Written questions by Snowden.

What guidance his Department provides to transport operators on making toilets (a) accessible and (b) usable for people with a stoma.

The Department places accessible travel for disabled people among its highest priorities, as part of our broader commitment to breaking down barriers to opportunity. We are determined to deliver a transport network that puts passengers at its heart-enabling disabled people to travel easily, confidently and with dignity, including those with bowel conditions which require a stoma. On rail, the Department publishes accessibility standards the industry must comply with whenever they install, replace or renew station toilets. This includes accessible toilets. Where toilets are provided on trains it is a legal requirement for operators to comply with the relevant accessibility standards. Given the importance of toilets to passenger comfort, operators should consider appropriate provision when procuring or refurbishing trains. In aviation, regulation and guidance already exists in relation to the provision of accessible toilets that cater for all kinds of disabilities, for both airports and airlines. In addition, there is a requirement for industry to account for the needs of disabled passengers in the design and refurbishment of airports and aircraft. In local transport, the provision and design of bus and coach stations, including accessible toilets, is a matter for local authorities, who should be mindful of their duties under the Equality Act 2010 when making relevant decisions. Disabled people should be able to make journeys with confidence that transport infrastructure will meet their needs. This is why we are introducing a requirement, through the Bus Services (No. 2) Bill, for local authorities to pay regard to new statutory guidance on the safety and accessibility of bus station and stop design when providing new or upgrading existing facilities.

What recent discussions she has had with (i) TfL and (ii) the Mayor of London on the cost of TfL strikes on the North West economy over the last 12 months.

As transport in London is devolved to TfL, the Mayor of London is managing the impact of strike action on London’s transport network. Nevertheless, the Government understands this is disappointing for passengers and businesses and we continue to encourage all sides to work together to resolve this dispute as quickly as possible.

Pursuant to the Answer of 8 September 2025 to Question 72990 on Mobile Scooters: Safety, whether he plans to consult members of the public in the review.

As part of the review of the law covering powered mobility devices, we will run a public consultation on potential changes to the legislation.

Pursuant to the Answer of 8 September 2025 to Question 72990 on Mobile Scooters: Safety, if he will publish the terms of the review.

This review into the law on powered mobility devices will involve an in-depth investigation of the existing legal framework for the use of powered wheelchairs and mobility scooters on the roads and pavements in Great Britain, as well as the opportunities and risks of using modern technology safely and responsibly which consider the needs of all disabled people. It will not cover taxation, welfare, such as personal independence payments, or policing; nor will we seek changes to medical device regulations.

Pursuant to the Answer of 5 September 2025 to Question 73362 on Air Traffic Control: EU Countries, what representations her Department has made to other Eurocontrol members on delays at Manchester Airport caused by (a) inadequate air traffic control staffing levels and (b) out-of-date systems.

The UK is a member of EUROCONTROL, a Pan-European inter-governmental body, which is responsible for working with Member States and their Air Navigation Service Providers to ensure that the airspace across Europe is used efficiently. My Departmental officials have and continue to engage with European states to discuss European air traffic control resilience issues including resourcing and operating systems that impact UK operations users including those travelling to and from Manchester Airport.

Pursuant to the Answer of 5 September 2025 to Question 73363 on Manchester Airport: Air Traffic Control, whether her Department has had correspondence with individual airlines operating out of Manchester airport on (a) European air traffic control and (b) its potential impact on flight (i) arrivals and (ii) departures.

Department Ministers and officials meet regularly with UK airlines, including those that operate out of Manchester Airport, to discuss resilience issues such as impacts on UK operations from delays in European airspace. The UK is a member of EUROCONTROL, a Pan-European inter-governmental body, which is responsible for working with Member States and their Air Navigation Service Providers to ensure that the airspace across Europe is used efficiently. My department has and continues to engage with European states and industry to discuss air traffic control capacity and mitigations to delays which impact UK airspace users and passengers.

Whether she has had recent discussions with the Secretary of State for Culture, Media and Sport on taking steps to help ensure that transport links are adequate to support funding for cricket facilities at The Dome in Farrington.

The Department provides funding to local authorities to deliver their local transport priorities. For Lancashire Combined County Authority, this includes over £257 million through the Local Transport Grant between 2025/26 – 2029/30. It is for local leaders to decide how to use this funding for transport maintenance and enhancements. The Local Transport Grant is additional to bus, active travel and highways maintenance funding.

What recent assessment has the government made of the impact of increasing the cap on a single bus fare from £2 to £3 on bus journeys across England.

The Department is currently undertaking an evaluation of the £3 single bus fare cap and its impacts. This will include analysis of bus usage. The evaluation will focus on understanding the national impacts of the scheme. The final monitoring and evaluation report into the impact of the £2 bus fare cap, including analysis on bus usage, was published on 12 February. Trends in bus usage will continue to be monitored and reported through the Department’s national statistics which are published annually.  The Department also publishes statistics on daily bus passenger journeys across local authorities in England outside London. This can be found on GOV.UK at: https://www.gov.uk/government/statistics/developing-faster-indicators-of-transport-activity.

What assessment her Department has made of the potential impact of the DVLA’s updated vehicle registration guidance on the UK’s (a) classic and (b) historic vehicle sector.

The Driver and Vehicle Licensing Agency (DVLA)’s new guidance supports historic vehicle keepers and the wider industry with clearer registration processes that reflect modern restoration and modification practices.The feedback from the historic and classic vehicle sector is that the new policies reflect a pragmatic approach and satisfactorily address the major issues raised, alleviating many of the difficulties associated with the previous policies.

