Written questions by Johnson.

Whether the review of the Zero Emissions Vehicle (ZEV) mandate will (a) take into account the latest data published by Autotrader showing that the average price of a new Electric Vehicles is now lower than petrol vehicles and (b) consider the role of the ZEV mandate in helping to achieve this outcome.

The long-committed Zero Emission Vehicle (ZEV) Mandate Review will be published by early 2027 and we will begin engagement this year. This Review will take into account a wide range of data to understand ZEV market conditions.

Further to the Answer of 17 February 2026 to Question 112445 on Shipping, what recent discussions she has had with the Secretary of State for Education on the (a) availability and (b) uptake of ratings apprenticeships in England and Wales.

The Department remains committed to increasing the number of seafaring jobs and ratings apprenticeships in the UK. The apprenticeship levy remains available for use in the maritime industry, including for ratings apprenticeships in England, and the Department and MCA continues to fund 50% of a cadetship through the Support for Maritime Training (SMarT) fund, which was recently increased to £19.4m. Apprenticeships are a devolved matter, with ratings apprenticeships available in England in areas including deck rating, marine engineering and officer of the watch. Officials are engaging with industry and the Department for Work and Pensions to increase the uptake of maritime apprenticeships, particularly in areas where industry has reported skills shortages. We regularly discuss relevant areas with other Departments. The recommendations of the review of the effectiveness of funding for UK seafarer training are being assessed by officials.

Pursuant to the Answer of 17 February 2026 to Question 112445 on Shipping and with reference to section 4 of her Department's publication entitled Seafarers in the UK Shipping Industry: 2025, what assessment she has made of the adequacy of the (a) level of the availability and (b) uptake of ratings apprenticeships.

The Department remains committed to increasing the number of seafaring jobs and ratings apprenticeships in the UK. The apprenticeship levy remains available for use in the maritime industry, including for ratings apprenticeships in England, and the Department and MCA continues to fund 50% of a cadetship through the Support for Maritime Training (SMarT) fund, which was recently increased to £19.4m. Apprenticeships are a devolved matter, with ratings apprenticeships available in England in areas including deck rating, marine engineering and officer of the watch. Officials are engaging with industry and the Department for Work and Pensions to increase the uptake of maritime apprenticeships, particularly in areas where industry has reported skills shortages. We regularly discuss relevant areas with other Departments. The recommendations of the review of the effectiveness of funding for UK seafarer training are being assessed by officials.

What assessment she has made of the recommendations in the independent review of the effectiveness of funding for UK seafarer training, published by the Maritime and Coastguard Agency on 13 April 2026.

The Department remains committed to increasing the number of seafaring jobs and ratings apprenticeships in the UK. The apprenticeship levy remains available for use in the maritime industry, including for ratings apprenticeships in England, and the Department and MCA continues to fund 50% of a cadetship through the Support for Maritime Training (SMarT) fund, which was recently increased to £19.4m. Apprenticeships are a devolved matter, with ratings apprenticeships available in England in areas including deck rating, marine engineering and officer of the watch. Officials are engaging with industry and the Department for Work and Pensions to increase the uptake of maritime apprenticeships, particularly in areas where industry has reported skills shortages. We regularly discuss relevant areas with other Departments. The recommendations of the review of the effectiveness of funding for UK seafarer training are being assessed by officials.

What assessment she has made of the levels of challenges for transport workers in the transition to Great British Railways.

In accordance with TUPE regulations, I can confirm that existing train operator staff transferring to the public-sector operator will do so with their contractual terms and conditions protected. In the meantime, we are keeping trade union leaders informed on all relevant matters through the Rail Engagement Group.

Whether she has made an assessment of the potential merits of including provisions for the protection of transport workers’ pensions during the transition to Great British Railways in the Railways Bill.

After the transition to Great British Railways, we plan for the Railways Pension Scheme to continue to be the primary vehicle through which rail employees build up their pension provision. The protections within the 1993 Railways Act remain unchanged by the Railways Bill and consequentially pensions are not mentioned in the Bill.

What discussions she has had with (a) Ministers and (b) officials on the (i) the transfer of workers from private Train Operating Companies into the Department for Transport Operator and (ii) the transfer of workers from (A) the Department for Transport Operator and (B) Network Rail into Great British Railways.

