Written questions by Mayhew.

What proportion of the identified in the Government’s October 2023 cost-benefit analysis of the Zero Emission Vehicle Mandate represents costs to the public purse; and if she will publish a breakdown of those Government costs.

The Zero Emission Vehicle (ZEV) Mandate is the largest single carbon saving measure across Government and fundamental to the UK’s commitment to reach net zero by 2050. The cost-benefit analysis for the ZEV Mandate and CO2 regulations estimated the net value to society of the regulations. This was estimated at a benefit of £39 billion (2022 prices) over the full appraisal period, between 2021 and 2071. There are three main sources of Government costs:Taxation impacts, which are a transfer from vehicle owners to government, were also assessed (Vehicle Excise Duty, fuel duty and VAT), but these reflected policy at the time. At the time, fuel duty and VAT losses from reduced fuel consumption were estimated at £20 billion (2022 prices) over the period from 2024–2035. This does not reflect subsequent taxation decisions since publication.The administrative costs of the regulation were estimated at £24 million (2022 prices). Wider indirect effects on public expenditure such as any costs from changes in traffic volumes and the weight of vehicles, and savings to the NHS from improved air quality were not quantified.Some of the costs attributed to business (notably vehicle/infrastructure, and electricity network reinforcement capital costs) could fall to government, particularly where purchases or installations are subsidised, and through public-sector procurement (e.g., the Government fleet). The proportion of costs falling to government were not separately quantified and, for Government vehicles, should be considered alongside the operating cost savings from switching to electric vehicles. The proportion of expenditure that purchase grants cover implies that the vast majority of these costs will be borne by the private sector.

What assessment she has made of the impact of the Revenue Certainty Mechanism on the cost of Sustainable Aviation Fuel compared with conventional jet fuel.

The Sustainable Aviation Fuel (SAF) Revenue Certainty Mechanism (RCM) aims to support the development of first-of-a-kind SAF plants and pave the way for lower cost UK SAF plants. The Government published a Cost Benefit Analysis for the SAF RCM in May 2025.

What her planned timeline is for the establishment of Great British Railways following the passage of the Railways Bill; and if her Department will publish an implementation plan setting out milestones for the establishment of Great British Railways.

We are aiming for Great British Railways to be established as soon as possible after the Railways Bill receives Royal Assent, which will likely be around 12 months after the Bill passes. We will be focusing on implementing it, rather than publishing plans about implementing it.

What steps she will take to ensure Great British Railways Retail is treated as a market participant operating under the same terms and conditions as independent rail operators; and what discussions she has had with the Office of Rail and Road on this matter.

The retail industry code of practice announced in the Government's response to the Railways Bill consultation will incorporate clear requirements for how Great British Railways (GBR) should interact with all market participants. The code of practice will be owned and managed by the Office of Rail and Road, and GBR’s licence will require it to comply. The government has confirmed that there will be full consultation on the production of the code of practice, thereby ensuring important input from industry, regulatory and other stakeholders. The government recognises that there will be a range of interested parties in both its original development and any ongoing updates to ensure it remains effective.

How many compensation claims were submitted for train operating companies for which her Department is the operator of last resort in (a) November 2025 and (b) each month since July 2024.

The Office of Rail and Road (ORR) publish quarterly statistics on the volume of compensation claims submitted and closed by train operating companies. Table 4410 (https://dataportal.orr.gov.uk/statistics/passenger-experience/delay-compensation-claims/table-4410-delay-compensation-claims/) provides the number of delay compensation claims submitted from July 2024 to July 2025. The data for the next quarter of 2025 is due to be published in January.

What estimate she has made of the level of net Government support to the rail sector per passenger journey in (a) November 2025 and (b) each month since July 2024.

The Department’s support for the 14 contracted operators and Network Rail was £8.47 per passenger journey in 2024/25. It is currently estimated that this will steadily decrease to circa £7.40 in 2028/29, primarily driven by a declining rail passenger services subsidy as passenger ridership and revenue continue to recover post COVID-19 and efficiencies and as savings are made through public ownership.

What volume of rail freight in tonne-kilometres was moved in (a) November 2025 and (b) each month since July 2024.

The data for November 2025 has not yet been published. The most recent available data is for Rail Period 7 (14 September 2025 to 11 October 2025) where a total of 1,258 million net tonne-kilometres of freight were moved by rail.The net tonne-kilometres of rail freight moved each rail period is published by the Office of Rail and Road in Table 1314 which is available at:https://dataportal.orr.gov.uk/statistics/usage/freight-rail-usage-and-performance/table-1314-freight-moved-by-commodity-periodic-1/.

What proportion of rail journeys used fully digital tickets in (a) November 2025 and (b) each month since July 2024.

