Written questions by Holden.

Whether she plans to bring forward legislative proposals to implement a national ban on pavement parking; and whether she has held recent discussions with (a) Guide Dogs and (b) other relevant charities on this matter.

Ministers and Department officials have met with Guide Dogs and other relevant charities earlier this year to discuss pavement parking. The Department has been considering all the views expressed in response to the 2020 pavement parking consultation and is currently working through the policy options and the appropriate means of delivering them. We will announce the next steps and publish our formal response soon.

Pursuant to the Answer of 28 October 2025 to Question 83389 on Transport: Exhaust Emissions, what estimate she has made of (a) total transport-sector emissions between 2025 and 2050 and (b) emissions from (i) cars and vans, (ii) shipping, (iii) aviation, and (iv) rail, (c) total emissions savings from UK Government interventions in those sectors over that period (A) in megatonnes of carbon dioxide equivalent, (B) as a percentage of total projected emissions and (d) the total estimated cost of those interventions to (1) the public purse and (2) consumers.

The Government’s annual publication titled ‘Energy and Emissions Projections’ (EEP) provides estimates of greenhouse gas (GHG) emissions out to 2050 after accounting for policies that have been implemented and planned policies where the level of funding has been agreed, and the policy design is near final. For transport, this includes GHG emissions estimates for domestic transport and international aviation and shipping. The latest publication can be found here: https://www.gov.uk/government/publications/energy-and-emissions-projections-2023-to-2050. The Government’s Carbon Budget and Growth Delivery Plan (CBGDP) was published on 29 October 2025. EEP estimates provided the basis for the emissions baseline in the CBGDP, but some modelling adjustments were made to better align the EEP with sectoral modelling. This approach is explained in the CBGDP Technical Annex, at paragraphs 20 to 21: https://assets.publishing.service.gov.uk/media/6901dfae71b575684c3cf78a/carbon-budget-and-growth-delivery-plan-technical-annex.pdf The CBGDP published estimates of the impact of transport policies and proposals on GHG emissions between now and the end of the Carbon Budget 6 period in 2037. This includes transport policies captured in the EEP, and modelled proposals and policies. Estimates of transport policies’ impact on GHG emissions are included in Table 3 and Table 4 of the CBGDP: https://assets.publishing.service.gov.uk/media/6901d0c2a6048928d3fc2b55/carbon-budget-and-growth-delivery-plan-report.pdf

Pursuant to the Answer of 27 October 2025 to Question 82986 on Aviation: Alternative Fuels, how many UK-based sustainable aviation fuel production facilities have (a) commenced construction and (b) reached final investment decision.

The only commercial scale SAF producer in the UK is P66’s Humberside Refinery. Through the Advanced Fuels Fund (AFF) we have awarded over £198m to 21 UK SAF projects. Information on these projects is published on gov.uk.There are a wide range of SAF projects across the UK using different technologies and at different stages of development. However, much of the information on the development of fuel projects that DfT holds is commercially sensitive. Our policies are both ambitious and pragmatic to the realities of the SAF industry. The SAF Mandate entered into force on 1 January 2025. In its first year, the mandate requires that SAF constitute 2% of total fossil jet fuel supplied, increasing to 10% by 2030 and 22% by 2040. Provisional data suggests the UK was already on track, with SAF accounting for approximately 2% of aviation fuel supplied in 2024.On the supply side, we are creating the right environment to support the future construction of UK SAF production plants through measures such as the UK’s pioneering SAF Clearing House, AFF, and legislation to provide investor confidence via a Revenue Certainty Mechanism.

Pursuant to the Answer of 27 October 2025 to Question 82997 on the Restoring Your Railway Fund, how much and what proportion of previously allocated funding has been (a) spent, (b) returned to the Treasury and (c) written off following the programme’s cancellation.

The Chancellor’s 29 July 2024 announcement confirmed that the Restoring Your Railway programme would be brought to a close, as one of the steps she was taking to address the pressures on the public finances created by unfunded policy announcements made by the previous government. At that time, £349.18m had been spent. The remaining funding anticipated for the Restoring Your Railways fund was reallocated to support other priorities within rail enhancements and across government as part of the Spending Review process. This included concluding work on the delivery of the Northumberland Line, and Dartmoor Line projects, previously part of the RYR fund. The Secretary of State has confirmed funding will be provided for Metrowest (Portishead), Haxby station, Wellington station and Cullompton station projects that had also previously been identified through RYR. No funding was "written off" as part of this process.

