Written questions by Holden.

With reference to the Office of Rail and Road’s 2024–25 train operator statistics, whether she plans to use the data on (a) cancellations, (b) delay minutes and (c) compensation claims as a baseline for new rigorous performance standards.

GBR will bring together track and train, and there will be a greater whole-industry focus for the growing group of public sector operators as we move towards GBR. The department will expect GBR to meet targets for punctuality, reliability, service quality and customer satisfaction, and will be required to publish its performance against these targets on a regular basis.

Whether the Department has identified any (a) underspends, (b) extensions and (c) project delays in the delivery of funding under the HGV Parking and Driver Welfare Fund.

Through the HGV parking and driver welfare grant scheme the Department and industry partners are projected to deliver up to £35.7m of joint investment to enhance truck stops across England. This significant investment is in addition to joint investment by National Highways and industry of up to a further £30 million, aimed at improving lorry parking facilities along the strategic road network. There has been no reduction in the government funding awarded through the scheme. Some operators who were awarded grants have, for a range of business and operational reasons beyond the government’s control, subsequently decided not to proceed with developments or reduced the scope of their projects. Some of the reasons operators have given have been revisions to their projects’ scope, change of ownership, restructure at board level, financial difficulties and planning permission being denied for their works. All applications that met the scheme’s criteria were approved funding by the DfT HGV Match Funding Grant Scheme. The scheme has been extended until March 2026 to allow more time for projects to be completed.

What estimate she has made of the number of UK-based sustainable aviation fuel production facilities that have commenced construction since July 2022; and how many jobs have been created through those production facilities.

Through the Advanced Fuels Fund (AFF) the government is providing funding to support first-of-a-kind commercial and demonstration-scale SAF projects in the UK. The Government is also introducing a revenue certainty mechanism to support UK-based SAF projects secure successful final investment decisions. The Department estimates that low carbon fuels production can support up to 15,000 jobs in the UK by 2050.

What trials his Department is undertaking relating to the frequency of (a) appointments, (b) interventions and (c) workcoach support provided to (i) young people and (ii) people with neurodivergent conditions.

As referenced in the Get Britain Working White Paper the Universal Credit Conditionality Evidence (UCCE) Project is currently running two large, randomised control trials testing the impact of varying the frequency of interventions, and the channel for providing support in Universal Credit; a full process evaluation and impact assessments will be published once complete. The Department is committed to refreshing our evidence base and recently published its Evidence and Evaluation Strategy 2025. Goal 1 (enable people to get into work and to get on at work, ensuring employment opportunity for all) outlines how research and evaluation will inform our Labour Market reforms. The department currently provides young people aged 16-24 with labour market support through an extensive range of interventions at a national and local level. This includes flexible provision driven by local need, nationwide employment programmes and support delivered by work coaches based in our Jobcentres and in local communities working alongside partners. Our plan to Get Britain Working includes a new Youth Guarantee for all young people aged 18-21 to ensure that they can access quality training opportunities, an apprenticeship or help to find work. This includes targeted support for young people who are NEET (not in education employment or training) or at risk of becoming NEET. Outside of DWP provision, our new voluntary, locally-commissioned, Supported Employment programme, Connect to Work, is for anyone who is disabled, has a health condition or is experiencing non-health related barriers to work. Participants are given a dedicated specialist employment support adviser who works alongside them to understand their career goals and help them to address any specific barriers to employment. Participants are supported to have conversations with prospective employers, removing the need to go through complex application processes. The employment adviser works with both the employer and the participant to ensure that the transition into work is smooth and that the workplace is inclusive. The programme is being led by local authorities across all of England and Wales and is rolling out throughout this year and early 2026. Local Authorities are required to offer Connect to Work through two models of Supported Employment – Individual Placement and Support and Supported Employment Quality Framework. The latter framework has been specifically designed, and has a proven track record, to support individuals with learning disabilities or who are neurodivergent to get into sustainable employment.

What estimate she has made of the cost per tonne of carbon dioxide reduction achieved through the Revenue Certainty Mechanism compared to other Sustainable Aviation Fuel pathways; and what assessment she has made of the value for money of this policy for taxpayers.

The Sustainable Aviation Fuel (SAF) Mandate is the UK’s key policy to decarbonise jet fuel, and could deliver up to 6.3 megatonnes of carbon savings in 2040. The SAF Revenue Certainty Mechanism (RCM) will support investment in UK SAF production and delivery of SAF Mandate targets. The relevant greenhouse gas savings have been accounted for in the SAF Mandate’s Cost-Benefit Analysis. The Government is committed to delivering value for money. The RCM will be funded via a variable levy on aviation fuel suppliers. The Government will actively monitor and control scheme costs, including through the setting of strike prices and by controlling the scale and number of contracts awarded, and it has set out the potential costs and benefits that may arise from the RCM scheme in the Cost-Benefit Analysis, published in May 2025.