The approximate proportion of tickets fulfilled as Digital Tickets from July 2024 to November 2025 are: Jul-24Aug-24Sep-24Oct-24Nov-24Dec-24Jan-25Feb-25Mar-25Apr-25May-25Jun-25Jul-25Aug-25Sep-25Oct-25Nov-25Digital (%)8281848484848686858585858584868587Non Digital (%)1819161616161414151515151516141513

What proportion of new cars registered in (a) November 2025 and (b) each month since July 2024 were zero-emission vehicles.

The information requested is given in the link below: https://www.gov.uk/government/statistics/developing-faster-indicators-of-transport-activity Data for November 2025 was published on 10 December.

How many used electric vehicles were sold in (a) November 2025 and (b) each month since July 2024.

The Department for Transport does not hold this information.

Pursuant to the Answer of 21 July 2025 to Question 67397 on Aviation: Alternative Fuels, what the total budgeted cost is for the continuation of the Advanced Fuels Fund through to 2029–30.

The Spending Review 2025 will continue support for the production of sustainable aviation fuel (SAF) in the UK to 2029/30 by building on the Advanced Fuels Fund (AFF). DfT will provide details on the parameters of this support in due course.

Pursuant to the Answer of 28 October 2025 to Question 83387 on Large Goods Vehicles: Electric Vehicles, what estimate her Department has made of the annual cost of the Zero Emission HGV and Infrastructure Demonstrator programme for each of the next five years from 1 January 2026.

We are unable to confirm the spend for 2025-26 as the financial year is still in progress with projects placing orders for final ZE HGVs and infrastructure sites.All project spend is due to end at the end of the current financial year (31 March 2026). Programme spend for the remainder of the Spending Review period (2026/27-2029/30) is £1 million and will cover programme management costs, and benefits monitoring and evaluation activities.

What process Great British Railways will follow when preparing and consulting on its long-term strategic plan for the rail network.

GBR will engage with stakeholders as it develops its short, medium and long-term plans. However, it will be a matter for GBR to decide on its systems and processes when it is established. With regard to the Secretary of State's Long-Term Rail Strategy, allowed for in the Railways Bill recently introduced, there will be extensive engagement with key stakeholders as the strategy is developed with statutory consultees, such as the Welsh Government.

Whether she plans to establish an independent mechanism for public reporting of rail safety incidents.

The main independent mechanism for publicly reporting safety incidents on the railways is the Confidential Incident Reporting and Analysis System (CIRAS). The Office of Rail and Road also operate an anonymous whistleblowing service. Therefore, no plans exist to create an additional independent mechanism for public reporting of rail safety incidents.

Which bodies Great British Railways will be statutorily required to consult when proposing service or infrastructure changes.

Government is bringing track and train together in Great British Railways (GBR), which will be a directing mind able to take long-term strategic decisions to make the best use of the network and which will deliver benefits for passengers, freight users and taxpayers. GBR will set out their plans for passenger services and infrastructure in an Integrated Business Plan, which the Secretary of State will approve. When GBR proposes to update its business plan, under the Railways Bill it will be required to consult the Office of Rail and Road and Passenger Watchdog, as well as seek approval from the Secretary of State. This will ensure that there is expert, third party scrutiny on proposed material updates before delivery changes

Whether Great British Railways will be required to publish a separation policy for its operational and infrastructure functions.

The aim of the Railways Bill is to unite track and train and to reduce the fragmentation that comes with the separation of infrastructure and passenger services operations – a model which has repeatedly failed passengers over many years. However, where there is a need for safeguards, there will be separation. For example, there will be separation of decision-making between GBR's retailer and the wider retail industry management functions for which GBR will be responsible. This will be delivered via a code of practice, which will be owned and managed by the ORR and have the force of a licence condition.

Whether Great British Railways will be required to publish all access decisions and criteria used in determining them.

GBR will take access decisions against duties clearly defined in the bill and public law principles including to act fairly and transparently. As ORR do now, we would expect GBR to publish its access decisions. GBR will be required in Legislation to publish its criteria for taking access decisions in its Access and Use Policy.

What steps she plans to take to ensure continuity of existing safety management systems during the transition from Network Rail to Great British Railways.

The safety of the railways will always be our first priority. Network Rail, train operators, Department for Transport Operator and the ORR have been working together to agree and implement the safety management systems that will need to be in place for day one of Great British Railways. Where appropriate, existing arrangements will continue.

What targets for emissions reduction will apply to Great British Railways.

We remain committed to addressing the environmental challenges faced not only by rail – which is already a comparatively low-emission way to travel – but across transport. We will set out long term environmental expectations for GBR through the Long-Term Rail Strategy and these will also be outlined in GBR’s business plan.

What plans she has to ensure open access operators continue to have opportunities to expand services under Great British Railways.

The Bill contains clear legislative safeguards to ensure non-GBR operators, including open access operators, have fair access to the GBR-managed network. Open access operators can bring benefits to the rail network and passengers and will continue to play a role in delivering services where it represents best use of the network.