Written questions by Holden.

Whether his Department has assessed the recommendations of the Independent Greenhouse Gas Removal Review, published on 23 October 2025; and what is his timeline for responding to that report's recommendations.

Awaiting answer.

Whether Ofgem has reviewed the Employment Tribunal case involving the Drax whistleblower; and whether Ofgem has assessed whether any matters raised in that case have implications for Drax’s compliance with sustainability reporting requirements under the Renewables Obligation regime.

Awaiting answer.

Pursuant to the Answer of 12 March 2026 to Question 118924, what estimate his Department has made of (a) the proportion of UK Emissions Trading Scheme costs in the maritime sector expected to be passed through to consumers and (b) how that estimate varies by subsector, including ferries and passenger services; and what international evidence underpins those assumptions.

The Impact Assessment finds UK ETS compliance costs are modest relative to operators’ overall costs and does not identify significant consumer price impacts. This is expected to be consistent across maritime subsectors. For ferries and passenger services, the Government has not undertaken route level modelling for the UK ETS domestic maritime expansion, as operators’ commercial decisions, vessel utilisation and fare structures vary widely. The EU ETS, which includes some passenger ferries in scope, shows fare changes have generally been in the low single digit range. Early evidence from the EU scheme suggests short‑sea shipping routes and ferry fares increased by 3-11% under comparable carbon pricing.

Pursuant to the Answer of 10 March 2026 to Question 116783, on Energy: Housing, what assessment his Department has made of the aggregate impact on total household energy consumption of voltage reduction technologies installed in domestic properties, taking into account (a) the proportion of appliances that are power-controlled and resistive, and (b) likely behavioural responses by consumers to any reduction in appliance performance.

The lowering of voltage only reduces electricity consumption with resistive appliances. a)The relative proportion of appliances that are power-controlled vs resistive is moving in favour of power-controlled appliances due to changes in technology. For example, filament bulbs, electric bar fires, immersion heating and older white goods are resistive, but more efficient LED bulbs, heat pumps, EV chargers and modern white goods with asynchronous motors are power controlled. b) The department has not conducted studies of consumer responses to poorer performance from their resistive appliances due to lower voltages.

Whether his Department has considered implementing the measures suggested by the International Energy Agency following the global oil and gas supply issues resulting from Iranian efforts to impede oil and gas transfers via the straight of Hormuz.

The Department works closely with the International Energy Agency to monitor oil and gas markets, including risks arising from disruption around the Strait of Hormuz. The IEA has published a range of potential measures as advice to governments across the world. These are recommendations rather than requirements. The Government has no current plans to implement the measures suggested and will continue to work with industry and international partners to safeguard energy security.

What assessment he has made of the potential impact of current electricity costs on the rate of electric vehicle uptake; and what assessment he has made of the effect of electricity pricing mechanisms on those costs.

On electric vehicle uptake, the Department for Transport has not assessed the potential impact of current electricity costs on the rate of uptake, and it is too early to determine how changes in fuel and electricity prices may influence electric vehicle adoption. The Department for Transport will monitor closely and remains fully committed to the ZEV transition. On energy pricing, Ofgem are reviewing how we could recover energy system costs from consumers (including consumers who own electric vehicles) in ways that are fairer and more efficient through their Cost Allocation and Recovery Review. DESNZ are working closely with the regulator on this.

What assessment he has made of the potential impact of UK ETS compliance costs on ferry fares for passengers and businesses, particularly those in the hospitality sector using the Isle of Wight route.

The Impact Assessment does not identify significant consumer price impacts and finds that compliance costs for domestic maritime operators are modest relative to their overall operating costs, with fuel and carbon costs forming only one part of total running costs. These findings are consistent with international evidence showing changes to ferry ticket prices in the low single digit range under equivalent carbon pricing.The Government will review the maritime element of the United Kingdom Emissions Trading Scheme in 2028 to ensure that its impacts remain accurate, proportionate and fully assessed as the sector continues to decarbonise.

Whether his Department is reviewing documents released to the media in March 2025 in relation to the employment tribunal involving the Drax whistleblower; and whether any findings from that material have been shared with the regulator.

DESNZ does not hold these documents, so is not reviewing them and has not shared them with Ofgem.

A) what services were provided under contract PS24098 awarded to Guidehouse Europe Limited titled “Consulting service for internal assurance of existing sustainability assurance arrangement”; b) which body within his Department or its arm’s-length bodies commissioned that contract; c) what the objectives and scope of the consultancy work were; d) what deliverables were produced under the contract between 5 August 2024 and 30 September 2024; and e) whether the Department plans to publish the outputs of that work.

Following a report published by the National Audit Office in January 2024, titled “the government’s support for biomass”, the Department for Energy Security and Net Zero commissioned Guidehouse to review the robustness of the biomass sustainability assurance processes which were in place at the time. Guidehouse produced a report for the Department in September 2024. There are no plans to publish this report.

Pursuant to the Answer of 18 February 2026 to Question 112225, whether he has made an estimate of the level of passthrough to consumers as a (a) cost increase per passenger ticket and (b) percentage increase in fares.

As set out in the Impact Assessment, any passthrough to consumers is expected to be modest. International evidence, including from the EU ETS, shows fare changes have generally been in the low single digit range. The Government has not undertaken route level ferry fare or passenger ticket modelling for the UK ETS domestic maritime expansion, as operators’ commercial decisions, vessel utilisation and fare structures vary widely.

Pursuant to the Answer of 2 March 2026 to Question 115442, what his evidential basis is that linking the UK Emissions Trading Scheme with the EU Emissions Trading Scheme will minimise administrative burdens for operators and support economic growth and decarbonisation.