What progress her Department has made on resolving clearance issues at Marle Pit on the Midland Main Line.

Following the decision to pause further electrification of the Midland Main Line, the department has been in discussion with Network Rail regarding their plans to conclude their current activities in a safe and controlled way. This has included a review of planned route clearance works in Sutton Bonington, Nottinghamshire. As part of this review, the works at Marle Pit bridge will be replanned when funding becomes available and electrification of the route can be re-started. While this is not expected to be within the next four years, the programme is being kept under active review as part of our longer-term pipeline of schemes.

Whether her Department plans to reintroduce development funding for rail freight enhancement schemes (a) paused and (b) cancelled after the Comprehensive Spending Review 2025.

No rail schemes were cancelled as a part of Spending Review 2025 but we had to prioritise the schemes that would have the greatest impact in supporting our missions in the shortest period, whilst maintaining an affordable and sustainable enhancements portfolio. This meant not all schemes could be progressed at this time. The Secretary of State made clear in her 8 July 2025 announcement on rail and road projects the schemes that have been prioritised for progression in the Spending Review period. A number of schemes, including potential freight schemes, some of which had been paused or cancelled prior to the Spending Review by the previous government, could not be taken forward at this time but will be kept under review as part of our pipeline for potential progression in future as funding becomes available.

What assessment she has made of the potential impact of electrifying the branch between London Gateway and Thames Haven Junction on (a) the efficiency, (b) the reliability and (c) the reduction in emissions of freights.

Initial assessments do indicate that electrifying the branch between London Gateway and Thames Haven Junction would improve the efficiency and reliability of rail freight while reducing emissions. We will continue to work closely with Network Rail and other industry partners in assessing the viability and affordability of this proposal.

What steps her Department is taking to improve rail freight access between PD Teesport and London Gateway.

Network Rail have taken steps to increase port connectivity by increasing the number of paths from both Teesport and London Gateway. Collaborative working between Network Rail, DP World and freight operators has led to capacity out of London Gateway more than doubling in the past year, increasing from 10 to 22 available paths. Launched in Summer 2024, Network Rail’s Access Charges Discount Policy offers timebound 6-month discounts on track access charges for new freight flows, whilst volumes on new services build up and become financially sustainable. In April of this year, under the Discounts Policy, a new daily service between Teesport and Doncaster was approved, releasing more capacity from the North East to South Yorkshire. In the same month, a new service from London Gateway to Tinsley commenced, running six additional trains per week.

When she plans to decide whether her Department will progress the Ely Area Capacity Enhancements scheme to the next development stage.

Secretary of State set out the schemes that have been prioritised for the Spending Review period in her 8 July announcement and made clear that other schemes would be kept under review as part of our pipeline for potential progression in future as funding becomes available. The Ely Area Capacity scheme was closed by the previous government and it has not been possible to reprioritise it at the most recent Spending Review.

What assessment she has made of the potential merits of freight capacity of (a) the Ely Area Capacity Enhancements, (b) the Northallerton–Eaglescliffe Gauge Clearance and (c) other schemes identified in Network Rail’s pipeline following the Comprehensive Spending Review.

The Department has previously approved initial progression of development work with Network Rail on a) Ely Area Capacity and b) Northallerton-Eaglescliffe Gauge Clearance schemes, both of which identified potential for increasing the capacity for freight on the routes. These schemes and a number of c) others, were not prioritised in the Spending Review for progression at this time but will be kept under review as part of our pipeline for potential progression in future as funding becomes available. The Secretary of State set out the road and rail schemes that have been prioritised for progression in the Spending Review period 8 July 2025, which includes schemes that will have benefits for freight capacity.

If he will make an assessment of the potential impact of changes to funding for Level 7 apprenticeships on levels of workforce (a) up-skilling and (b) productivity in (i) all sectors and (ii) the transport and aviation sectors; and how much and what proportion of the Growth and Skills Levy collected in the 2024-25 financial year has not been spent.

