John Grogan

The answer to Question 206757 records that 1892 Agreements lasted the full ten years. A total of 1677 of these received one or more visits. While this data suggests 215 of these agreements did not receive a visit, this data has only been held since 2014 and does not record where visits may have occurred in the years prior to this date.

So far 1892 higher level stewardship agreements have lasted the full ten years of their term. Of these agreements and since central records began: 832 received one visit, 423 received two visits, 226 received three visits, 99 received four visits, 97 received five or more visits.

311 Higher Level Environmental Stewardship agreements that have lasted 10 years were amended as a result of a care visit.

The number of members of England’s national park authorities whose main address is given as being in (a) London, (b) Tyne and Wear, (c) Merseyside, (d) West Yorkshire, (e) South Yorkshire, (f) West Midlands and (g) Greater Manchester is as follows:

This data has been provided by national park authorities.

The total spent by the ten national park authorities in England (including the Broads Authority) on programmes to improve public transport access to national parks in the financial year 2017-18 is shown in the table below. These figures include ongoing support for transport services as well as projects to improve existing access.

In addition to this total, national park authorities report £49,001 of indirect spend aimed at users of public and sustainable transport in national parks

[1] Figures provided by national park authorities.

We have not set a timeline for introduction. Drafting of the required statutory instruments is underway after close working with the Stakeholder group

The incineration of waste with energy recovery (also known as energy from waste) plays an important role in diverting waste from landfill but is lower in the waste hierarchy, which prioritises prevention, recycling and the re-use of waste.

We will consider the findings of Eunomia, on waste infrastructure capacity as we develop future policy on waste and resources.

LNER is currently working with its industry partners to introduce extra services as soon as possible, including the Bradford services, and the industry is reviewing proposed changes for the May 2019 timetable.

We are working closely with Transport for the North and relevant local transport authorities to evaluate the costs, benefits and funding options for reopening the line for passengers and freight, as part of a freight route across the Pennines. It builds on previous work commissioned by the local authorities and local campaign group. Work is in progress and we expect to receive the results later this year in the form of a Strategic Outline Business Case prepared in line with the Government’s new pipeline approach to rail enhancements.

The Rail North Partnership has had discussions with the operators regarding the provision of Boxing Day services for 2018. At this time, following the announcement yesterday regarding the timetable for the December change date, we are unable to confirm the plans for Boxing Day in 2018.

The current regulation is clear that subsidies can be provided under Public Service Obligations (PSOs). The Government already subsidises three PSO routes to London airports (Newquay to Gatwick; Dundee to Stansted; and Londonderry to Stansted).

The Department has taken further legal advice on the Government’s interpretation of existing PSO regulations as part of the development of policy to improve connections between Heathrow and the regions and nations of the UK should expansion go ahead. This will be central to achieving the Secretary of State’s ambition for up to 15% of slots from a new runway being used for domestic routes.

The Government’s position on domestic connectivity will be set out in a Green Paper on the Aviation Strategy this autumn and while Government does not publish legal advice, other relevant documents will be published alongside this consultation as appropriate.

The Government has fully assessed the impact of expansion in the South East on the UK’s connectivity, as set out in Chapter 3 of the Updated Appraisal Report. The Government is clear that a Northwest Runway at Heathrow will help to secure the UK’s status as a global aviation hub, while regional airports will continue to develop their point-to-point networks.

This conclusion is supported by the analysis which shows that passenger numbers and international flights at airports outside of London are expected to increase by 80% and 71% respectively between 2016 and 2050 with a third runway at Heathrow. In addition, passengers from all across the UK are expected to use the connections made available at an expanded Heathrow, with nearly 6 million additional trips from passengers outside of London and the South East being made via the airport in 2040.

Table 1 below shows the forecast number of international passenger Air Transport Movements (ATM) from the Department’s 2017 UK aviation forecasts.^[1] The Government recognises that all three schemes for expansion in the South East are projected to result in regional airports experiencing somewhat slower growth in international flights than they might otherwise have seen. However, there is still expected to be strong growth at non-London airports relative to today. Expansion will also improve the UK’s connectivity as a whole with more frequent services to important destinations around the world, providing benefits for passengers and freight-operators across the UK, supporting economic growth.

It is recognised that Table 1 does not reflect this hub benefit nor the considerably greater scope that expansion brings for more domestic flights from regional airports to Heathrow, which would provide passengers from across the country access to a vast network of international destinations. In addition, the modelling does not take account of the future commercial strategies which individual airports could employ to take advantage of the opportunities from both greater connections and growing demand outside London.

Heathrow expansion has been supported by a range of UK airports, including Liverpool John Lennon, Glasgow and Newquay.

Table 1: International passenger Air Transport Movements at modelled UK airports, thousands

^[1] An ATM represents a single use of a runway – either a landing or a take-off – so the numbers of take-offs and landings are each half of the total displayed.

Network Rail publish all official industry cancellation data which is available on the ORR data portal. The published figures aggregate cancellations for all causes, based on the 13 period rail year. Please see the attached table for more detail.

The current national concessionary scheme costs around £1 billion and, given the pressure on public finances, any further extensions to the scheme could jeopardise its sustainability.

