Written questions by Griffiths.

Whether the assessment of Structures Fund bids includes consideration of cumulative traffic impacts, emergency diversion routes, and wider network resilience during concurrent infrastructure works.

There is no specified date for the commencement of schemes funded through the Structures Fund. However, the Department intends for all funded schemes to be completed and reopened to traffic by 31 March 2030.The Department will assess proposed schemes in alignment with the Green Book’s 5-case model. Local highway authorities are expected to engage with local and regional stakeholders and set out the level of support from them when putting schemes forward for investment. Letters of endorsement from neighbouring highway authorities and where relevant Network Rail, National Highways and the combined authority, are encouraged. The Department will take account of these views when making funding decisions, including when these relate to the cumulative impacts of infrastructure schemes in the same area.

Whether her Department permits local highway authorities to seek alternative funding or delivery mechanisms for critical bridge infrastructure projects where concurrent delivery through the Structures Fund would risk significant disruption to strategic transport routes.

Local highway authorities are not required to utilise the Structures Fund for bridge infrastructure schemes. The Fund is only for those structures where repair or replacement is unaffordable from the local highway authority’s existing budgets and which require repair or replacement now or are likely to before 31 March 2030.

Whether her Department will assess the interaction of proposed Structures Fund schemes with existing Major Road Network and National Highways programmes affecting the same transport corridor.

There is no specified date for the commencement of schemes funded through the Structures Fund. However, the Department intends for all funded schemes to be completed and reopened to traffic by 31 March 2030.The Department will assess proposed schemes in alignment with the Green Book’s 5-case model. Local highway authorities are expected to engage with local and regional stakeholders and set out the level of support from them when putting schemes forward for investment. Letters of endorsement from neighbouring highway authorities and where relevant Network Rail, National Highways and the combined authority, are encouraged. The Department will take account of these views when making funding decisions, including when these relate to the cumulative impacts of infrastructure schemes in the same area.

Whether schemes supported through the Structures Fund are required to commence by a fixed deadline.

There is no specified date for the commencement of schemes funded through the Structures Fund. However, the Department intends for all funded schemes to be completed and reopened to traffic by 31 March 2030.The Department will assess proposed schemes in alignment with the Green Book’s 5-case model. Local highway authorities are expected to engage with local and regional stakeholders and set out the level of support from them when putting schemes forward for investment. Letters of endorsement from neighbouring highway authorities and where relevant Network Rail, National Highways and the combined authority, are encouraged. The Department will take account of these views when making funding decisions, including when these relate to the cumulative impacts of infrastructure schemes in the same area.

Whether local highway authorities may propose phased or deferred delivery timetables for proposed Structures Fund schemes where concurrent strategic infrastructure works would otherwise create significant cumulative disruption on the local road network.

There is no specified date for the commencement of schemes funded through the Structures Fund. However, the Department intends for all funded schemes to be completed and reopened to traffic by 31 March 2030.The Department will assess proposed schemes in alignment with the Green Book’s 5-case model. Local highway authorities are expected to engage with local and regional stakeholders and set out the level of support from them when putting schemes forward for investment. Letters of endorsement from neighbouring highway authorities and where relevant Network Rail, National Highways and the combined authority, are encouraged. The Department will take account of these views when making funding decisions, including when these relate to the cumulative impacts of infrastructure schemes in the same area.

What lessons the Government has identified from recent incidents involving containers lost at sea; and whether any changes to policy or guidance are being considered to reduce the likelihood or impact of similar incidents in future.

The Marine Accident Investigation Branch (MAIB) is conducting a safety investigation into the recent incident of loss of containers at sea. This will establish the cause of events that led to this incident to understand why it happened and make recommendations to prevent similar incidents reoccurring.

What oversight exists of compliance with cargo securing requirements for container vessels, including how such compliance is monitored and enforced.

Foreign Flagged vessels in UK ports are subject to Port State Control Inspections in line with the Paris Memorandum of Understanding, an Inspection Regime to which the UK is a committed signatory. Cargo securing is subject to inspection at these attendances.UK Flagged vessels to which the International Safety Management Code applies are audited in relation to vessel operations, including cargo stowage and securing. Vessels required to have Cargo Securing Manuals have these approved either by the MCA or by a Recognised Organisation authorised to do so on their behalf. UK vessels are also subject to general inspections.

What assessment he has made of the potential risks posed to navigation and public safety by containers lost overboard; and what processes are in place to monitor and recover such containers.

Identification and recovery of lost containers is the responsibility of the owners and insurers of the vessel. In the recent incident in the Solent, surveys were commissioned by the vessel’s insurers, working with the Deputy Secretary of State’s Representative for Maritime Salvage and Intervention, the Maritime and Coastguard Agency, and the Department for Transport. Local navigation warnings remain in place as a precaution whilst further surveys are considered. The clean-up and recovery of containers on the shoreline has been led by West Sussex County Council.

What steps she is taking to help ensure that the polluter pays principle is upheld in cases where commercial maritime incidents result in environmental damage and costs being incurred by local authorities.

The Government is committed to upholding the polluter pays principle in cases where commercial maritime incidents result in environmental damage. 'Polluter pays' is an established principle in international environmental law, including conventions implemented by the International Maritime Organization (IMO). Where an incident occurs, the Maritime and Coastguard Agency (MCA) works closely with local authorities and other operational partners to coordinate the immediate response and any required clean‑up activity. Once these operations are concluded, MCA supports local authorities in pursuing the recovery of costs directly from the shipowner or its insurer.

How the Maritime and Coastguard Agency coordinates with local authorities and environmental regulators when containers or cargo are lost at sea and subsequently wash ashore.

Once notified, the Maritime and Coastguard Agency (MCA) will alert stakeholders such as local authorities, environmental regulators, including Department for Fisheries and Rural Affairs (DEFRA) and other relevant organisations via a standard pollution report known as POLREP. The POLREP is an established mechanism for alerting relevant UK government authorities. If cargo is likely to impact the shoreline the local authorities will also be contacted by telephone to provide additional briefing and to ensure the POLREP was received and content noted.Additionally, the Maritime and Coastguard Agency will contact the relevant Standing Environment Group and discuss whether it would be appropriate to formally activate an operational Environment Group. The Environment Group will provide advice on potential environmental sensitivities which may be impacted by the incident or the responses being considered for dealing with the pollution. As a minimum the membership of the Environment Group will be comprised of the environmental regulator, statutory nature conservation body, fisheries regulator and public health body relevant to the incident location.Responsibility for clean up on the shoreline sits with the local authority or landowner. If the local authority determine the incident to warrant a multiagency response, as per civil contingency emergency response arrangements, the MCA would be represented in those meetings to provide updates on any ongoing maritime operations (salvage and pollution response), deliver the outputs of any aerial or satellite surveillance and to provide advice in relation to impacts of the containers and their contents.

Whether her Department offers protection to staff from unfair dismissal from their first working day.

The Department for Transport employs robust policies to ensure that the dismissal of any employee, including new employees serving a period of probation, is fair and legally compliant.