Jerome Mayhew

The Prime Minister’s Office commissioned the helicopter through the Cabinet Office Central Travel Contract.

Ministerial travel is carefully considered to ensure both efficiency and the interests of the taxpayer are prioritised.

While the Cabinet Office can facilitate helicopter travel in exceptional circumstances, routine helicopter journeys for ministers are no longer carried out under this Government.

Public procurement is a key lever for enabling delivery of the Government’s missions by using procurement policy to drive economic growth, raise employment standards in business, and achieve additional social value through the life of a contract. The Government’s ‘Plan to Make Work Pay’ sets out an ambitious programme to value organisations that create local jobs, skills and wealth and treat their workers well and equally. Ministers are considering how to take these plans forward.

The Competition and Markets Authority (“CMA”) has not made an estimate of the overall expected resource requirements of its Sustainability Taskforce over the Spending Review period.

In reference to the previous answer to question 120645, the CMA does not allocate specific multi-year funding to individual workstreams such as the Sustainability Taskforce, which remain subject to wider prioritisation decisions.

The Advanced Propulsion Centre UK collaborates with Government, automotive industry, and academia to produce quarterly forecasts. The latest insights show, based on nameplate capacity, European cell production is projected to surpass demand in 2027.

While EU trade remains vital to the sector, it is critical for UK economic resilience and competitiveness that we build domestic battery production capacity and diverse supply chains.

This Government is supporting our domestic battery ecosystem through Industrial Strategy commitments, where we announced the UK's largest single commitment to battery R&D in the Battery Innovation Programme, and significant capital support through DRIVE35 funding.

The Competition and Markets Authority (“CMA”) is not able to provide an estimated annual cost for the Sustainability Taskforce for 2025/26 before its accounts for the financial year are finalised. Its Annual Report and Accounts for 2025/26 will be laid before Parliament in the normal way.

The CMA does not allocate specific multi-year funding to individual workstreams such as the Sustainability Taskforce, which remain subject to wider prioritisation decisions. Budgets for 2026/27 and 2027/28 have not yet been formally delegated by HM Treasury or approved through the Main Estimate process. Estimated costs for these future years are therefore not available.

For financial year 2024-25 the annual cost of the Competition and Markets Authority’s Sustainability Taskforce was £342,983.19. This includes £342,306.01 in staff costs and £677.18 in other programme expenditure covering travel and subsistence.

Of the additional funding set out in the Autumn Budget 2024 for financial years 2024/25 and 2025/26, over £150m will be used to administer the various compensation schemes. Over £100m has been set aside to continue to fund DBT and Post Office’s participation in the public inquiry.

The Budget also set out that around £1.8 billion has been set aside for redress costs for the victims of the Horizon IT Scandal from 2024-25.

The UK benefits from a diverse and resilient supply chain and remains well supplied across all fuel types with strong and varied sources of supply.

Government routinely reviews and exercises its preparedness arrangements for a range of scenarios, including through the published National Emergency Plan for Fuel (NEP-F). This is a long-standing, precautionary framework designed to ensure that, in the unlikely event of a severe and sustained disruption, fuel can be prioritised for those who need it most.

It is important to stress that these measures are precautionary. We are not currently at, nor approaching, the threshold for their use, and fuel continues to be available through normal supply routes.

Neither the UK Carbon Border Adjustment Mechanism (CBAM) nor its EU equivalent applies to maritime emissions, and this instrument does not introduce any CBAM obligations for maritime operators.

The Common Understanding, published in May 2025 sets out the parameters for a linking agreement between the UK and EU emissions trading schemes, including that the link should apply in respect of domestic and international maritime.

Linking will facilitate an exemption from the EU CBAM, removing a major barrier to trade and lowering costs for UK businesses.

The department publishes statistics on the cost of domestic electricity and gas.

Annual domestic energy bills - GOV.UK

This includes tables (2.2.4 for electricity and 2.3.4 for gas) outlining the average unit price in £/kWh and average fixed cost (standing charge) in £/year for the United Kingdom and by region.

This also includes tables (2.2.3 for electricity and 2.3.3 for gas) outlining the average unit cost in p/kWh inclusive of fixed costs for the United Kingdom and by region.

These are calculated using data supplied directly to the department by a sample of domestic energy suppliers.

The Emissions Trading Scheme is a cap-and-trade system with a declining cap that ensures emissions from the traded sector, including the domestic maritime sector, fall in line with the United Kingdom’s statutory net zero commitments.

The scheme limits total emissions and enables reductions to occur where they are most cost effective, without prescribing specific technologies in any sector.

For maritime operators, the scheme provides a clear price signal that supports investment in cleaner vessels, operational efficiency and emerging low carbon fuels.

The Government will continue to work with industry to support the development of infrastructure and technologies needed to facilitate decarbonisation.

In an unstable world, the only way to guarantee energy security and protect billpayers is to reduce our exposure to volatile international markets. Great British Energy is driving the deployment of the clean, homegrown energy. It will ensure UK taxpayers, billpayers, and communities reap the benefits of this.

The Places of Worship Renewal Fund is a new capital fund announced on 22 January 2026. This will have an annual budget of £23m starting in 2026/27. This is providing certainty for the remaining years of the Spending Review until 2029/30, providing £92m over the period. Support will be targeted at places of most need. Further details regarding the eligibility criteria and application process, will be published in due course. The Places of Worship Renewal Fund will award grants for projects to cover capital works, rather than just the VAT element of a project, as is the case with the Listed Places of Worship Grant Scheme. In some cases the amount granted could be greater than just the VAT element currently funded.

