with the Confederation for Passenger Transport in recent weeks to discuss a wide range of matters. The Government has launched an unprecedented set of support measures to ensure that businesses, such as coach operators, have access to the funds they need to pay essential bills at this difficult time. This includes the Coronavirus Business Interruption Loan Scheme and the Coronavirus Job Retention Scheme, which has been extended until the end of October. Officials are engaging with both MHCLG and HMT to understand what the ongoing risks and issues are for the coach sector, and how these could be addressed.

Ministers and officials at the Department are in regular contact with representatives of the road haulage industry, including the Road Haulage Association and the Freight Transport Association, to understand the issues the industry is experiencing as a result of COVID-19, including operational and financial matters. The Department is working with the industry to ensure that the appropriate measures are in place to allow for the continued operation of the road freight sector during the pandemic, and to identify barriers to accessing the available Government support measures.

I refer the hon Member to the answer given by my hon. Friend the Minister of State for Business, Energy and Clean Growth on 18th March 2020 to Question 28666.

There have been no recent discussions with EU representatives on the maintenance of the Trans-European Transport Network (TEN-T) after the transition period.

As set out in the summary report of the longer semi-trailer trial for the year 2018, published on 2 March 2020, the net emissions reduction from the trial to date is around 37,000 tonnes of CO2 equivalent.

The extent to which these savings would be achieved outside of the current trial setting would depend on the commercial appetite for using longer semi-trailers and the regulatory regime put in place.

The future of the longer semi-trailer trial is currently under consideration.

The Department currently has no plans to support the installation of liquid petroleum gas and natural gas refuelling stations on the road network.

Liquid Petroleum Gas (LPG) has a well-established refuelling network across the UK; it is reported at https://www.filllpg.co.uk/ that there are 1,937 confirmed stations.

There is an established refuelling network for Liquified Natural Gas (LNG) within the UK for HGVs, which are the only road vehicles currently utilising LNG as an alternative fuel in the UK. Industry have advised that they have plans in support of the creation of new refuelling points across the strategic road network, should demand for LNG increase.

The final report of the evaluation of the national HGV speed limit increase in England and Wales (which will include Year three findings) will be published shortly. The interim reports have been published.

The Department is assessing industry proposals to increase the maximum authorised weights of HGVs involved in multi-modal journeys to 48 tonnes and hence make rail movements more competitive. There are significant environmental and economic benefits to a trial of such a proposal, but there are cost and feasibility issues related to infrastructure strengthening and road wear.

All drivers are required to hold a valid licence for the type of vehicle they operate. For drivers who operate vehicles over 7.5 tonnes, an additional 35 hours of periodic training is required every 5 years to maintain their Driver Certificate of Professional Competence (CPC). Drivers must have the full Driver CPC if they drive a lorry, bus or coach as the main part of their employment

There is no additional licencing scheme for delivery drivers beyond the driving licence. No discussions on such a scheme have taken place.

There have been no recent discussions about this specific topic. The Department does hold regular working level discussions with the Health & Safety Executive.

There have been no recent discussions about these specific topics.

We have no plans to mandate that light goods vehicles are liveried to identify the driver, contractor or place of business. This would impose costs on small businesses and the light vehicle rental sector. It would also not be suitable for many commercial light goods vehicles, such as those used for more than one contract, driven by multiple drivers or on short term leases.

All employers with an annual pay bill over £3 million pay the apprenticeship levy. This includes road haulage operators.

The Secretary of State has discussed with the Secretary of State for Education issues raised by the transport sector regarding the training that attracts levy funding, the creation of apprenticeship standards, the funding levels attached to them and the availability of training providers and end point assessors.

There have been no recent discussions with the Association of British Insurers on insurance cover provided to contractor drivers.

Improving gender balance in the sector is vital if we are to address skills challenges and support businesses to benefit from building a broader pool of talent. Building skills in Science, Technology, Engineering and Maths is a fundamental part of this, as many jobs in the sector require these skills.

The Department for Transport is leading efforts to promote the exciting training and career opportunities in the transport sector to under-represented groups. These include:

• The Transport Infrastructure Skills Strategy 2016 set stretching ambitions for apprentice starts and increasing diversity within the sector including for women to represent 20% of technology and engineering apprenticeship starts. The most recent Annual Report ‘Three Years of Progress’ published on 11th July 2019 set out that:

• 15.4% of technical and engineering roles are female, making good progress to STAT’s ambition of 20% and up from 3% in 2015.

• We are seeing a higher proportion of women at higher levels of training. 27% of all degree level apprenticeship starts were female in 2018/19.

• 23.6% of women undertake apprenticeships in the sector.

• An aviation programme ‘Reach for the Sky’ launched in October 2019, with the aim of making the aviation industry diverse, inclusive and accessible to all, with a focus on encouraging the next generation into the sector. The Department has appointed eleven ‘Aviation Ambassadors’, a group of outstanding aviation industry role models, who will work to inspire the next generation to take up aviation careers, champion diversity and social mobility within the industry, and develop initiatives to tackle barriers to aviation careers.

• The maritime sector has improved gender balance through the creation of a Women in Maritime Taskforce, committing maritime companies to act upon a Pledge and Charter.