Linking the UK and EU emissions trading schemes is expected to bring significant economic benefits to the UK, including a cheaper path towards decarbonisation by providing businesses with access to a larger, more stable and liquid carbon market which will help support investment in low-carbon technologies. Linking would also lower costs and lower barriers to trade for UK businesses by creating the conditions for mutual CBAM exemptions. Consultation responses from maritime stakeholders have largely supported alignment of requirements across the two schemes to reduce the administrative burden for operators participating in both schemes.

What assessment his Department has made of the impact of voltage reduction technologies installed in homes on household energy bills.

The effect of voltage reduction on consumer bills varies between appliances. For appliances that are power controlled (including most electronics, LED lighting, EV chargers and heat pumps), lowering the voltage does not reduce energy consumption and reduce consumer bills. For appliances that are resistive (electric heaters, filament lights), the devices work less well at lower voltages and the effect on consumer bills depends on the consumer’s response to this reduction in performance (e.g. by switching on more heating or lighting).

Pursuant to the Answer of 2 March 2026 to Question 114111, whether he has made an assessment of the potential merits of centrally collecting data on the procurement of retread and single-use imported tyres for heavy vehicle fleets for his Department and its arms length bodies; and if he will make it his policy to introduce arrangements to do so.

No such assessment has been made.

Whether his Department has considered reinstating voltage optimisation technologies in the Energy Saving Materials framework.

DESNZ has not considered reinstating voltage optimisation technologies in the Energy Saving Materials framework due to limitations in the performance of the technology. Voltage optimisers work by reducing the voltage to close to the lower permitted limit of 216.2V. Devices such as electric fires and incandescent lamps lower their energy consumption at lower voltages but also work less well – being less effective at heating or lighting. Power controlled devices such as LED lighting, heat pumps and electric vehicle chargers do not lower their energy consumption, and for these, voltage optimisers are ineffective.

Pursuant to the Answer of 13 January 2026 to Question 102835, under what conditions would a contract be terminated.

Where the generator is found to be non‑compliant with the conditions of public support, enforcement action is available, including the withholding of subsidy and contract termination. The Low Carbon Dispatchable Contract for Difference (LCD CfD) contains various rights of termination for the contract Counterparty (LCCC) in the event the Generator (Drax) breaches key obligations. This includes the ability to terminate the CfD in the event of repeated and material breaches of the sustainability requirements. For the full text setting out the LCD CfD Termination rights, see Termination - Part 12 (p.186) here: Low Carbon Dispatchable Contracts for Difference Terms and Conditions - Low Carbon Contracts. Any such action would be taken on the basis of evidence and in line with the relevant statutory and contractual frameworks.

What information their Department holds on (a) the proportion of tyres procured that were re-tread tyres for (i) Department-operated and (ii) commercially contracted heavy vehicle fleets, including lorries, buses and refuse vehicles and (b) the volume of tyres procured for those fleets that were single-use imported tyres in the last 12 months; and whether such information is held centrally or by individual contractors.

The Department for Energy Security and Net Zero does not hold the information requested by the Rt hon Member.

Pursuant to the Answer of 5 February 2026 to Question 110095, what assessment he has made of the potential impact of the absence of route-level ferry fare modelling risks on consumer price impacts for ferry-dependent communities.

The Government has not undertaken route level ferry fare modelling for the UK ETS domestic maritime expansion. This is because, as we set out in the Impact Assessment, operators’ commercial decisions, vessel utilisation and fare structures vary widely. The qualitative assessment indicates that any passthrough to consumers is likely to be modest. The Government will review the maritime element of the UK ETS in 2028 with further consideration of regional or distributional impacts.

Pursuant to the Answer of 5 February 2026 to Question 110095, whether the Department plans to publish route-specific or island impact assessments before domestic maritime is brought into scope of the UK ETS in 2026.

The Impact Assessment set out that it is not possible to robustly break down compliance costs to the level of individual routes or service types, as ticket prices, fare structures and commercial operating decisions vary widely. The Assessment therefore considers impacts at the sector and scheme level. The Authority consulted extensively with all operators, including those serving island mainland and shortsea routes, to ensure all perspectives informed policy development.

Whether his Department provides (a) funding and (b) any other support for increasing (i) grid capacity and (ii) enabling electrification at Portsmouth International Port.

The Maritime Decarbonisation Strategy, published in March 2025, sets out domestic goals and commitments to decarbonise maritime transport, and a call for evidence on Net Zero Ports was launched to assess future energy demand at ports such as Southampton and Portsmouth International. While the Government does not directly fund increases in electricity network capacity, we support Ofgem in their work to incentivise electricity network companies to invest strategically, ensuring plans reflect emerging demands from electrifying sectors. Through the UK Shipping Office for Reducing Emissions, Portsmouth International Port received nearly £20m of R&D funding to support a shore power trial.

Whether his Department provides (a) funding and (b) any other support for increasing (i) grid capacity and (ii) enabling electrification at the Port of Southampton.

The Maritime Decarbonisation Strategy, published in March 2025, sets out domestic goals and commitments to decarbonise maritime transport, and a call for evidence on Net Zero Ports was launched to assess future energy demand at ports such as Southampton and Portsmouth International. While the Government does not directly fund increases in electricity network capacity, we support Ofgem in their work to incentivise electricity network companies to invest strategically, ensuring plans reflect emerging demands from electrifying sectors. Through the UK Shipping Office for Reducing Emissions, Portsmouth International Port received nearly £20m of R&D funding to support a shore power trial.