The government's decision on defunding Level 7 apprenticeships for those aged 22 and over, including a summary of the evidence that informed that decision, is published here: Written Statements - Hansard - UK Parliament. All UK employers with an annual pay bill above £3 million pay 0.5 per cent of their pay bill to invest in apprenticeship training. HM Revenue and Customs (HMRC) is responsible for collecting the levy on behalf of the government. The Department for Education is responsible for apprenticeships in England only. The department receives an annual protected apprenticeships budget which is agreed at Spending Reviews. Although closely linked, this is distinct from the total levy income collected and the funds in employer accounts. In total, this apprenticeship budget covers the spend drawn down by all levy-paying employers, as well as apprenticeships for those who do not pay the levy, the costs of English and maths tuition for apprentices, and additional payments to employers, training providers and apprentices. It also covers the administrative costs of running the apprenticeships programme. 100% of the apprenticeships budget was spent in the 2024-25 financial year. The final outturn was £2,769m, in line with the budget.

Whether her Department has made an assessment of the potential impact of Section 6.2.2. of the British Standard BS 8300-1:2018 entitled Design of an accessible and inclusive built environment, published on 31 January 2018 on the guidance entitled LTN 1/20 Cycle Infrastructure Design, published on 27 July 2020.

Section 6.2.2. of British Standard 8300-1:2018 gives advice on designing bus stops in relation to cycle facilities, including what are sometimes called ‘floating bus stops’. It has the status of good practice guidance as there is no requirement in legislation to comply with it. Section 6.2.2 would in practice prevent local authorities from implementing any kind of floating bus stop. The Government does not believe that a complete ban on floating bus stops is appropriate, given the need to improve safety for cyclists and to enable more people to cycle. The Government is fully aware of the concerns raised – particularly from visually impaired people and organisations on their behalf – about floating bus stops. The Bus Services (No. 2) Bill includes a requirement for the Secretary of State to produce statutory guidance for local authorities in England on the provision and design of floating bus stops. Alongside this, the Government has committed to asking local authorities to pause certain types of shared-use design in which the cycle route runs between the kerb and the shelter, requiring people to board or alight straight into a cycle track. More information will be provided to local authorities at Royal Assent of the Bill.

Whether her Department has received updated cost estimates for Channel Tunnel container gauge clearance.

I am aware of industry proposals to enhance Kent routes to ‘W12’, in order to enable more containerised traffic from Europe, which was estimated by Network Rail to cost around £200m. Network Rail has been considering more affordable, incremental gauge clearance proposal as a step towards W12, with estimated costs below £50m. However, any investment decision will be subject to the usual business case process, working with industry, and will need to clearly demonstrate demand for enhanced infrastructure.

Whether her Department has made an assessment of the potential impact of road user charges on haulage sector costs since July 2024.

The Department engages with the road haulage industry regularly about issues faced by the sector, including cost pressures.

What proportion of vehicles subsidised through the Electric Vehicle Grant Scheme were manufactured outside the United Kingdom in 2025–26.

The Department is unable to confirm the proportion of vehicles supported by Electric Car Grant that were manufactured outside the United Kingdom as the 2025/26 sales year is ongoing and grants are only paid following the vehicle’s delivery to the customer, which can extend up to nine months from the point an order is made.

What estimate her Department has made of the cost of private operator exit arrangements during the transition to Great British Railways.

The process to close National Rail Contracts is set out in the contract themselves which are published on the gov.uk website. The process ensures value for money for the taxpayer is protected from the outgoing operator as the balance sheets are unwound and revenues collected on the Department’s behalf in accordance with the contract.

Whether her Department has set limits on financial support for rail operating losses under Great British Railways.

As per the GBR consultation document, government funding for rail service provision will continue to be determined via Spending Reviews.

Whether her Department has made an assessment of the potential impact of the changes made to national road maintenance capital allocations at the 2025 Spending Review on local highway maintenance performance indicators.

At the Spending Review, the Government announced £24 billion of capital funding between 2026-27 and 2029-30 to maintain and improve our motorways and local roads across the country. This funding increase will allow National Highways and local authorities to invest in significantly improving the long-term condition of England’s road network, delivering faster, safer and more reliable journeys. This includes £1 billion for key local highway enhancement projects and a new Structures Fund for repairing run-down bridges, decaying flyovers and worn-out tunnels. The Government will confirm highways maintenance funding allocations for local highway authorities in due course.

Whether her Department has set a maximum proportion of devolved transport funds that may be used for (a) programme management and (b) administration costs in the 2025-26 financial year.

For the financial year 2025/26, the Department secured and allocated a City Region Sustainable Transport Settlements (CRSTS) revenue resource funding (RDEL) uplift of £93 million for the nine recipient Mayoral Strategic Authorities (MSAs), which was confirmed by the Department in January this year. This devolved funding is for MSAs to build capacity and capability within their organisations, in order to support the delivery of their CRSTS programmes, as well as manage the transition between CRSTS and the next five-year Transport for City Regions (TCR) settlement period from April 2027 to March 2032.