Written questions by Mayhew.

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 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.

What recent assessment she has made of the value for money of Government funding provided to 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 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 steps he is taking to replace the Northern Ireland Troubles (Legacy and Reconciliation) Act 2023.

Last December, I laid a proposal for a draft remedial order in Parliament, representing the first step in fulfilling the Government’s commitment to repeal and replace the Legacy Act.I am continuing to speak to all interested parties about our forthcoming primary legislation, which will ensure we have legacy mechanisms in place that are lawful and in which people can have confidence in.

What recent estimate her Department has made of the potential impact of ending the non-domiciled tax status on revenues to the Exchequer.

2024-252025-262026-272027-282028-292029-30Post behavioural Costing £bn0.0-0.19.513.16.84.5 A supplementary forecast information release around the costings of reforms to the non-domicile regime was published by the Office for Budget Responsibility in January 2025. This costing outlines the certified impact of ending the non-domiciled tax status on revenues to the Exchequer.https://obr.uk/docs/dlm_uploads/Non-doms-supplementary-release-Jan-2025.pdf

What recent assessment her Department has made of the potential impact of ending the non-domiciled tax status on the financial sector.

The Government’s priority is improving the UK’s competitiveness internationally and securing economic growth. The non-domicile reforms have been specifically designed to make the UK competitive with a modern, simple tax regime that is also fair. The reforms establish a tax regime for new residents, which is more attractive to new arrivals than the current rules. As part of the reforms, the Government also wants to incentivise non-domiciled individuals who are not eligible for the new regime to spend and invest their foreign income and gains in the UK. That is why existing and previous users of the remittance basis will be able to take advantage of a three-year Temporary Repatriation Facility (TRF) to bring their offshore funds to the UK at a discounted tax rate. The Government has also reformed Overseas Workday Relief to ensure the UK remains competitive with other countries that offer similar schemes for talented internationally mobile employees. The Government wants to continue to encourage highly skilled workers to work in the UK and contribute their skills to the workforce, including in the financial services sector.The Government published a Tax Information and Impact Note for this policy at Autumn Budget 2024. This can be found here:https://www.gov.uk/government/publications/tax-changes-for-non-uk-domiciled-individuals/reforming-the-taxation-of-non-uk-domiciled-individuals.

How many non-domiciled residents have left the UK since 5 July 2024.

The number of non-domiciled residents who have left the UK since 5 July 2024 is not held currently.The official statistics on non-domiciled taxpayers is the UK are published here:https://www.gov.uk/government/statistics/statistics-on-non-domiciled-taxpayers-in-the-uk

What assessment he has made of the potential impact of Great British Energy on household energy bills.

In an unstable world, the only way to guarantee energy security and protect billpayers is to reduce our exposure to volatile international markets. Great British Energy is driving the deployment of the clean, homegrown energy. It will ensure UK taxpayers, billpayers, and communities reap the benefits of this.

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.

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 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 assessment he has made of the potential impact of the increase in employer National Insurance contributions on job creation in Scotland.

Figures released last week showed that the employment rate and wages in Scotland are up - no thanks to the opposition who crashed our economy, sent mortgages soaring and were ready to do it all over again. Let us not forget, the £22 billion black hole the opposition left this government. As part of our plan for change, we have fixed the foundations and are beginning to turn things around after 14 years of Tory chaos.

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.

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.

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.

Whether the new Great British Railways ticketing system will automatically identify the cheapest combination of fares for each journey.

Once Great British Railways is established, it will retail online by consolidating individual train operators’ ticket websites. It will work alongside a thriving private sector retail market, which will continue to play a key role in driving innovation and investment and encouraging more people to choose rail. The Railways Bill consultation, which launched on 18 February, will help us develop more detailed plans for GBR’s retail offer. We are consulting closely with industry, the private sector, and wider stakeholders.

How much of the funding allocated to reform the train ticketing system has been spent.

The department is committed to reforming the train ticketing system and improving passenger experience. There has been substantial progress in extending Pay As You Go (PAYG) ticketing in the South East and progressing PAYG trials in Greater Manchester and the West Midlands. We will establish Great British Railways, ensuring fares and ticketing are managed in the interests of passengers and taxpayers.