Asked by: Helen Morgan (Liberal Democrat - North Shropshire)
Question to the Department for Transport:
To ask the Secretary of State for Transport, whether her Department has made an assessment of the potential impact of reconnecting London to the Marches by rail on the economy.
Answered by Keir Mather - Parliamentary Under-Secretary (Department for Transport)
The Department has not undertaken a specific assessment of the economic impact of reconnecting London to the Marches by rail. Any future proposals would be considered in accordance with established Department appraisal guidance, including analysis of effects on connectivity, regional development and the wider economy. The Department has also responded to the Office of Rail and Road (ORR) on current applications submitted by open access operators.
Asked by: Helen Morgan (Liberal Democrat - North Shropshire)
Question to the Department for Transport:
To ask the Secretary of State for Transport, what steps her Department is taking to improve rail connectivity in North Shropshire.
Answered by Keir Mather - Parliamentary Under-Secretary (Department for Transport)
Services in North Shropshire are provided by Transport for Wales (TfW) in accordance with its Train Service Requirement which is agreed with the Department with respect to services at stations in England. The Department keeps the performance and connectivity of the rail network under continual review including through regular engagement with TfW. There are no active proposals to increase services on this route.
Asked by: Helen Morgan (Liberal Democrat - North Shropshire)
Question to the Department for Transport:
To ask the Secretary of State for Transport, what steps her Department is taking to provide guidance to bus manufacturers on the legislative requirements on size and location of wheelchair space, in the context of the consultation on the Public Service Vehicles Access Regulations.
Answered by Simon Lightwood - Parliamentary Under-Secretary (Department for Transport)
The Government is committed to improving passenger transport services, so they are more inclusive and enable disabled people to travel safely, confidently and with dignity. As part of our broader mission to break down barriers to opportunity, we recognise that more needs to be done to ensure transport is accessible to all.
Our Bus Services Act 2025 includes a comprehensive package of measures to improve the accessibility and inclusivity of local transport. This includes requiring local authorities to regularly review the accessibility of their bus networks through the development and publishing of a Bus Network Accessibility Plan. We are also providing nearly £700 million a year to local transport authorities through the Local Authority Bus Grant over the next three years to maintain and improve local bus services. These allocations include capital funding for most areas, which can be used to improve the accessibility of transport infrastructure.
The Public Service Vehicles Accessibility Regulations 2000 (PSVAR) set accessibility minimum standards for physical features on board buses and coaches designed to carry over twenty-two passengers and used on local or scheduled services. These include requirements for the size and location of the wheelchair space. In 2023 the Department undertook a Call for Evidence to understand the efficacy of PSVAR, and we continue to engage regularly with stakeholders, including local authorities, on the impact of the Regulations and how they can support accessible journeys sustainably. We will announce any next steps on PSVAR in the coming weeks.
In March 2025, we launched the UK Bus Manufacturing Expert Panel. Over 12 months, this panel brought together industry experts and local leaders to support UK bus manufacturing, develop a pipeline of future bus orders to give better planning certainty to the sector, and to prioritise passenger-centric bus design. The last meeting of the Panel took place on 18 March, during which we secured agreement from Mayors on a set of commitments, including on adopting standards and driving continuous improvement on accessible and inclusive zero emission bus design.
Asked by: Helen Morgan (Liberal Democrat - North Shropshire)
Question to the Department for Transport:
To ask the Secretary of State for Transport, when she plans to publish a response to her Department's consultation on Public Service Vehicles Access Regulations, which closed on 4 September 2023.
Answered by Simon Lightwood - Parliamentary Under-Secretary (Department for Transport)
The Government is committed to improving passenger transport services, so they are more inclusive and enable disabled people to travel safely, confidently and with dignity. As part of our broader mission to break down barriers to opportunity, we recognise that more needs to be done to ensure transport is accessible to all.
Our Bus Services Act 2025 includes a comprehensive package of measures to improve the accessibility and inclusivity of local transport. This includes requiring local authorities to regularly review the accessibility of their bus networks through the development and publishing of a Bus Network Accessibility Plan. We are also providing nearly £700 million a year to local transport authorities through the Local Authority Bus Grant over the next three years to maintain and improve local bus services. These allocations include capital funding for most areas, which can be used to improve the accessibility of transport infrastructure.
The Public Service Vehicles Accessibility Regulations 2000 (PSVAR) set accessibility minimum standards for physical features on board buses and coaches designed to carry over twenty-two passengers and used on local or scheduled services. These include requirements for the size and location of the wheelchair space. In 2023 the Department undertook a Call for Evidence to understand the efficacy of PSVAR, and we continue to engage regularly with stakeholders, including local authorities, on the impact of the Regulations and how they can support accessible journeys sustainably. We will announce any next steps on PSVAR in the coming weeks.
