Written questions by Morello.

What steps his Department is taking to help develop (a) engineering and (b) maintenance adaptations to protect (i) roads, (ii) railways and (iii) embankments from an increase in the number of high soil moisture deficit events.

The maintenance of earthworks is the responsibility of the asset owner, specifically Network Rail for the mainline railway network, National Highways for the strategic road network and Local Authorities for local roads. The technical expertise needed to analyse how specific types of earthworks will be affected by the changing climate sits within those organisations and interventions to adapt the engineering and maintenance of these assets are being initiated and driven by them. The Department for Transport closely monitors the performance of the rail and road networks to assure itself that Network Rail and National Highways are taking effective measures to ensure climate resilience. The Office of Rail and Road are also responsible for ensuring that Network Rail is satisfactorily managing all risks that affect the safety of the railway.

What assessment his Department has made of the potential impact of high soil moisture deficit levels on rail infrastructure stability, earthwork movement and long-term service resilience across the national network.

High soil moisture deficit levels within earthworks arise when the earth has become dried out following prolonged dry hot weather, leading to the soil shrinking and cracks developing within. If this is followed by a period of extreme or prolonged rainfall, water entering these cracks can lead to rapid failure of the earthworks. Network Rail has commissioned an active nationwide monitoring regime using remote sensors, modelling and geotechnical assessments to monitor slope stability across the network. It has also supported academic research, such as the ACHILLES programme, to further industry understanding on the loss of material strength from repeated cycles of wetting and drying. Intelligence from such research is fed into strategic whole life costing modelling to inform future renewal and maintenance activities. At the same time, Network Rail is engaging in proactive measures to reinforce embankments in high risk areas and reduce water retention and erosion. Together, these measures should reduce the risk of earthworks failure and improve the long-term resilience of these assets despite the increasing number of extreme weather events that are expected due to climate change. I am aware that this issue has been particularly problematic on the West of England Line. I am assured by Network Rail that conditions are improving and that they plan to restore a full timetable from 29th November.

What steps he is taking with Network Rail to prevent high soil moisture deficit levels affecting (a) track stability, (b) lineside earthworks and (c) embankment safety.

Between 2024 and 2029, Network Rail is investing £2.8bn to support the resilience of Great Britain’s rail network to extreme weather and climate change, including enhancements to drainage systems to reduce water accumulation during heavy rainfall, reinforcing embankments to improve slope stability, and implementing more advanced monitoring and early warning systems to detect potential hazards before they escalate. The West of England line has been particularly affected by the prolonged period of dry and warm weather, with the spring of 2025 being UK’s warmest since 1910, accompanied by the lowest level of rainfall since 1976.  This has required Network Rail to impose speed restrictions and reduce the timetable to ensure the safety of the public.  Conditions are now improving and Network Rail plans to restore a full timetable from 29 November. Over the long term, Network Rail plans to upgrade the West of England line to make it more resilient to extreme weather and to increase capacity.

If she will make it her policy to allocate funding to support transport (a) infrastructure and (b) services in West Dorset constituency in the Autumn Budget 2025.

This government recognises the challenges people face when it comes to transport provision in regions which are predominantly rural, like West Dorset. That is why we are providing £2.2 billion of Local Transport Grant capital funding over 4 years to local authorities for spending on local transport enhancements and maintenance. Dorset Council will receive over £15 million up to 2029/30 inclusive, including over £2.1 million in 2026/27. This will enable local leaders to support transport schemes in line with their key local priorities, including improvements to public transport for both urban and rural areas and making local streets safer for pedestrians and cyclists. We will also be providing in the region of £900m per year to maintain and improve vital bus services. We will announce allocations for each local authority shortly.

If she will make it her policy to introduce a Dorset Railcard.

There are many local concessionary passes that are valid on National Rail, such as the Cornwall and Devon Railcard, which have been introduced by local authorities and train operators. Any discussions for a Dorset based railcard would be subject to engagement between the local area and South Western Railway as the relevant train operator.

If she will have discussions with local stakeholders on a Dorset Railcard scheme.

