Written questions by Holden.

What mechanisms her Department uses to ensure consistency in (a) data reporting and (b) financial control between Great British Railways and devolved transport bodies.

The creation of Great British Railways (GBR) will bring about changes in the way that rail services are managed, and in the way rail operates as a whole. In its role as the ‘directing mind’, GBR will integrate track and train at a local level to better deliver for passengers, taxpayers, and freight customers and to unlock growth. Given GBR is not yet established, detailed work on its design, implementation, and interactions with other bodies remains underway.

Whether her Department has made an assessment of the potential impact of the electric vehicle grant on employment in the automotive manufacturing sector.

The Electric Car Grant supports sustainably manufactured electric vehicles, which the UK automotive sector is well placed to benefit from. The Government is supporting domestic manufacturers, which directly employ 132,000 people, to transition to zero emission technology with the £2.5 billion DRIVE35 programme, part of the UK’s modern Industrial Strategy.

Whether her Department has made an estimate of projected administrative savings from consolidating train operating companies under Great British Railways.

The Government expects to make efficiencies and savings through public ownership of rail services and from rail reform with the creation of Great British Railways. This means that the rail passenger services subsidy will reduce over the period covered by the Spending Review 2025. Moreover, Great British Railways will deliver the integration and cost-saving benefits that come with overseeing both infrastructure and service delivery together in a single organisation.

What criteria her Department uses to assess the value for money of devolved transport funding allocations to mayoral combined authorities.

Mayoral Combined Authorities (MSAs) in receipt of devolved City Region Sustainable Transport Settlements (CRSTS) and Transport for City Regions (TCR) settlements are required to assess the value for money of schemes against Green Book guidance as part of their business case development. In addition, certain schemes that reach defined thresholds are retained with additional scrutiny provided by the Department.

With reference to the press release entitled Biggest ever investment in city region local transport as Chancellor vows the 'Renewal of Britain', published on 4 June 2025, how much and what proportion of the funding announced for local transport projects has been allocated to each mayoral combined authority.

Allocations for each Mayoral Strategic Authority were confirmed in June and published on gov.uk. online.

How many senior executive roles at Great British Railways have been appointed at salaries exceeding £150,000 per annum.

No senior executive appointments have been made to Great British Railways, as it does not exist yet.

Whether any mayoral combined authorities have requested flexibility in the use of devolved transport funds allocated through the 2025 Spending Review.

As City Region Sustainable Transport Settlements (CRSTS) and Transport for City Regions (TCR) settlements funding is devolved, the programme already affords Mayoral Combined Authorities (MSAs) flexibility in the use of funds to support local needs and strategic aims. From April 2026, six MSAs will receive CRSTS and TCR as part of an Integrated Settlement providing greater flexibility. The Department will continue to engage with MSAs as they develop their programmes.

Pursuant to the Answer of 19 September 2025 to Question 76656 on Railways: Industrial Disputes, whether her Department has (a) had discussions with (i) TransPennine Express and (ii) CrossCountry on industrial action concerning new technology payments; and (b) made an assessment of trends in the level of remuneration arrangements for electronic ticket scanning across contracted train operating companies.

It is for a train operator, as employer, to negotiate terms and conditions that are fair to staff and affordable for taxpayers. Both CrossCountry and Transpennine Trains have kept officials informed on the progress of negotiations with the RMT. I understand that CrossCountry and RMT have recently made progress on a number of issues in dispute including this one, leading to the suspension of industrial action on 18 October.

Pursuant to the the Answer of 8 September 2025 to Question 71272 Lower Thames Crossing, for what reason no evaluation of the Lower Thames Crossing was completed prior to approval of the Full Business Case; and whether any interim assessments have been undertaken by (a) her Department and (b) the National Infrastructure and Service Transformation Authority.

The Full Business Case (FBC) for the scheme has not yet been developed. Decisions on the scheme remain subject to the Department’s established governance and assurance processes. These include rigorous internal scrutiny and oversight mechanisms, as well as engagement with external assurance bodies, including the National Infrastructure and Service Transformation Authority (NISTA).

Whether the review of powered mobility devices will consider (a) restricting and (b) prohibiting the use of mobility scooters on pavements.

Mobility scooters and powered wheelchairs are already legally restricted to 4 miles per hour on pavements. As part of the powered mobility device review, we intend to consult publicly to ensure everyone has the opportunity to give their views and make sure the regulations are designed with, and not for, disabled people. The safety of all users who rely on a powered mobility device, pedestrians and other road users will be a key consideration in the review.

How much funding from the HGV Parking and Driver Welfare Fund was contractually committed to specific projects as of 1 October 2025.

The total amount of funding contractually committed to improvement projects for the HGV Parking Matched Funding Grant Scheme, as of 1st October, is £13,849,303.45. The scheme held three windows (each open approximately 8 weeks) for which the financial breakdown is recorded per window rather than financial years. Application window openedTotal awardedTotal - spend to dateWindow 1 - Nov 2022£5,427,497.05£4,654,503.89Window 2 - Sept 2023£4,778,778.09£4,156,025.66Window 3 - May 2024£3,643,028.31£1,361,536.83Overall MFGS£13,849,303.45.£10,172,066.38

How much her Department has spent through the HGV Parking and Driver Welfare Fund in each year since 2021.