Restoring the previous age of eligibility for concessionary bus travel to sixty would see a return to the anomalous position of non-disabled, working-age citizens receiving free bus passes. Re-establishing the link between concessionary bus pass eligibility and the state pension age has addressed that issue.

There are no plans to implement a national bus concession for young people. However, my Department continues to engage with the Department for Education on other concessions such as for apprenticeships. In addition, the new Enhanced Partnership powers in the Bus Services Act allows local transport authorities and bus operators to agree standard ticket rules, such as eligibility for reduced fares across operators. Local authorities already have the discretion to offer additional concessions, and are best placed to make decisions that match local needs and circumstances.

The study is being progressed under the Government’s new approach to railway enhancements. We are creating a rolling programme of investment, focused on outcomes that deliver real benefits to passengers, freight users and the economy. This new approach was set out in the Rail Network Enhancements Pipeline (RNEP) published in March 2018.

The study, on which we are working closely with Transport for the North, will evaluate the costs, value and funding options for reopening the line for passengers and freight, as part of a freight route across the Pennines. It will build on previous work commissioned by the local authorities and local campaign group. We expect to receive the results later this year in the form of a Strategic Outline Business Case prepared in line with the RNEP approach and other Government guidance on transport business cases. We will engage with wider stakeholders as the study progresses and on the conclusions before any decisions on next steps.

The report has been received from TPE and contains commercially confidential information and is therefore unsuitable for public publication. The proposals contained within the report have been considered by a technical working group, under confidentiality agreement, within Rail North / Transport for North and options will be considered that could see Boxing Day services introduced within the current franchise (running 2016 to 2023).

However, there are a number of issues relating to the introduction of Boxing Day services, most notably the infrastructure works required to deliver capacity improvements that are often undertaken during Christmas / Boxing Day closures. It should also be noted that Boxing Day services are not contracted through the existing TPE Franchise Agreement and additional funding is expected to be needed to deliver such services.

The Government published its response on the rail fares penalty appeal process consultation in December 2016. The response set out plans to bring forward a new statutory instrument, strengthening passenger protections, and introducing provisions requiring train operators that operate a penalty fares scheme to introduce an independent third stage appeal with these changes to be in effect from April 2018. The industry has already taken steps towards this objective and the recruitment process, run by Transport Focus, for the independent panel commenced on 8 January 2018.

Train Operators have been making progress on the delivery of more flexible tickets. c2c have a Flexi-Season on a smart card. Arriva Trains Wales have introduced a Mobile Multi-Flex product for customers in Cardiff and the surrounding areas. In addition both the recently announced South Western and West Midlands franchises include the announcement of a new flexible season ticket which will benefit people working fewer than 5 days a week. We continue to challenge the rail industry to develop proposals for pricing and delivering more flexible ticketing options for those who work or commute part-time.

Of the published franchise agreements, two franchises are currently required to provide proposals for Boxing Day services.

Within 12 months of the start of their franchises, First Transpennine Express and Arriva Rail North are contractually obliged to prepare and submit a report to the Secretary of State which sets out proposals for operating Boxing Day services.

Both Arriva Rail North and First Transpennine Express have submitted the required reports to Rail North, who work in conjunction with the Secretary of State within the terms of the Rail North Partnership Agreement, to assess such proposals for Boxing Day services.

We are in discussions with Stagecoach to ensure the needs of passengers and taxpayers will be met in the short term whilst laying the foundations to bring forward the reforms in full under a long-term competitively procured contract.

We expect to provide additional services to Lincoln and Bradford from May 2019. It remains our intention to deliver additional services to Middlesbrough when capacity is available to do so. Virgin Trains East Coast has contingent rights to run services from London to Middlesbrough from May 2020 and firm rights from May 2021.

From 2020, we will introduce the East Coast Partnership - a regional partnership between the public and private sector, operated by a single management, under a single brand and under a single leader.

Two rail franchises are currently required to provide limited Boxing Day services. Greater Anglia is required to operate certain services between London Liverpool Street and Stansted Airport. Govia Thameslink Railway is required to operate certain services between London Victoria, Gatwick Airport and Brighton, between London Victoria and Sutton, and between London Victoria and East Croydon. During any periods of engineering work, replacement bus services would be provided.

All franchises have discretion to operate Boxing Day services on a commercial basis, subject to agreement with Network Rail.

The Office of Rail and Road produces estimates of station usage in terms of the total number of people entering and exiting each national rail station in Great Britain. Annual estimates for the four stations requested from 2010-11 to 2015-16 (the latest year for which data are available) are given in the table below.

Entries and exits by station from 2010-11 to 2015-16

The Northern franchise requires them to consult with passengers, user groups, Network Rail, other train operators, and other relevant stakeholders on the potential demand for passenger services on Boxing Day. . Once this is done they must prepare and submit a report to the Secretary of State which sets out their proposals for operating Boxing Day services. As part of this process Northern must provide a minimum of 60services to operate on Boxing Day 2018.

The TPE franchise requires them to carry out a similar consultation and report process.

At the direction of the Secretary of State the Franchisee shall undertake the consultation required in conjunction with the Northern Franchisee.

There are obligations within both franchise agreements aimed at harmonising fares across the network to resolve inequalities across County boundaries.