There are many local concessionary passes that are valid on National Rail, such as the Cornwall and Devon Railcard, which have been introduced by local authorities and train operators. Any discussions for a Dorset-based railcard would be subject to engagement between the local area and South Western Railway as the relevant train operator.

What assessment her Department has made of the potential merits of introducing a Dorset Railcard to support residents with travel costs.

There are many local concessionary passes that are valid on National Rail, such as the Cornwall and Devon Railcard, which have been introduced by local authorities and train operators. Any discussions for a Dorset-based railcard would be subject to engagement between the local area and South Western Railway as the relevant train operator.

What assessment her Department has made of the potential impact of the US trade deal on levels of bioethanol production in the UK.

The closure of UK bioethanol production in the UK this year represents a significant loss in capacity. However, it is not considered likely to impact the manufacture or supply of E10 petrol in the UK. It is expected that the supply of bioethanol for petrol suppliers will continue to be met by both bioethanol produced at the remaining UK plants and by imports. The US-UK Economic Prosperity Deal (EPD) does not impact the number of litres of ethanol that will be supplied in the UK as renewable transport fuel. Any proposals to change legislation covering the bioethanol content of petrol, to move from E10 to E20 for example, would be subject to extensive public consultation, and include a full assessment of impacts. There is no timeline for the introduction of E20 petrol in the UK, as no decision has been made to mandate E20 or to make any other changes to ethanol blending permitted in petrol standards. The Department will be setting up an expert working group later this year to investigate the feasibility of increasing the level of ethanol blending in petrol in the UK beyond E10.

What assessment her Department has made of the potential impact of moving from E10 to E20 petrol on vehicles and consumers.

The closure of UK bioethanol production in the UK this year represents a significant loss in capacity. However, it is not considered likely to impact the manufacture or supply of E10 petrol in the UK. It is expected that the supply of bioethanol for petrol suppliers will continue to be met by both bioethanol produced at the remaining UK plants and by imports. The US-UK Economic Prosperity Deal (EPD) does not impact the number of litres of ethanol that will be supplied in the UK as renewable transport fuel. Any proposals to change legislation covering the bioethanol content of petrol, to move from E10 to E20 for example, would be subject to extensive public consultation, and include a full assessment of impacts. There is no timeline for the introduction of E20 petrol in the UK, as no decision has been made to mandate E20 or to make any other changes to ethanol blending permitted in petrol standards. The Department will be setting up an expert working group later this year to investigate the feasibility of increasing the level of ethanol blending in petrol in the UK beyond E10.

What her planned timeline is for the introduction of E20 petrol in the UK.

The closure of UK bioethanol production in the UK this year represents a significant loss in capacity. However, it is not considered likely to impact the manufacture or supply of E10 petrol in the UK. It is expected that the supply of bioethanol for petrol suppliers will continue to be met by both bioethanol produced at the remaining UK plants and by imports. The US-UK Economic Prosperity Deal (EPD) does not impact the number of litres of ethanol that will be supplied in the UK as renewable transport fuel. Any proposals to change legislation covering the bioethanol content of petrol, to move from E10 to E20 for example, would be subject to extensive public consultation, and include a full assessment of impacts. There is no timeline for the introduction of E20 petrol in the UK, as no decision has been made to mandate E20 or to make any other changes to ethanol blending permitted in petrol standards. The Department will be setting up an expert working group later this year to investigate the feasibility of increasing the level of ethanol blending in petrol in the UK beyond E10.

Whether Dorchester South station will be prioritised for funding under the Access for All programme following the feasibility study.

We are committed to improving the accessibility of the railway and recognise the social and economic benefits this brings to communities. Since 2006 the Access for All programme has installed accessible, step free routes at over 270 stations plus a range of smaller scale access improvements at around 1500 stations. In May 2024, the previous government agreed the publication of a list of 50 additional stations selected for initial feasibility work, which included Dorchester South railway station.Network Rail have now completed all 50 feasibility studies and we will shortly be announcing which of those stations will progress. I am pleased that Dorset Council have already pledged some funding for the project but would welcome any further contributions that could be found.