How many (a) weekly, (b) monthly, (c) annual bus journeys eligible for the price fare cap were taken in (i) England, (ii) Lancashire and (iii) Fylde between 1 January 2023 and 1 September 2025.

The Department is currently undertaking an evaluation of the £3 single bus fare cap and its impacts. This will include analysis of bus usage. The evaluation will focus on understanding the national impacts of the scheme rather than changes at the level of individual local authorities. The final monitoring and evaluation report into the impact of the £2 bus fare cap, including analysis on bus usage, was published on 12 February. Trends in bus usage will continue to be monitored and reported through the Department’s national statistics which are published annually.  The Department also publishes statistics on daily bus passenger journeys across local authorities in England outside London. This can be found on GOV.UK at: https://www.gov.uk/government/statistics/developing-faster-indicators-of-transport-activity.

What data her Department holds on the demographics of people who have taken bus journeys which were eligible for the price far cap.

The Department is currently undertaking an evaluation of the £3 single bus fare cap and its impacts. This will include analysis of bus usage. The evaluation will focus on understanding the national impacts of the scheme rather than changes at the level of individual local authorities. The final monitoring and evaluation report into the impact of the £2 bus fare cap, including analysis on bus usage, was published on 12 February. Trends in bus usage will continue to be monitored and reported through the Department’s national statistics which are published annually.  The Department also publishes statistics on daily bus passenger journeys across local authorities in England outside London. This can be found on GOV.UK at: https://www.gov.uk/government/statistics/developing-faster-indicators-of-transport-activity.

What steps her Department is taking with her European counterparts to (a) improve air traffic control capacity and (b) reduce delays for UK travellers (i) during peak summer travel periods and (ii) at all times.

The UK is a member of EUROCONTROL, a Pan-European inter-governmental body, which is responsible for working with Member States and their Air Navigation Service Providers (ANSP’s) to ensure that the airspace across Europe is used efficiently. My department has and continues to engage with European states and industry to discuss air traffic control capacity and mitigations to delays which impact UK airspace users and passengers.

What discussions she has had with airlines operating from Manchester Airport on (a) the potential impact of European air traffic control delays on UK passengers and (b) steps to help mitigate these delays.

The UK is a member of EUROCONTROL, a Pan-European inter-governmental body, which is responsible for working with Member States and their Air Navigation Service Providers (ANSP’s) to ensure that the airspace across Europe is used efficiently. My department has and continues to engage with European states and industry to discuss air traffic control capacity and mitigations to delays which impact UK airspace users and passengers.

Whether she has made representations to (a) Eurocontrol and (b) other relevant European bodies on the delays at UK airports caused by inadequate air traffic control (i) staffing levels and (ii) out-of-date systems.

The UK is a member of EUROCONTROL, a Pan-European inter-governmental body, which is responsible for working with Member States and their Air Navigation Service Providers (ANSP’s) to ensure that the airspace across Europe is used efficiently. My department has and continues to engage with European states and industry to discuss air traffic control capacity and mitigations to delays which impact UK airspace users and passengers.

What discussions she has had with the Civil Aviation Authority on the adequacy of fire safety infrastructure at airports.

UK aviation operates in the private sector. It is therefore the responsibility of industry to ensure appropriate contingency plans are in place to ensure safety and minimise potential disruption. My officials will continue to regularly engage with the CAA and industry to ensure the aviation sector remains safe and resilient.’

Whether her Department has considered the potential merits of implementing mandatory infrastructure audits for airports to prevent service disruption due to (a) fires and (b) other infrastructure incidents.

UK aviation operates in the private sector. It is therefore the responsibility of industry to ensure appropriate contingency plans are in place to ensure safety and minimise potential disruption. My officials will continue to regularly engage with the CAA and industry to ensure the aviation sector remains safe and resilient.’

If she will make an assessment of the adequacy of the safety requirements for mobility scooters operating on public highways.

The Department is committed to ensuring that users of powered wheelchairs and mobility scooters remain safe, mobile and independent. That is why on the 21st July we announced a review of the law covering powered mobility devices which we will consult on in due course. The safety of all users who rely on a powered mobility device, pedestrians and other road users will be a key consideration in the review.

What recent assessment she has made of the adequacy of regulations to prevent pavement cycling.

Cycling on the pavement and on footpaths is an offence under Section 72 of the Highways Act 1835, other than in designated areas such as on bridleways and shared use paths. There are no plans to review the adequacy of this legislation and enforcement of cycling offences is a matter for the police.

What steps she is taking to ensure cyclists are aware of their responsibilities under the Highway Code.

Cyclists have a duty to behave in a safe and responsible manner and to follow the rules set out in the Highway Code. The Department promotes safety advice for cyclists via the THINK! website which contains a variety of educational resources, and through social media channels and radio advertising. Specific examples of activity to promote knowledge of the Highway Code amongst cyclists include the THINK! campaign “Travel like you know them” administered by the Department for Transport, and the “Bikeability” cycle training programme funded by Active Travel England.

What steps she is taking to support the development of the second-hand electric vehicle market.

The Government recognises the importance of the used vehicle market to our country’s transition to zero emission vehicles (ZEVs) and closely monitors its growth. We are confident that consumer interest will continue to increase as more used ZEV models approach price parity with their petrol and diesel equivalents. We already have various financial incentives to stimulate the new ZEV market and increase the supply of these vehicles feeding through to the second-hand market. Additionally, the ZEV Mandate requires manufacturers to provide a warranty of 8 years or 100,000 miles on EV batteries and provide a replacement battery if capacity falls below 70% in that period, increasing consumer confidence.