Written questions by Mayhew.

Whether her Department has requested financial reporting from the Greater Manchester Combined Authority on the Bee Network since the 2019 assessment.

The Department for Transport works closely with the Greater Manchester Combined Authority (GMCA) to support the development and delivery of the Bee Network. Since the 2019 assessment, the Department has not formally requested financial reporting specific to the Bee Network as a whole. However, GMCA is required to provide financial and performance reporting in relation to specific funding streams that support the Bee Network, including their City Region Sustainable Transport Settlement, the Local Authority Bus Grant, and one-off additional funding in 2023/24.The Department continues to monitor the use of public funds through these mechanisms, but the overall financial management of the Bee Network remains a matter for Greater Manchester Combined Authority.

What information her Department holds on the amount of Council Tax revenue that has been raised to support franchised bus networks since July 2024.

The government has not provided funding to local authorities specifically to franchise bus networks. However, we have confirmed investment of over £1 billion in 25/26 to support and improve bus services and to keep fares affordable, this includes £712 million for local authorities. Under the Transport Act 2000, franchising authorities must carry out a detailed assessment to ensure that any proposed franchising scheme is feasible, affordable, and deliverable. This robust planning process helps minimise the need for central government intervention. The Department has worked closely with Greater Manchester throughout their franchising process, and we will continue to do so to learn lessons to support other areas who decide to undertake franchising. There are a range of different franchising models that can be used, and the Greater Manchester model is just one.  We want to understand more about how different models of franchising can work for different local areas. Alternative models have been set out in our revised statutory guidance to franchising authorities, and our pilot programmes will further develop practical tools and case studies to help LTAs choose and implement the approach that best fits their local needs. The Government is committed to reducing the cost and complexity of bus franchising. Following the introduction of the Bus Services (No.2) Bill, the Department will refresh franchising guidance to give authorities access to new powers that streamline the process.

What assessment she has made of the suitability of the Bee Network model as a template for wider bus franchising in other combined authorities.

The government has not provided funding to local authorities specifically to franchise bus networks. However, we have confirmed investment of over £1 billion in 25/26 to support and improve bus services and to keep fares affordable, this includes £712 million for local authorities. Under the Transport Act 2000, franchising authorities must carry out a detailed assessment to ensure that any proposed franchising scheme is feasible, affordable, and deliverable. This robust planning process helps minimise the need for central government intervention. The Department has worked closely with Greater Manchester throughout their franchising process, and we will continue to do so to learn lessons to support other areas who decide to undertake franchising. There are a range of different franchising models that can be used, and the Greater Manchester model is just one.  We want to understand more about how different models of franchising can work for different local areas. Alternative models have been set out in our revised statutory guidance to franchising authorities, and our pilot programmes will further develop practical tools and case studies to help LTAs choose and implement the approach that best fits their local needs. The Government is committed to reducing the cost and complexity of bus franchising. Following the introduction of the Bus Services (No.2) Bill, the Department will refresh franchising guidance to give authorities access to new powers that streamline the process.

Whether she has has discussions with the Chancellor of the Exchequer on the potential fiscal impacts of the long-term subsidy requirements of franchised bus networks.

The government has not provided funding to local authorities specifically to franchise bus networks. However, we have confirmed investment of over £1 billion in 25/26 to support and improve bus services and to keep fares affordable, this includes £712 million for local authorities. Under the Transport Act 2000, franchising authorities must carry out a detailed assessment to ensure that any proposed franchising scheme is feasible, affordable, and deliverable. This robust planning process helps minimise the need for central government intervention. The Department has worked closely with Greater Manchester throughout their franchising process, and we will continue to do so to learn lessons to support other areas who decide to undertake franchising. There are a range of different franchising models that can be used, and the Greater Manchester model is just one.  We want to understand more about how different models of franchising can work for different local areas. Alternative models have been set out in our revised statutory guidance to franchising authorities, and our pilot programmes will further develop practical tools and case studies to help LTAs choose and implement the approach that best fits their local needs. The Government is committed to reducing the cost and complexity of bus franchising. Following the introduction of the Bus Services (No.2) Bill, the Department will refresh franchising guidance to give authorities access to new powers that streamline the process.

How much national grant funding she plans to provide to the Bee Network in 2025-26.

The Department is committed to supporting the development of integrated transport systems that work better for people and communities across the country, including the Bee Network. We are providing £335m in 2025-26 to Greater Manchester under the Local Transport pillar of its Integrated Settlement. This will enable Greater Manchester to deliver transformational change to transport infrastructure; support maintenance of the local highway network; maintain and improve bus services; and build and maintain walking and cycling infrastructure.We are also supporting the Mayor’s ambition of integrating rail into the Bee Network with £9m of funding for 2025-26 to support the Pay-As-You-Go ticketing trial to roll out contactless ticketing on rail in Greater Manchester.

What estimate her Department has made of the amount of Government funding required to sustain the Bee Network over the next five years.