In March 2025, we launched the UK Bus Manufacturing Expert Panel. Over 12 months, this panel brought together industry experts and local leaders to support UK bus manufacturing, develop a pipeline of future bus orders to give better planning certainty to the sector, and to prioritise passenger-centric bus design. The last meeting of the Panel took place on 18 March, during which we secured agreement from Mayors on a set of commitments, including on adopting standards and driving continuous improvement on accessible and inclusive zero emission bus design.
Asked by: Helen Morgan (Liberal Democrat - North Shropshire)
Question to the Department for Transport:
To ask the Secretary of State for Transport, when her Department plans to announce new legislative standards for vehicle accessibility requirements, in the context of the review of the Public Service Vehicles Access Regulations .
Answered by Simon Lightwood - Parliamentary Under-Secretary (Department for Transport)
The Government is committed to improving passenger transport services, so they are more inclusive and enable disabled people to travel safely, confidently and with dignity. As part of our broader mission to break down barriers to opportunity, we recognise that more needs to be done to ensure transport is accessible to all.
Our Bus Services Act 2025 includes a comprehensive package of measures to improve the accessibility and inclusivity of local transport. This includes requiring local authorities to regularly review the accessibility of their bus networks through the development and publishing of a Bus Network Accessibility Plan. We are also providing nearly £700 million a year to local transport authorities through the Local Authority Bus Grant over the next three years to maintain and improve local bus services. These allocations include capital funding for most areas, which can be used to improve the accessibility of transport infrastructure.
The Public Service Vehicles Accessibility Regulations 2000 (PSVAR) set accessibility minimum standards for physical features on board buses and coaches designed to carry over twenty-two passengers and used on local or scheduled services. These include requirements for the size and location of the wheelchair space. In 2023 the Department undertook a Call for Evidence to understand the efficacy of PSVAR, and we continue to engage regularly with stakeholders, including local authorities, on the impact of the Regulations and how they can support accessible journeys sustainably. We will announce any next steps on PSVAR in the coming weeks.
In March 2025, we launched the UK Bus Manufacturing Expert Panel. Over 12 months, this panel brought together industry experts and local leaders to support UK bus manufacturing, develop a pipeline of future bus orders to give better planning certainty to the sector, and to prioritise passenger-centric bus design. The last meeting of the Panel took place on 18 March, during which we secured agreement from Mayors on a set of commitments, including on adopting standards and driving continuous improvement on accessible and inclusive zero emission bus design.
Asked by: Helen Morgan (Liberal Democrat - North Shropshire)
Question to the Department for Transport:
To ask the Secretary of State for Transport, what steps her Department is taking to increase wheelchair accessibility on buses.
Answered by Simon Lightwood - Parliamentary Under-Secretary (Department for Transport)
The Government is committed to improving passenger transport services, so they are more inclusive and enable disabled people to travel safely, confidently and with dignity. As part of our broader mission to break down barriers to opportunity, we recognise that more needs to be done to ensure transport is accessible to all.
Our Bus Services Act 2025 includes a comprehensive package of measures to improve the accessibility and inclusivity of local transport. This includes requiring local authorities to regularly review the accessibility of their bus networks through the development and publishing of a Bus Network Accessibility Plan. We are also providing nearly £700 million a year to local transport authorities through the Local Authority Bus Grant over the next three years to maintain and improve local bus services. These allocations include capital funding for most areas, which can be used to improve the accessibility of transport infrastructure.
The Public Service Vehicles Accessibility Regulations 2000 (PSVAR) set accessibility minimum standards for physical features on board buses and coaches designed to carry over twenty-two passengers and used on local or scheduled services. These include requirements for the size and location of the wheelchair space. In 2023 the Department undertook a Call for Evidence to understand the efficacy of PSVAR, and we continue to engage regularly with stakeholders, including local authorities, on the impact of the Regulations and how they can support accessible journeys sustainably. We will announce any next steps on PSVAR in the coming weeks.
In March 2025, we launched the UK Bus Manufacturing Expert Panel. Over 12 months, this panel brought together industry experts and local leaders to support UK bus manufacturing, develop a pipeline of future bus orders to give better planning certainty to the sector, and to prioritise passenger-centric bus design. The last meeting of the Panel took place on 18 March, during which we secured agreement from Mayors on a set of commitments, including on adopting standards and driving continuous improvement on accessible and inclusive zero emission bus design.