• In 2017, DfT’s Rail Strategic Vision set out a commitment to use franchise competitions to support a range of measures to improve diversity of the workforce including how the franchisee will attract young people into rail and address underrepresentation of women across all levels and grades. The Rail Sector Deal set out plans to improve the diversity of the sector.

• The Department for Transport led a cross-government campaign to promote engineering to young people, including under-represented groups, through 2018’s successful Year of Engineering campaign. The Department now works in partnership with the Department for Business, Energy and Industrial Strategy (BEIS) and the Department for Education (DfE) to support the Engineering: Take a Closer Look legacy campaign, aimed at 13-16 year olds. This includes promoting engineering in transport, working with schools and the Girl Guides through design challenges and production of a booklet acknowledging aspirational female engineers from the transport sector.

• The Department’s Ministerial team and Permanent Secretary hosted a Women in Transport event to bring senior leaders from across industry together to tackle gender diversity issues on Monday 2^nd March and drive a co-ordinated sector response to International Women’s Day on 8^th March 2020.

The Secretary of State may make Regulations under the Public Health (Control of Disease) Act 1984, to take measures to prevent the spread of disease or threats to public health arising from the arrival or departure of any “vessel, aircraft, train or other conveyance”. This regulation making power is sufficiently broad so as to suspend or amend transport services in the event that they pose a sufficient threat to public health or the spread of disease. Any powers relating to international travel would need to be exercised in accordance with the United Kingdom’s international obligations. The powers apply to England and Wales and the Secretary of State may make regulations which apply to England. Welsh Government Ministers may choose to make regulations applicable to Wales. Scotland and Northern Ireland have their own legislative provisions.

Section 17 of the Bus Services Act 2017 provides powers for the secretary of state to require the provision of audible and visible information on board local bus services throughout Great Britain. In exercising their powers the Secretary of State must consult with both Scottish and Welsh Ministers.

Officials engaged with their Scottish and Welsh counterparts during the development of the policy proposals put to consultation in summer 2018, and both devolved administrations were invited to respond formally. We will continue to engage with the devolved administrations in finalising the policy and bringing forward Regulations.

In Summer 2018 the Government published a public consultation on proposals to require the provision of accessible on-board information on local bus services throughout Great Britain.

We are currently finalizing our response to the consultation and expect to announce our next steps regarding the making of Regulations and publication of guidance later in the year.

In Summer 2018 the Government published a public consultation on proposals to require the provision of accessible on-board information on local bus services throughout Great Britain.

We are currently finalizing our response to the consultation and expect to announce our next steps regarding the making of Regulations and publication of guidance later in the year.

The Government will publish a White Paper on the recommendations of the Williams Review early this year, including those relating to data. The White Paper will include proposals to improve access for disabled passengers to the network.

The Department for Transport engages with the Office of Rail and Road on issues regarding the accessibility of the rail network including the importance of reliable and up-to-date accessibility information. The Williams Rail Review will shortly come forward with proposals to improve access for disabled passengers to the network.

The Department for Transport regularly engages with the Rail Delivery Group on how we can work together to make the rail network more accessible for disabled people and those with additional needs, including the provision of up to date information of accessible facilities on trains and at stations. However, this is not done under the terms of the Open Government License.

The Renewable Transport Fuel Obligation (RTFO) has been successful in promoting a market for sustainable renewable fuels. Building on that success, the Government nearly doubled targets for supply from 2018 to 2020 and set further targets out to 2032, providing investment certainty. Reductions in greenhouse gas emissions from low carbon fuels supplied in transport under the RTFO are important in the delivery of savings required to meet UK carbon budgets. The trade of low carbon fuels and feedstocks is global and we will continue to engage with counterparts internationally, including with our colleagues in the EU.

The Government has made significant progress in relation to policy on E10 and we will publish our response to the call for evidence on E10, as well as next steps, as soon as possible. The Department has been in regular consultation with officials from the Scottish Government in developing this policy, which could benefit the whole of the United Kingdom.

The Renewable Transport Fuel Obligation (RTFO) has been successful in promoting a market for sustainable renewable fuels. Building on that success, the Government nearly doubled targets for supply from 2018 to 2020 and set further targets out to 2032, providing investment certainty. Reductions in greenhouse gas emissions from low carbon fuels supplied in transport under the RTFO are important in the delivery of savings required to meet UK carbon budgets. The trade of low carbon fuels and feedstocks is global and we will continue to engage with counterparts internationally, including with our colleagues in the EU.

The Government has made significant progress in relation to policy on E10 and we will publish our response to the call for evidence on E10, as well as next steps, as soon as possible. The Department has been in regular consultation with officials from the Scottish Government in developing this policy, which could benefit the whole of the United Kingdom.

The Renewable Transport Fuel Obligation (RTFO) has been successful in promoting a market for sustainable renewable fuels. Building on that success, the Government nearly doubled targets for supply from 2018 to 2020 and set further targets out to 2032, providing investment certainty. Reductions in greenhouse gas emissions from low carbon fuels supplied in transport under the RTFO are important in the delivery of savings required to meet UK carbon budgets. The trade of low carbon fuels and feedstocks is global and we will continue to engage with counterparts internationally, including with our colleagues in the EU.

The Government has made significant progress in relation to policy on E10 and we will publish our response to the call for evidence on E10, as well as next steps, as soon as possible. The Department has been in regular consultation with officials from the Scottish Government in developing this policy, which could benefit the whole of the United Kingdom.