If she will make an assessment of the potential merits of step-free access for (a) disabled passengers, (b) older residents and (c) families with children at Dorchester South Station.

We are committed to improving the accessibility of the railway and recognise the social and economic benefits this brings to communities. Since 2006 the Access for All programme has installed accessible, step free routes at over 270 stations plus a range of smaller scale access improvements at around 1500 stations. In May 2024, the previous government agreed the publication of a list of 50 additional stations selected for initial feasibility work, which included Dorchester South railway station.Network Rail have now completed all 50 feasibility studies and we will shortly be announcing which of those stations will progress. I am pleased that Dorset Council have already pledged some funding for the project but would welcome any further contributions that could be found.

What steps her Department is taking to ensure that South Western Railway rail replacement bus services are fully wheelchair accessible.

Regulatory requirements apply to South Western Railway (SWR) to ensure rail replacement buses meet the necessary standards on accessibility. SWR works with its rail replacement providers to ensure services are accessible as far as possible, but if accessible options are not available, SWR will arrange alternative accessible transport.

What discussions her Department has had with (a) Dorset Council and (b) local stakeholders on funding contributions towards accessibility improvements at Dorchester South Station.

We are committed to improving the accessibility of the railway and recognise the social and economic benefits this brings to communities. Since 2006 the Access for All programme has installed accessible, step free routes at over 270 stations plus a range of smaller scale access improvements at around 1500 stations. In May 2024, the previous government agreed the publication of a list of 50 additional stations selected for initial feasibility work, which included Dorchester South railway station.Network Rail have now completed all 50 feasibility studies and we will shortly be announcing which of those stations will progress. I am pleased that Dorset Council have already pledged some funding for the project but would welcome any further contributions that could be found.

When her Department plans to announce the outcome of the feasibility study into step-free access at Dorchester South station.

We are committed to improving the accessibility of the railway and recognise the social and economic benefits this brings to communities. Since 2006 the Access for All programme has installed accessible, step free routes at over 270 stations plus a range of smaller scale access improvements at around 1500 stations. In May 2024, the previous government agreed the publication of a list of 50 additional stations selected for initial feasibility work, which included Dorchester South railway station.Network Rail have now completed all 50 feasibility studies and we will shortly be announcing which of those stations will progress. I am pleased that Dorset Council have already pledged some funding for the project but would welcome any further contributions that could be found.

If she will make it her policy to require train operating companies to guarantee that rail replacement services will be accessible for disabled passengers.

Rail replacement services operated by train operating companies must meet the needs of disabled passengers. This includes using vehicles compliant with the Public Service Vehicles Accessibility Regulations 2000 (PSVAR). The train operators can only use non-PSVAR compliant vehicles when no compliant vehicle is available under the current exemption which will expire in July 2026. The Office of Rail and Road (ORR) collects data on the levels of compliance with the PSVAR from the train operators. The ORR’s Annual Consumer Report for 2024/2025 showed that 96 per cent of rail replacement vehicles met required standards.

If her Department will have discissions with Dorset Council on the adequacy of the scheduling of the X53 Weymouth to Axminster service.

The government believes that local authorities, working with bus operators, are best placed to determine and design local bus networks in their area, and the government does not intervene in local decisions regarding individual bus routes or services.

If her Department will have discissions with Dorset Council on the adequacy of the scheduling of the X53 Weymouth College to Axminster service.

The government believes that local authorities, working with bus operators, are best placed to determine and design local bus networks in their area, and the government does not intervene in local decisions regarding individual bus routes or services.

If her Department will have discissions with Dorset Council on the adequacy of the scheduling of the X51 Bridport to Axminster bus service.

The government believes that local authorities, working with bus operators, are best placed to determine and design local bus networks in their area, and the government does not intervene in local decisions regarding individual bus routes or services.

If her Department will have discissions with Dorset Council on the adequacy of the scheduling of the CR6 Bridport to Beaminster service.

The government believes that local authorities, working with bus operators, are best placed to determine and design local bus networks in their area, and the government does not intervene in local decisions regarding individual bus routes or services.