Asked by: Helen Morgan (Liberal Democrat - North Shropshire)
Question to the Department of Health and Social Care:
To ask the Secretary of State for Health and Social Care, whether his Department has previously undertaken emergency exercises for an outbreak of a meningococcal-type disease.
Answered by Sharon Hodgson - Parliamentary Under-Secretary (Department of Health and Social Care)
The Department undertakes a range of emergency preparedness and response exercises that test our capability to manage high‑consequence infectious disease outbreaks. These exercises routinely assess incident response structures, case management, contact tracing, vaccination strategies, and multi‑agency coordination. While exercises are not always designed around a specific pathogen, they ensure that systems and capabilities are in place to respond effectively to any severe infectious disease outbreak, including meningococcal‑type conditions.
Asked by: Helen Morgan (Liberal Democrat - North Shropshire)
Question to the Department of Health and Social Care:
To ask the Secretary of State for Health and Social Care, what planning his Department has previously undertaken for a meningitis outbreak.
Answered by Sharon Hodgson - Parliamentary Under-Secretary (Department of Health and Social Care)
The Department undertakes a range of emergency preparedness and response exercises that test our capability to manage high‑consequence infectious disease outbreaks. These exercises routinely assess incident response structures, case management, contact tracing, vaccination strategies, and multi‑agency coordination. While exercises are not always designed around a specific pathogen, they ensure that systems and capabilities are in place to respond effectively to any severe infectious disease outbreak, including meningococcal‑type conditions.
Asked by: Helen Morgan (Liberal Democrat - North Shropshire)
Question to the HM Treasury:
To ask the Chancellor of the Exchequer, what steps her Department is taking to ensure that SMEs not party to (a) NFU Mutual and (b) Bath Racecourse litigation are not permanently deprived of the right to an indemnity due to the expiration of limitation periods.
Answered by Lucy Rigby - Economic Secretary (HM Treasury)
The Financial Conduct Authority (FCA), as the independent regulator for financial services, sets the conduct standards required of insurance firms. This includes rules requiring insurers to handle claims fairly and promptly.
The Supreme Court published its final judgment in the FCA’s Business Interruption Insurance test case in 2021. At the time of the judgment, the FCA set out its expectation that insurers should communicate to all impacted policyholders what the judgment meant for their claim and should move quickly to resolve claims as determined by the judgment.
The FCA court case did not cover all potential issues with business interruption policies. The FCA has been clear that, in the event of further court rulings, insurers will need to consider carefully how the rulings impact claims they have already decided.
The FCA considered the issue of new ‘stop the clock’ guidance as part of its response to Stewarts LLP on 23 January. The FCA was clear that insurers must look at claims that have already been made in light of any new legal rulings to see if any action must be taken. Where no claim has been submitted, it is not clear why an insurer would not be able to rely on relevant time limits set out in the insurance policy, subject to the particular circumstances of each claim and compliance with the FCA’s broader rules.
The FCA is continuing to supervise firms to ensure they are meeting their expectations and has robust powers to take action where necessary.
Asked by: Helen Morgan (Liberal Democrat - North Shropshire)
Question to the HM Treasury:
To ask the Chancellor of the Exchequer, what assessment her Department has made of the potential impact of valid Covid-19 business interruption claims becoming time-barred in March 2026 on the insurance sector.
Answered by Lucy Rigby - Economic Secretary (HM Treasury)
The Financial Conduct Authority (FCA), as the independent regulator for financial services, sets the conduct standards required of insurance firms. This includes rules requiring insurers to handle claims fairly and promptly.
The Supreme Court published its final judgment in the FCA’s Business Interruption Insurance test case in 2021. At the time of the judgment, the FCA set out its expectation that insurers should communicate to all impacted policyholders what the judgment meant for their claim and should move quickly to resolve claims as determined by the judgment.
The FCA court case did not cover all potential issues with business interruption policies. The FCA has been clear that, in the event of further court rulings, insurers will need to consider carefully how the rulings impact claims they have already decided.
The FCA considered the issue of new ‘stop the clock’ guidance as part of its response to Stewarts LLP on 23 January. The FCA was clear that insurers must look at claims that have already been made in light of any new legal rulings to see if any action must be taken. Where no claim has been submitted, it is not clear why an insurer would not be able to rely on relevant time limits set out in the insurance policy, subject to the particular circumstances of each claim and compliance with the FCA’s broader rules.
The FCA is continuing to supervise firms to ensure they are meeting their expectations and has robust powers to take action where necessary.