Pursuant to the Answer of 24 October 2025 to Question 82409 on Railways: Public Ownership, whether her Department plans to draw on best practice from (a) devolved operators such as Transport for London, Merseyrail, ScotRail and Transport for Wales and (b) private sector train operating companies in developing guidance for publicly-owned operators.

We expect DfT Operator Limited (DFTO) to draw on best practice from across the rail sector, and other relevant sectors, for its operators.

Pursuant to the Answer of 15 October 2025 to Question 77637 on Rail Strikes, whether she made an assessment of the potential merits of using powers under the Strikes (Minimum Service Levels) Act 2023 in the context of industrial action on the transport network since 4 July 2024.

Minimum Service Levels (MSLs) legislation was brought in under the Conservative Government and the Labour Government is repealing it. MSLs do not support a positive and productive relationship between employers, employees, and their trade unions. The implementation of MSLs legislation only exacerbated the national rail disputes, which led to two years of widespread strikes under the last Government. There has been no such industrial action since the General Election.

What her timetable is for publishing the next Rail network enhancements pipeline.

This Government recognises the need to develop stable, long-term pipelines for investment and to give communities, investors and the supply chain visibility and certainty about those pipelines. The Secretary of State set out the rail enhancement schemes across the country that are funded as part of the Rail Network Enhancements Pipeline over the Spending Review period in July. We continue to make announcements on schemes as they progress or are added to the pipeline, such as the recent announcement of the Cowley Branch Line Upgrade on 23 October. Rail enhancements schemes are also set out in the UK Infrastructure pipeline published by NISTA 11 July, which government has committed to update regularly. This provides a level of transparency on the rail enhancements portfolio that has not been seen since October 2019 and the last RNEP update.

Pursuant to the Answer of 24 October 2025 to Question 82735 on Great British Railways, how much her Department expects the rail passenger services subsidy to reduce by in each year over the period covered by the Spending Review 2025.

Rail passenger services subsidy is expected to reduce by over 50 per cent from £2.4 billion in 2024-25 over the period of the Spending Review.

Pursuant to the Answer of 28 October 2025 to Question 84697 on Railways: Fares, what definition her Department uses for the right fare within the Great British Railways ticketing model; whether that definition requires passengers to be offered the lowest available fare for the train they travel on; and whether the fare simplification reforms will apply to open access operators.

What constitutes the right fare differs depending on passenger needs. For example, some passengers may require more flexibility to travel at an earlier or later time than others. Open access operators will remain able to set their own fare structures in the future, but the government supports all efforts to make the system easier for passengers to navigate.

If she will publish the names of the (a) people and (b) organisations responsible for the (i) leadership and (ii) operational design of Great British Railways; and what proportion of those people are (A) civil servants, (B) secondees from private companies and (C) external appointees from the rail industry.

Richard Goodman, Director General, is the Department for Transport’s Senior Responsible Officer for the design of Great British Railways and Chair of the Rail Reform and Strategy Portfolio Board that includes the NR CEO and DfTO CEO.

Pursuant to the Answer of 21 October 2025 to Question 82745 on Roads: Freight, if she will publish all substantive written representations her Department has received from the road haulage industry on road user charges since 4 July 2024; and if she will publish her Department's responses to those representations.

The Department has received no written representations on road user charges from the road haulage industry since July 2024.

Pursuant to the Answer of 28 October 2025 to Question 84701 on Roads: Accidents, whether her Department has requested data from (a) the Home Office and (b) the police on the number of roadside drug-driving tests carried out since 2020.

While statistics on breath tests are published by the Home Office, the equivalent information on roadside drug-driving tests are not. Decisions relating to the collection and publication of this data would be a matter for the Home Office.The National Police Chiefs Council (NPCC) provide information to the Department on the Christmas Drink and Drug Driving campaign, Operation Limit. This includes the number of drink and drug tests administered during the winter period.

