Written questions by Robertson.

What information his Department has provided to members of the Northern Ireland Assembly on the relationship between the UK ETS maritime extension and potential CBAM impacts prior to the Assembly’s consideration of the relevant statutory instrument.

The Common Understanding published in May 2025 following the UK-EU Summit with the EU to work towards establishing a link between the UK ETS and the EU ETS. This sets out the parameters for a linking agreement, including that the link should apply in respect of domestic and international maritime. It also states that linking will facilitate an exemption from the EU CBAM, removing a major barrier to trade and lowering costs for UK businesses. UK exports of goods in scope of EU CBAM are worth almost £7bn, and without a CBAM exemption, UK exporters could face large administrative and direct costs.

What criteria were used to determine exemptions from the UK Emissions Trading Scheme maritime extension; and for what reason Isle of Wight ferry services were not included in the exemptions.

There is a high bar for exemptions as these undermine the policy objectives. However, the Government agreed to exempt ferries serving Scotland’s islands because of the unique and pressing challenges they face, alongside the legal duties to consider island populations under the Islands (Scotland) Act 2018.

What the average domestic electricity standing charge is; and how this has changed since 2021.

The department publishes statistics on the cost of domestic electricity and gas.Annual domestic energy bills - GOV.UK This includes tables (2.2.4 for electricity and 2.3.4 for gas) outlining the average fixed cost (standing charge) in £/year for the United Kingdom and by region, alongside the average unit price in £/kWh. These are calculated using data supplied directly to the department by a sample of domestic energy suppliers.

Pursuant to the Answer of 3 February 2026 to Question 109699, what proportion of the estimated revenue from domestic maritime will result in direct emissions abatement within the maritime sector.

The Government’s Impact Assessment estimates that including domestic maritime in the UK ETS will increase allowance purchase revenue by around £1.9 billion over the 20-year appraisal period, averaging roughly £95 million a year. Revenue from the UK ETS is not currently hypothecated, but is used to fund the government’s spending priorities, including spending and subsidies supporting the Net Zero transition. The Government continues to support the maritime sector’s decarbonisation through existing funding, guidance and policies that support the uptake of cleaner technologies.

Whether he has made a recent assessment of the eligibility of tenants who purchase electricity via landlord-supplied prepayment card systems for support under the Warm Home Discount Scheme.

In 2025, the Government consulted on whether to expand the Park Homes Warm Home Discount Scheme to other households without a direct relationship with their energy supplier (including those pay their landlord for energy). Given the cost of the scheme falls on energy bills it was decided not to expand the scheme in this way. Households who are ineligible for a rebate payment may still be eligible for support through Warm Home Discount Industry Initiatives.

What steps his Department is taking to align UK Emissions Trading Scheme (ETS) maritime rules with the EU ETS to help (a) prevent (i) carbon leakage and (ii) port avoidance and (b) maintain competitiveness.

The Government has assessed the impacts of expansion of the Emissions Trading Scheme to domestic maritime. That Impact Assessment concluded that the policy is not expected to materially affect the competitiveness of ports or operators, and that applying the scheme consistently to domestic voyages and at berth emissions does not create a credible incentive for traffic diversion. This is in part because many of the core maritime rules closely mirror those for the EU Emissions Trading System. This will reduce administrative burden for operators participating in both regimes, and it will also ensure no double charging between the two regimes.

How much revenue his Department expects to raise annually from the inclusion of domestic maritime in the UK Emissions Trading Scheme; and what proportion of that revenue will be recycled into maritime decarbonisation projects.

The Government’s Impact Assessment estimates that bringing domestic maritime into the United Kingdom Emissions Trading Scheme will increase allowance purchasing revenue by around £1.9 billion over the 20year appraisal period, averaging approximately £95 million a year. Receipts from the United Kingdom Emissions Trading Scheme support the Government’s wider priorities, including spending that helps deliver the transition to net zero. The Government recognises that decarbonising the maritime sector requires a suite of policies, and continues to provide funding, guidance and policy support to facilitate the uptake of cleaner technologies across the sector.

What assessment his Department has made of the potential impact of including domestic maritime within the UK Emissions Trading Scheme on the competitiveness of UK ports and shipping operators; and what steps he is taking to mitigate risks of traffic diversion.

The Government’s Impact Assessment for including domestic maritime emissions within the United Kingdom Emissions Trading Scheme concluded that the policy is not expected to materially affect the competitiveness of United Kingdom ports or shipping operators. Compliance costs are proportionate, particularly on a per operator basis, and the scheme is designed to support cost effective decarbonisation across the sector. The Assessment also finds no credible risk of traffic diversion, as the scheme applies uniformly to domestic voyages and at berth emissions.

What assessment his Department has made of the potential impact of expanding the UK Emissions Trading Scheme to maritime on shipping and ferry services serving British Overseas Territories; what assessment has been made of potential impacts on services to and from Crown Dependencies; and whether any mitigations or exemptions are being considered for these routes.

The UK Emissions Trading Scheme Authority has recently consulted on proposals to include a share of emissions from international maritime voyages, including voyages to and from Crown Dependencies and British Overseas Territories. The consultation invited evidence on the potential impacts on their communities and economies.The Government recognise that some of these communities rely heavily on shipping and will continue to engage with Crown Dependencies and Overseas Territories regarding the financial impacts this policy may have on their communities and economies. Policy decisions will be considered once consultation responses have been fully analysed and considered by the UK ETS Authority.