Officials regularly update Ministers as part of every transfer of train operating companies’ services into public ownership. This includes discussions about the transfer of staff to the new public sector operator, which will be a subsidiary of Department for Transport Operator (DFTO), under the Transfer of Undertakings (Protection of Employment) Regulations (TUPE) process. Establishing Great British Railways (GBR) is a priority for the Government, so the Secretary of State holds regular discussions with Ministers and officials. These discussions would include the transition into GBR of DFTO and Network Rail.

What assessment she has made of the potential impact of the establishment of Great British Railways on the statutory duty to consult with the public on any significant change to Schedule 17 of the Ticketing and Settlement Agreement.

Train operating companies are expected to maintain the ticket office opening hours set out in Schedule 17 to the Ticketing and Settlement Agreement (TSA). When a train operator proposes a "major change" to opening hours, they are required to undertake a consultation as set out in the TSA. The processes set out in Schedule 17 of the TSA will continue to apply as operators transfer into public ownership. Importantly, any changes to the TSA can only be made with wider agreement across the industry, providing a strong level of protection and ensuring that established safeguards cannot be unilaterally altered.

Pursuant to the Answer of 10 February 2026 to Question 110104 on the Emissions Trading Scheme, whether she has made an assessment of the potential merits of phasing in the expansion of the Emissions Trading Scheme to maritime, with reference to the approach of the EU equivalent.

The Maritime Decarbonisation Strategy (MDS), published in 2025, sets out how we will decarbonise UK maritime transport, including through the inclusion of domestic maritime sector in the UK Emissions Trading Scheme (ETS) from July this year. Given the long lifespan of shipping vessels, action needs to be taken now to meet the goals of the MDS, helping the sector move towards a lower carbon future and contribute to UK net zero obligations.To support maritime operators during implementation of the Scheme the Government will allow operators to wait and surrender allowances for the first two scheme years, providing further opportunity to familiarise themselves with UK ETS and the digital systems. Additionally, whilst reporting has been paused, operators will already be familiar with Monitoring, Reporting and Verification (MRV), under both the existing UK MRV, and the EU MRV regimes.The Government will monitor the impacts of the scheme and has committed to review the effectiveness of the scheme, including the threshold and the exemptions, in 2028.

When she expects to launch (a) Round 7 of the Clean Maritime Demonstration Competition (CMDC7) and (b) round 2 of the Zero Emission Vessels and Infrastructure competition (ZEVI2); and how much public funding will be allocated from the UK Shipping Office for Reducing Emissions (UK SHORE) budget for (i) CMDC7 and (ii) ZEVI2.

We intend to launch the CMDC7 and ZEVI2 competitions in Spring 2026. The budgets will be announced when the competitions launch and will be funded from the recently announced UK SHORE £448m budget for the 2026 – 2030 financial period.

What steps she is taking to encourage (a) provision and (b) take up of seafarer apprenticeships in the North West.

An industry round-table, chaired by the then Maritime Minister, was held in Blackpool in May 2025. The round-table brought key stakeholders from across the maritime industry together to discuss the promotion of maritime careers in the North West. The Department is engaging with Skills England and the Department for Work and Pensions on the provision of maritime apprenticeships and will continue to advocate for growing maritime careers and apprenticeships with employers in the North West.

What information she holds on the recent progress of the International Green Corridor Fund feasibility studies to decarbonise merchant shipping routes between (a) the ports of Holyhead and Dublin and (b) the ports of Tyne and Ijmuiden.

Green Corridors have the potential to be effective mechanisms to deliver first mover activity and accelerate the decarbonisation of the maritime sector globally, as demonstrated in the published findings of the International Green Corridor Fund. These bilaterally-funded studies, with Ireland and the Netherlands, demonstrated the economic feasibility of industry delivering Green Corridors on these routes. The Government is focussed on delivering change through the policies set out in the Maritime Decarbonisation Strategy alongside international action at the International Maritime Organization (IMO). This will support industry to deliver Green Corridors and widespread decarbonisation of the maritime sector.

What steps she is taking to increase (a) seafarer jobs and (b) freight volumes on domestic short sea shipping routes.