The Places of Worship Renewal Fund, a new capital fund announced on 22 January 2026, will have an annual budget of £23m starting in 2026/27. This is providing certainty for the remaining years of the Spending Review until 2029/30, providing £92m over the period.

Heritage funding is a devolved matter. However, listed places of worship in Scotland, Wales and Northern Ireland have benefitted from VAT rebate grants from the UK-wide Listed Places of Worship Grant Scheme, which ran from 2001 to 2026.

At Spending Reviews, the Devolved Governments receive Barnett consequentials as a proportion of overall departmental settlements, not specific funding lines or programmes. In last year’s Spending Review, Barnett consequentials were confirmed for Devolved Governments in the usual way, taking into account the overall DCMS allocation, which includes capital funding for the England only Places of Worship Renewal Fund. Decisions on how this funding is spent are for the Devolved Governments to take.

We are working closely with other funders in the sector to ensure that opportunities for funding places of worship throughout the UK are maximised. The NLHF already offers grants for places of worship across all the UK and is currently investing £100m over 3 years through National Lottery Heritage Grants and a strategic initiative designed to provide targeted support to build capacity.

Further details regarding the eligibility criteria and application process for the Places of Worship Renewal Fund will be published in due course.

This government is launching a new capital fund to support listed places of worship, the Places of Worship Renewal Fund. This will have an annual budget of £23m starting in 2026/27. This is providing certainty for the remaining years of the Spending Review until 2029/30, providing £92m over the period. Support will be targeted at places of most need. Further details regarding the eligibility criteria and application process, will be published in due course.

Funding for the Alpha phase of the BNG metric digitisation project followed completion of the Discovery phase, which is an early, exploratory stage in the Government Digital Service lifecycle. Decisions to progress from Discovery to Alpha, and to commit funding, are based on the overall findings of Discovery, including the nature of the problem to be addressed, user needs, strategic alignment and the potential value of a digital solution. While Discovery work considered a range of evidence, including issues affecting BNG metric submissions, the decision to fund Alpha was not based on any single factor.

The statutory Biodiversity Net Gain (BNG) metric is a Government‑owned tool and is currently only available to users in spreadsheet format. The existing tool has well‑recognised issues relating to accessibility, usability, and data integrity, which the Government's digitisation project will address. Contract C24064 is for Application Development Services and provides digital specialist support and programme delivery capability. The Discovery phase of the BNG metric digitisation project explored a wide range of user needs and potential options and does not represent a delivery commitment. Discovery reports are not routinely published but can be made available on request. Defra first became aware of written representations from private sector companies alleging procedural irregularities in the BNG metric digitisation procurement on 4 March 2026. Checks were undertaken to make sure the work is following due process. User research activities conducted during the Discovery phase were reviewed and found to be compliant with Government standards for research, and therefore further advice has not been sought. We are keen to work with private sector BNG technology providers to ensure digitisation of the BNG metric is a success.

The Department for Transport provides all capital funding and a small amount of resource funding.

Defra is working on a review of the Government Buying Standards which set out how Government procurement can take account of environmental and social impacts whilst ensuring value for money. This review considers the lifecycle impacts of fleet vehicles, including measures to reduce waste and raw material consumption associated with vehicles parts such as tyres.

As part of this work, Defra has made no specific assessment of data from continental Europe and the United States on the potential benefits of mandating retread tyres in public procurement fleet contracts.

We are making progress towards the statutory target to reach 16.5% tree and woodland cover in England by 2050. The Government has pledged up to £400 million for tree planting and peatland restoration over the current and next financial year. As part of that we will create new woodland including national forests to bring communities and woodlands closer together and to create new green jobs. The Government has launched a Tree Planting Taskforce to support our plans to plant millions more trees.

The approximate proportion of tickets fulfilled as Digital Tickets for April and May 2026 are:

In April 2026 there were 1,618 full-time equivalent (FTE) driving examiners in post, and out of those, 1,604 were available to deliver practical car driving tests.

The national average waiting time (when a minimum of 10% of test slots are available) for a car practical test was 22.3 weeks in April 2026, with the median waiting time (the time between first test booking and test taken) at 9.1 weeks.

In April 2026 there were 1,618 full-time equivalent (FTE) driving examiners in post, and out of those, 1,604 were available to deliver practical car driving tests.

The national average waiting time (when a minimum of 10% of test slots are available) for a car practical test was 22.3 weeks in April 2026, with the median waiting time (the time between first test booking and test taken) at 9.1 weeks.

On 17 July 2025, the Secretary of State approved Bournemouth, Christchurch and Poole Council’s request, following local people’s concerns, to trial higher level penalty charges, subject to certain criteria being met. These included confirmation of sufficient legal parking capacity, monitoring of parking displacement in adjacent areas, adequate traffic signing, and publicity for residents and visitors.

The Office of Rail and Road (ORR) is an independent regulator and decisions about the use of external support is a matter for its Board.

ORR uses external support where necessary to supplement internal capability and ensure effective delivery of its statutory functions. This has included the use of external expertise in public affairs where additional specialist support or capacity has been required. ORR has not used external public relations support. The Board keeps the use of external support under review to ensure it provides appropriate value for money, follows civil service procurement rules, and aligns with ORR’s priorities.

DFT Operator does not hire PR or Public Affairs firms.

Great British Railways does not yet exist.