Pursuant to the Answer of 28 October 2025 to Question 84700 on Road Traffic Control: Oxford, whether her Department holds information on the level of income the Driver and Vehicle Licensing Agency has received from Oxfordshire County Council for access to vehicle registration data in each year since 2020.

The Driver and Vehicle Licensing Agency (DVLA) has not directly provided vehicle keeper data to or received income directly from Oxfordshire County Council in the time frame specified.

Pursuant to the Answer of 28 October 2025 to Question 83382 on Railways: Safety, what proportion of the campaign’s (a) production and (b) promotion costs were borne by train operating companies (i) owned and (ii) controlled by her Department; and whether she has made an estimate of the cost to the public purse of that rebrand once the operators’ expenditure is included.

The production costs, referenced in the Answer of 28 October 2025 to Question 83382 on Railways: Safety, were all borne by the Department for Transport. To minimise implementation costs, train operating companies (including those under public ownership) will gradually phase out the current See It. Say It. Sorted. campaign materials and are only required to introduce the new posters or announcements when these would usually be replaced through business-as-usual rotation of materials. Campaign posters, both digital and physical, are required to be displayed only at locations which train operating companies already retain for public messaging campaigns or for their own content, and which are not otherwise used for commercial purposes, in order to avoid any loss of advertising revenue. We have not asked train operating companies to provide detailed production or implementation costs as we anticipate them being minimal on this basis.

Pursuant to the Answer of 28 October 2025 to Question 84695 on Bus Services: Fares, when her Department expects to complete its evaluation of the £3 single bus fare cap scheme; and whether she plans to publish that evaluation in full once it is finalised.

The Department for Transport is currently undertaking an evaluation of the £3 single bus fare cap and its impacts, with the full report expected to be published next year.

Pursuant to the Answer of 28 October 2025 to Question 84697 on Railways: Fares, what estimate her Department has made of the number and proportion of passengers who will pay a higher fare; and if she will publish the (a) calculations and (b) methodology that inform this estimate.

Future passenger fares under GBR are subject to ministerial decisions not yet made. Estimates therefore cannot be provided at this time.

With reference to her written statement of 4 December 2024 on Railway Passenger Services, HCWS281, which working practices she intends to reform as part of the Department's plans to modernise the railways; and if she will publish (a) a list of the practices under review and the (b) potential impact of changes to those practices on (i) staff, (ii) service reliability and (iii) costs to the public purse.

Reforms to working practices are taking place via the usual processes, i.e. led by train operators locally, in partnership with trade unions.

Pursuant to the Answer of 28 October 2025 to Question 83387 on Large Goods Vehicles: Electric Vehicles, how much underspend has been identified to date; and what the revised total forecast spend for the programme is in (a) 2024–25 and (b) 2025–26.

The Zero Emission HGV and Infrastructure Demonstrator (R&D) programme had a total programme funding spend of approximately £106 million in the 2024-25 financial year. We are unable to confirm the spend for 2025-26 as the financial year is still in progress with projects placing orders for final zero emission HGVs and infrastructure sites.

Pursuant to the Answer of 18 September 2025 to Question 76344 on South Western Railway: Personnel Management, what the total cost to the Department for Transport Operator was of assuming (a) management and (b) payroll responsibilities for South Western Railway since it was brought into public ownership.

There was no cost to Department for Transport Operator (DFTO) of assuming management of South Western Railway (SWR). SWR pays DFTO an annual management fee. DFTO did not assume payroll responsibilities for SWR, therefore there was no cost incurred. SWR manages its payroll internally and has its own payroll team. This was the case both before and after public ownership. Since the pandemic, the Government has been covering the costs of DfT-contracted operators, in addition to paying private sector operators a management fee. As a result, there are no additional costs to the public purse from terminating contracts as they expire or if operators are found to be in breach.

What recent assessment her Department has made of the value for money of public funding for (a) commercial vehicle charging and (b) hydrogen refuelling infrastructure.

The Government is supporting the uptake of zero emission commercial vehicles, and their supporting charging and fuelling infrastructure, through initiatives such as the Plug-In Truck and Van Grants, which are reducing upfront costs for heavy goods vehicles and vans, and the £30 million Depot Charging Scheme and the up to £200 million Zero Emission HGV and Infrastructure Demonstrator (ZEHID). The Department continually monitors and reviews grants to optimise delivery and value for money.