Domestic shipping routes are an important part of the UK maritime sector and wider economy. Such routes accounted for 71.2 million tonnes of freight moved in 2024. Moving freight in this way can be environmentally beneficial and improve inland transport efficiency. We support the shift towards greater use of waterborne freight, and Government intends to undertake a comprehensive review of the potential for waterborne freight and the barriers that currently constrain its growth. Shipping is a commercial market, and demand for shipping goods stems from wider economic demand, but it is important the sector can respond to those opportunities. Government continually considers the UK offer to attract shipping businesses to base themselves, and operate in, the UK market. Recent improvements to Tonnage Tax for shipping operators have proved successful.The Department also remains committed to increasing the number of seafaring jobs in the UK. The apprenticeship levy is available for use in the maritime industry, including for ratings apprenticeships, and the Department and MCA continues to fund 50% of a cadetship through the £18m Support for Maritime Training (SMarT) fund.

What recent discussions she has had with representatives from the maritime ports sector on modal shift of freight from road to domestic short sea shipping routes.

Departmental officials have discussed the case for promoting greater use of coastal and other domestic short-sea shipping routes with the British Ports Association and with the UK Major Ports Group on several recent occasions. The Government remains committed to incentivising modal shift.

What assessment her Department has made of the potential impact of expanding the UK Emissions Trading Scheme to maritime on (a) the international competitiveness of the UK’s cruise sector, (b) Liverpool Cruise Port and (c) other British ports.

The domestic expansion of the UK Emissions Trading Scheme (ETS) will only include emissions from international voyages, including cruises, produced while at berth in UK ports. This means there is no net loss of competitiveness for international cruise visits to UK ports relative to ports in the European Economic Area (EEA), where these emissions are already in scope of the EU ETS. As such, the impact is expected to be minimal. This is also the case for UK ports in general, and whilst the specific impacts on Liverpool Cruise Port have not been assessed, the impact on UK ports is not expected to be significant, as neighbouring competing ports in the EEA face equivalent regulations under the EU ETS. In September 2025, we announced a further £448 million of funding for the UK SHORE programme. This funding will continue to support clean maritime solutions, including the decarbonisation of ports and vessels at berth.

What steps her Department is taking to engage with Crown Dependencies and Overseas Territories on the impact of proposals to expand the UK Emissions Trading Scheme to international maritime voyages.

Officials from my department and the Department for Energy Security and Net Zero recently ran consultation engagement sessions with Crown Dependencies and Overseas Territories following the publication of the consultation on expansion of the UK ETS to international maritime voyages.Crown Dependencies and Overseas Territories were also encouraged to submit a written response to the consultation. The consultation closed on the 20 January, and officials are now analysing responses.We will continue to engage with Crown Dependencies and Overseas Territories and use their input to inform policy developments.

What assessment she has made of the adequacy of (a) spending by the rail industry on private security and (b) her Department's funding for the British Transport Police.

The Department is committed to working with the rail industry as we move towards the creation of Great British Railways to ensure that security provision on the network keeps staff and passengers safe. The Department are currently undertaking analysis of private security spend by the 14 train operating companies that have been or are due to be nationalised. The British Transport Police (BTP) budget is set by the British Transport Police Authority (BTPA). BTP's costs are passed on to individual Train Operating Companies and Network Rail. BTPA sets the BTP’s budget annually following proposals from the Force and views from industry. BTP work closely with BTPA and industry operators to make final resourcing decisions with their agreed budget. In the year 2025/26 BTP received a 5.9% budget increase. The budget for 2026/27 will be set by the BTPA imminently following engagement with the rail industry. Like other police forces the BTP has operational independence, so the BTP Chief Constable and Chief Officers use a variety of data to inform the deployment of officers and other resources, following the agreement of the budget.

What assessment she has made on (a) value for money and (b) quality of service of bringing outsourced rail security provision in-house as contracts expire.

Ensuring value for money is a requirement for all DfT contracted train operators. Publicly owned train operators also have a duty to follow the guidance on managing public money.

Which of the train companies contracted to the DfT have outsourced security contracts; and the value and length of those contracts are.

The majority of DfT contracted train operators have contracts for specialist passenger facing security provision. Contract details for public sector operators can be found at this link https://www.gov.uk/contracts-finder. Details of private sector operators’ contracts are commercially confidential.

How many (a) certificates of competency and (b) certificates of equivalent competency were issued to ships’ cooks by the Maritime and Coastguard Agency in each year between 2015 and 2024.

Please see below table for the number of certificates of competency issued for ships’ cooks in each year between 2015 to 2024 Ships Cooks Certificates of Competency issued Year2015201620172018201920202021202220232024TotalCerts Issued141141190254397134836575921572 Please be advised that there is no requirement for a certificate of equivalent competency for Ships Cook.