The Department is committed to supporting the development of integrated transport systems that work better for people and communities across the country, including the Bee Network. Between 2022-23 and 2026-27, we are providing £1.07bn of City Region Sustainable Transport Settlement funding to Greater Manchester to deliver transformational change to Greater Manchester’s transport infrastructure. Beyond that, we have confirmed a £2.5bn Transport for City Regions settlement for Greater Manchester from 2027-28 to 2031-32. This will provide unprecedented funding that will empower Greater Manchester’s local leaders to make decisions on cycling, walking, bus and rail that support the Bee Network, making journeys quicker, more accessible and reliable. Additionally, we will be supporting Greater Manchester to maintain and improve bus services in the Bee Network with a share (to be confirmed) of the funding announced as part of the Spending Review to maintain and improve bus services and extend the £3 fare cap until March 2027. This is in addition to the £66.4 million we are providing through the Local Authority Bus Grant in 2025/26.

Whether her Department has reviewed the long-term financial sustainability of franchised bus networks.

The government has not provided funding to local authorities specifically to franchise bus networks. However, we have confirmed investment of over £1 billion in 25/26 to support and improve bus services and to keep fares affordable, this includes £712 million for local authorities. Under the Transport Act 2000, franchising authorities must carry out a detailed assessment to ensure that any proposed franchising scheme is feasible, affordable, and deliverable. This robust planning process helps minimise the need for central government intervention. The Department has worked closely with Greater Manchester throughout their franchising process, and we will continue to do so to learn lessons to support other areas who decide to undertake franchising. There are a range of different franchising models that can be used, and the Greater Manchester model is just one.  We want to understand more about how different models of franchising can work for different local areas. Alternative models have been set out in our revised statutory guidance to franchising authorities, and our pilot programmes will further develop practical tools and case studies to help LTAs choose and implement the approach that best fits their local needs. The Government is committed to reducing the cost and complexity of bus franchising. Following the introduction of the Bus Services (No.2) Bill, the Department will refresh franchising guidance to give authorities access to new powers that streamline the process.

What steps her Department is taking to ensure that lessons from the financial performance of the Bee Network are reflected in other areas seeking bus franchising powers.

The government has not provided funding to local authorities specifically to franchise bus networks. However, we have confirmed investment of over £1 billion in 25/26 to support and improve bus services and to keep fares affordable, this includes £712 million for local authorities. Under the Transport Act 2000, franchising authorities must carry out a detailed assessment to ensure that any proposed franchising scheme is feasible, affordable, and deliverable. This robust planning process helps minimise the need for central government intervention. The Department has worked closely with Greater Manchester throughout their franchising process, and we will continue to do so to learn lessons to support other areas who decide to undertake franchising. There are a range of different franchising models that can be used, and the Greater Manchester model is just one.  We want to understand more about how different models of franchising can work for different local areas. Alternative models have been set out in our revised statutory guidance to franchising authorities, and our pilot programmes will further develop practical tools and case studies to help LTAs choose and implement the approach that best fits their local needs. The Government is committed to reducing the cost and complexity of bus franchising. Following the introduction of the Bus Services (No.2) Bill, the Department will refresh franchising guidance to give authorities access to new powers that streamline the process.

Whether her Department has provided additional subsidy to franchised bus networks that were originally forecast to break even.

The government has not provided funding to local authorities specifically to franchise bus networks. However, we have confirmed investment of over £1 billion in 25/26 to support and improve bus services and to keep fares affordable, this includes £712 million for local authorities. Under the Transport Act 2000, franchising authorities must carry out a detailed assessment to ensure that any proposed franchising scheme is feasible, affordable, and deliverable. This robust planning process helps minimise the need for central government intervention. The Department has worked closely with Greater Manchester throughout their franchising process, and we will continue to do so to learn lessons to support other areas who decide to undertake franchising. There are a range of different franchising models that can be used, and the Greater Manchester model is just one.  We want to understand more about how different models of franchising can work for different local areas. Alternative models have been set out in our revised statutory guidance to franchising authorities, and our pilot programmes will further develop practical tools and case studies to help LTAs choose and implement the approach that best fits their local needs. The Government is committed to reducing the cost and complexity of bus franchising. Following the introduction of the Bus Services (No.2) Bill, the Department will refresh franchising guidance to give authorities access to new powers that streamline the process.

Whether her Department has set financial performance benchmarks that combined authorities must meet in order to access Government support for bus franchising.

The government has not provided funding to local authorities specifically to franchise bus networks. However, we have confirmed investment of over £1 billion in 25/26 to support and improve bus services and to keep fares affordable, this includes £712 million for local authorities. Under the Transport Act 2000, franchising authorities must carry out a detailed assessment to ensure that any proposed franchising scheme is feasible, affordable, and deliverable. This robust planning process helps minimise the need for central government intervention. The Department has worked closely with Greater Manchester throughout their franchising process, and we will continue to do so to learn lessons to support other areas who decide to undertake franchising. There are a range of different franchising models that can be used, and the Greater Manchester model is just one.  We want to understand more about how different models of franchising can work for different local areas. Alternative models have been set out in our revised statutory guidance to franchising authorities, and our pilot programmes will further develop practical tools and case studies to help LTAs choose and implement the approach that best fits their local needs. The Government is committed to reducing the cost and complexity of bus franchising. Following the introduction of the Bus Services (No.2) Bill, the Department will refresh franchising guidance to give authorities access to new powers that streamline the process.