What discussions he has had with the Secretary of State for Transport on co-ordination of the UK emissions trading scheme maritime expansion with the delivery of grid infrastructure needed for maritime decarbonisation.

The UK ETS Authority is made up of the UK Government and the devolved governments. Within the UK Government, my department, the Department for Transport and HM Treasury all work jointly to develop and implement the inclusion of maritime emissions in the UK ETS. This expansion will strengthen the scheme’s ability to deliver cost-effective emissions reductions, supporting the UK’s statutory carbon budgets and Net Zero target. Investing in the grid is a key Government priority. The Government supports Ofgem in developing a price control that enable necessary investment in the electricity network for the clean energy and growth missions, including maritime transport electrification. The next distribution price control, ED3 covering 2028 to 2033, will be informed by Regional Energy Strategic Plans to support strategic network investments. We understand the significance of getting sufficient grid capacity to electrify ports, for cruise and ferries to use shore power and policy options to accelerate connection dates for strategic demand customers, such as critical port sites. This is informed by the Department for Transport’s call for evidence on Net Zero Ports, published in March 2025, which posed questions on managing future energy demand at ports.

What assessment he has made of the potential implications for his policies of the findings in the report by Robert Gordon University entitled Striking the Balance: Building a Sustainable UK Offshore Energy Workforce, published in June 2025.

The Government has noted the report from Robert Gordon University, which provides helpful analysis on the future of the UK’s offshore energy sector. As Britain becomes a clean energy superpower, the Government is determined to create high-quality jobs to ensure a phased and responsible transition in the North Sea. This is vital for delivering the best outcomes for workers and communities, energy security, and sustainable economic growth. DESNZ will publish our Clean Energy Workforce Strategy this summer. It will set out how we intend to grow and support the talent pipeline for Clean Power 2030 and net zero by 2050.

Pursuant to the Answer of 28 March 2025 to Question 40054 on Great British Energy: Logos, what the internal costs were for the redesign of the Great British Energy logo.

As per my answer to Questions 42936 and 42937 the staff involved in the creation of Great British Energy’s logo were not recruited specifically to design the logo. Therefore, a detailed breakdown of the time and costs involved is not readily available and could only be provided at disproportionate cost. I can however assure the hon Member that the Government is committed to ensuring that staff resources are used efficiently and effectively.

Pursuant to the Answer of 28 March 2025 to Question 40054, what the total salary cost was for the staff engaged in the redesign of the Great British Energy logo from commission to delivery.

As per my answer to Question 40054, Great British Energy’s logo was created in-house and with government resources. However, since the staff involved were not recruited specifically to design the logo a detailed breakdown of the time and costs involved is not readily available and could only be provided at disproportionate cost. I can however assure the hon Member that the Government is committed to ensuring that staff resources are used efficiently and effectively.

Pursuant to the Answer of 28 March 2025 to Question 40054, what the total staff time spent on the redesign of the Great British Energy logo was.

As per my answer to Question 40054, Great British Energy’s logo was created in-house and with government resources. However, since the staff involved were not recruited specifically to design the logo a detailed breakdown of the time and costs involved is not readily available and could only be provided at disproportionate cost. I can however assure the hon Member that the Government is committed to ensuring that staff resources are used efficiently and effectively.

Whether his Department has conducted an impact assessment on energy payments to gas fired electricity generators during the winter period December 2024 to February 2025.

The Department for Energy Security and Net Zero has not conducted a formal impact assessment on energy payments to gas fired electricity generators during the winter period December 2024 to February 2025. The Government is working closely with Ofgem and the National Energy System Operator to ensure the Balancing Mechanism, a tool that ensures electricity supply meets demand in real-time, remains competitive and transparent. The Government continues to monitor the Capacity Market - the main tool for ensuring continued security of electricity supply - making improvements where necessary to ensure it remains fit for purpose.

Whether external (a) firms and (b) individuals were hired for the Great British Energy logo redesign.

Great British Energy’s branding and logo were developed in-house with government resources.

What the cost was of redesigning the Great British Energy logo (a) in total, (b) for design, (c) for consultancy and (d) for legal fees.

Great British Energy’s branding and logo were developed in-house and with government resources. The only external costs were for legal advice and fees to trademark the branding. This was £10,710 plus VAT.

How many and what proportion of public sector projects contracted by his Department have had cost overruns due to mandatory net zero requirements since 5 July 2024.

This information is not held centrally.

With reference to the Answer of 27 September 2024 to Question HL1116 on Department for Energy Security and Net Zero: Equality, how many staff in his Department have been permitted to undertake diversity-related network time during core working hours since 1 January 2025.

The majority of staff time spent on diversity staff networks is voluntary and unpaid. All staff in the Department can take part in diversity-related network activities during core working hours with agreement from their line manager. There are currently 40 Chairs and Champions across 11 diversity networks. These staff are given a weekly pro-rata time allocation of 10% to support respective network activity. The Department values its diversity networks and is committed to promoting Equality, Diversity and Inclusion in partnership with them.

What steps his Department is taking to support landlords in areas with limited access to qualified professionals and contractors in meeting the proposed higher EPC requirements for private rented properties.

The Government is now consulting on increasing minimum energy efficiency standards in the private rented sector to EPC C or equivalent. We are proposing a phased implementation of the new standard from 2028 to 2030 to encourage early action. The consultation is accompanied with the Department’s assessment of the potential cost to landlords. We are considering how we can best support landlords to meet the new standards, including when and how exemptions should be applied for those unable to meet the new standard.