The total amount of funding contractually committed to improvement projects for the HGV Parking Matched Funding Grant Scheme, as of 1st October, is £13,849,303.45. The scheme held three windows (each open approximately 8 weeks) for which the financial breakdown is recorded per window rather than financial years. Application window openedTotal awardedTotal - spend to dateWindow 1 - Nov 2022£5,427,497.05£4,654,503.89Window 2 - Sept 2023£4,778,778.09£4,156,025.66Window 3 - May 2024£3,643,028.31£1,361,536.83Overall MFGS£13,849,303.45.£10,172,066.38

Whether her Department undertook a value-for-money assessment under HM Treasury Green Book guidance before announcing its support for the expansion of Heathrow Airport.

A Treasury Green Book Value for Money assessment is a process and judgement about the optimal use of public resources to achieve the stated objectives of a project. We have been clear throughout that any expansion of Heathrow Airport should be funded entirely by the private sector.

Whether her Department has set targets for growth in rail freight volumes between 2025 and 2030.

The Government is committed to supporting rail freight growth, recognising its significant economic and environmental benefits, as well as the role it plays in the UK’s resilience. We have confirmed that there will be an overall target of a 75% increase in rail freight moved by 2050. More granular growth targets for GBR will follow in due course. For the current Control Period 7 (2024 to 2029) Network Rail have a regulated growth target of 7.5% increase in freight moved. In the first year, statistics from the Office of Rail and Road (ORR) reported a 5% increase.

Whether she plans to increase Air Passenger Duty on domestic or international flights; and whether she has made an assessment of the potential impact of any such increase on (a) regional connectivity and (b) aviation sector competitiveness.

Air Passenger Duty (APD) applies to airlines and is the principal tax on the aviation sector. It is expected to raise £4.7 billion in 2025-26 and it aims to ensure that airlines make a fair contribution to the public finances, particularly given that tickets are VAT free and aviation fuel incurs no duty. At Autumn Budget 2024, the Government announced increases to APD rates for 2026-27, which partially make up for a real-terms fall in rates following a period of high inflation. The increase equates to £1 per economy class passenger more for those taking domestic flights, and for those travelling short-haul in economy class, this will be an increase of £2 per passenger per flight. A higher rate currently applies to larger private jets, and this will rise by an additional 50 per cent on top of the general increase made to all APD rates. The Government also published a consultation on the extension of the higher rate to cover all private jets already within scope of the APD regime. At present, the higher rate only applies to larger private jets, and so many private jet passengers pay the same rates as commercial airline passengers. The consultation closed on 22 January and the Government will respond in due course. The Chancellor makes decisions on tax policy at fiscal events in the context of public finances. The Government publishes Tax Information and Impact Notices (TIINs) alongside tax policy changes.

Whether she plans to increase fuel duty; and whether she has made an assessment of the potential impact of any such increase on the (a) cost of living and (b) business transport costs.

The Government carefully considers the impact of fuel duty on households and businesses and the public finances, with decisions on rates made at fiscal events.

Whether she plans to introduce or extend VAT to private hire vehicle journeys; and whether she has made an assessment of the potential impact of such a measure on (a) fares for passengers and (b) small operators.

Private hire vehicle services provided by VAT-registered businesses are, and always have been, subject to VAT.

Whether she plans to increase the rate of Insurance Premium Tax; and whether she has made an assessment of the potential impact of any such increase on (a) household and (b) business insurance costs.

Insurance Premium Tax (IPT) is a broad-based tax which raises important revenue to fund essential public services including the NHS, defence, and education. The rate of IPT has been unchanged since 2017.The Chancellor makes decisions on tax policy at fiscal events in the context of the overall public finances. At Autumn Budget 2024 and Spring Statement 2025, the Government took a number of difficult but necessary decisions on tax, welfare, and spending to fix the public finances, fund public services, and restore economic stability.

Whether she plans to raise rail fares above the rate of inflation; and whether she has made an assessment of the potential impact of any such increase on (a) passengers and (b) the economy.

No decisions have been made on next year’s rail fares, but our aim is that prices balance affordability for both passengers and taxpayers. There will be an update on changes to regulated rail fares in due course.

What steps she is taking to ensure that reforms to the charity tax regime do not discourage long-term endowment building by local community foundations.

Charities rightly enjoy generous tax reliefs, worth over £6bn in 2024. However, a small number of charities are receiving tax relief in ways that were not intended by Parliament. Charity tax rules are being strengthened to improve HMRC’s ability to challenge abusive arrangements in an appropriate and proportionate way. The new charity rules to be included in the forthcoming Finance Bill for legacy giving and attributable income will help ensure a charity uses its tax relieved income for its charitable purposes. The rules are well targeted and so should not deter legitimate donors from leaving a legacy to charity or prevent charities from building a long-term endowment. The updated rule for tainted donations will replace the current purpose test with an outcome test in order to better prevent the abuse of tax reliefs through arrangements designed to give financial advantages to donors in return for their donation. They are not intended to affect genuine charitable giving or penalise honest donors.Updated guidance will be tested with the sector and published prior to the changes taking effect. This will support charities and donors, giving clarity and reassurance around the rules and making it clear that the honest majority of donors and charities will remain unaffected by these reforms.