What steps her Department is taking to increase the volume of freight transported by rail.

The Government is committed to supporting rail freight growth, recognising its significant economic and environmental potential and its critical role in the UK’s resilience. Last year, rail freight volumes increased by 5%. We will support future growth by placing a statutory duty on Great British Railways to promote the use of rail freight. We have also confirmed that there will be an overall target of an 75% increase in rail freight moved by 2050, alongside other targets that will be announced prior to the stand up of Great British Railways.

What assessment her Department has made of the potential impact of pausing the Midland Mainline upgrade on (a) future East Midlands Railway regional fleet requirements and (b) planned Control Period 7 work.

I recognise the importance to the UK’s rolling stock manufacturing sector, and its supply chains, of having a strategy for rolling stock and supporting infrastructure. The Government is committed to developing this strategy in advance of Great British Railways. It will include consideration of the likely long-term future rolling stock needs across the network, including East Midlands Railway’s regional fleet requirements. Since the decision to pause further electrification of the Midland Main Line was confirmed, Network Rail have been making plans for their current activities in a way that enables work to be subsequently utilised, as and when electrification on the route is re-started. As part of this they are also establishing the potential impact of the pause on other planned works.

What the cost to the public purse was for the development of the planning application by Network Rail for the redevelopment of London Liverpool Street station; and what estimate she has made of the potential cost of the (a) planning and (b) redevelopment of London Liverpool Streest station in each of the next five financial years.

The planning application, for a fully intermodal transport solution for Liverpool Street Station, was prepared through a Network Rail and Transport for London partnership at a cost of £8.7m. These costs will be re-imbursed as part of securing a development and investment partner, which will also provide private investment in the order of hundreds of millions of pounds. This is a detailed application and subject to timely consents, the planning process will incur no further costs.

What discussions her Department has had with Network Rail on the proposed redevelopment of (a) London Euston and (b) London Liverpool Street stations.

The Department has regular discussions with Network Rail, as part of our engagement with key partners to develop affordable, integrated plans for the Euston Station campus. This will comprise the new HS2 station, an upgraded Network Rail station and enhancements to the London Underground station and local transport facilities, along with a significant level of development. As part of this process, Network Rail is developing a scheme for the redevelopment of the existing Euston Station that will accommodate current and future passenger demand on the West Coast Main Line, while replacing life expired station assets in a cost-effective manner.Officials in my Department are engaged with Network Rail Property and Planning teams around the redevelopment proposals for Liverpool Street station. These plans are at an early stage and will be subject to planning consents. Both my Department and Network Rail will continue to review these plans as they develop.

How many FTE staff work for Great British Rail transition team.

The Great British Railways Transition Team (GBRTT) was set up as a temporary organisation under the previous government to design and transition towards Great British Railways, including building cross-industry capability. GBRTT no longer directly employs any staff. The Department working in close collaboration with Network Rail, DfTO and wider industry partners is taking forward work on the design and transition to GBR.

What discussions his Department has had with Network Rail on plans for the redevelopment of London Liverpool Street station.

Officials in my Department are engaged with Network Rail Property and Planning teams around the redevelopment proposals for Liverpool Street station. These plans are at an early stage and will be subject to planning consents. Both my Department and Network Rail will continue to review these plans as they develop.

What representations she has received from Historic England on Network Rail’s redevelopment of London Liverpool Street.

The Department for Transport has not received any representations from Historic England around the redevelopment proposals for Liverpool Street station. However, I understand that Network Rail have closely consulted with Historic England in the development of their updated proposals. Whilst Historic England had significant concerns about the original plans, I am now reassured that the revised proposals have substantially addressed those concerns. Plans are at an early stage and will continue to liaise with relevant stakeholders as the project develops.

How much money has been spent on the Great British Rail Transition Team.

The Great British Railways Transition Team (GBRTT) was set up as a temporary organisation under the previous government to design and transition towards Great British Railways, including building cross-industry capability. Total funding provided to GBRTT was: £12.9m in the financial year 2021-22; £52.7m in the financial year 2022-23, £41.3m in the financial year 2023-24; and £27.6m in the financial year 2024-25.

What assessment she has made of the potential implications for her policies of conclusion one of the Public Account Committee's report entitled HS2: Update following the Northern leg cancellation, HC 357, published 28 February 2025, on the governance of Great British Railways.

Work is underway on the design of Great British Railways, including its governance. We will take learnings from elsewhere, including the Public Account Committee’s recent report on High Speed Two (HS2), to ensure GBR is set up to deliver better services for passengers and freight customers, and better value for money for taxpayers.

If she will make an estimate of the amount of funding spent on reforming the train ticketing system in the (a) 2021-22, (b) 2022-23 and (c) 2023-24 financial years.

The Fares Ticketing and Retail (FTR) Programme to modernise ticketing and retail systems started at Spending Review 2021. The first year of the programme was 22/23. The Department spend £55.7 million in 22/23 and £66 million in 23/24 on the FTR programme.