Written questions by Holden.

How many public electric vehicle chargepoints were installed in each year since 2020; and how many have been installed to date in 2025.

The net increase in the number of charging devices in the UK’s public charging network in each year since 2020 is presented in the below table. Year202020212022202320242025 (up to 1st September)Increase in public charging devices4,2707,6008,68016,62219,65711,829 The figures in this table represent the net increase in the number of public charging devices in the source dataset from year to year. This is the number of devices added to the source data minus the number of devices removed from the source data (e.g. if decommissioned) each year.

What assessment the Department has made of the potential impact of (a) rostering and (b) minimum service agreements on the number of (i) lightly used and (ii) empty trains operating on the network.

The Department requires train operators to provide services across a wide range of markets to support access to transport and connectivity to jobs and services. This means that some trains do operate with low passenger numbers and operational reasons mean it is not practical to match demand to capacity on every service. We expect operators to provide their services in a way that best balances passenger needs, performance and value for money for taxpayers.

Pursuant to the Answer of 8 September 2025 to Question 71243 on c2c: Nationalisation, how many (a) senior management and (b) specialist operational staff have left c2c since its transfer to public ownership on 20 July 2025; and what steps her Department has taken to retain such expertise within the publicly owned rail network.

Since c2c’s transfer to public ownership two months ago no senior management have left. Eight operational staff have left and have been or are being replaced. This is within usual levels of attrition and c2c continues to deploy its workforce planning strategies to ensure sufficient expertise.

What estimate her Department has made of the annual cost to the public purse for payments associated with rolling stock leasing agreements following the transfer of train operating companies into state control.

It is expected that future transfers will see existing rolling stock leasing arrangements novate to the new public sector operator on existing terms as part of the transfer of operations into public ownership. Therefore, we do not expect changes to current cost estimates as a result of the transfer of operations into public ownership.

When her Department plans to publish the regulated rail fare levels for 2026.

No decisions have yet been taken on the regulated fares change for 2026, 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 estimate her Department has made of the potential impact of rail workers' (a) contracts and (b) rosters on the level of subsidy for running (i) lightly-used and (ii) empty rail services.

Rail workers' contracts and rosters are a matter for train operating companies, and while inevitably for operational reasons some services will have low loadings, we expect all operators to regularly review their timetabled services to ensure they are both attractive to passengers and reduce the tax-payer support required for the railway. Great British Railways will be created as a new arm’s length body, bringing together the management of the network and the delivery of passenger services to deliver a more sustainable, affordable and reliable railway.

What enforcement powers the Office of Rail and Road will retain once the Railways Bill is enacted; and in which circumstances her Department, will act as the primary regulator.

The Government is committed to delivering a simpler, more accountable railway with clear responsibilities. The design of the new system and the creation of Great British Railways will ensure that decisions are clear, robust and transparent. Key sector bodies, including the Secretary of State for Transport, the Chair and Board of Great British Railways, the Office of Rail and Road, and the new Passenger Watchdog, will all have an important role to play in keeping Great British Railways accountable. The Office of Rail and Road will continue to play a crucial role in the new sector providing independent monitoring and enforcement across key areas. More detail on the proposed roles for these bodies, including the role of the Office of Rail and Road in funding, licensing and track access, can be found in the consultation document ‘A railway fit for Britain’s future’. We will look to publish the formal Government response to the feedback we received on these proposals in due course.

What assessment her Department has made of the potential impact of transferring the Office of Rail and Road’s (a) regulatory and (b) oversight functions to Great British Railways on (i) passenger protections and (ii) service standards.

The Government is committed to delivering a simpler, more accountable railway with clear responsibilities. The design of the new system and the creation of Great British Railways will ensure that decisions are clear, robust and transparent and that Great British Railways will be accountable for its decisions with appropriate oversight in place. Key sector bodies, including the Secretary of State for Transport, the Chair and Board of Great British Railways, the Office of Rail and Road, and the new Passenger Watchdog, will all have an important role to play in keeping Great British Railways accountable. The Office of Rail and Road will continue to provide external regulation, enforcement and monitoring in the new sector across key areas. More detail on the proposed roles for these bodies, including the role of the Office of Rail and Road in funding, licensing and track access, can be found in the consultation document ‘A railway fit for Britain’s future’. We will look to publish the formal Government response to the feedback we received on these proposals in due course.

Whether the Office of Rail and Road will (a) remain independent of Government and (b) retain oversight over Great British Railways’ decisions on (i) funding, (ii) licensing and (iii) track access.

The Government is committed to delivering a simpler, more accountable railway with clear responsibilities. The design of the new system and the creation of Great British Railways will ensure that decisions are clear, robust and transparent. Key sector bodies, including the Secretary of State for Transport, the Chair and Board of Great British Railways, the Office of Rail and Road, and the new Passenger Watchdog, will all have an important role to play in keeping Great British Railways accountable. The Office and Rail and Road will continue to play a crucial role in the new sector providing independent monitoring and enforcement across key areas. More detail on the proposed roles for these bodies, including the role of the Office of Rail and Road in funding, licensing and track access, can be found in the consultation document ‘A railway fit for Britain’s future’. We will look to publish the formal Government response to the feedback we received on these proposals in due course.

What assessment the Department has made of the effectiveness of minimum age requirements for (a) articulated lorry drivers and (b) bus and coach drivers; and whether she plans to remove the 50km restriction for 18- to 20-year-old bus and coach drivers.

The previous government launched a consultation on amending licensing restrictions to allow 18 to 20-year-olds to drive a bus and coach for distances exceeding 50km when driving a regular service. The previous government did not publish a response to its consultation before it left office. This government is now working closely with operators to obtain further evidence and will then consider next steps.

What assessment her Department has made of the potential impact of removing the 50km restriction for 18- to 20-year-old bus and coach drivers on the (a) number of available drivers and (b) quality of (i) rural and (ii) long-distance bus services.

The previous government launched a consultation on amending licensing restrictions to allow 18 to 20-year-olds to drive a bus and coach for distances exceeding 50km when driving a regular service. The previous government did not publish a response to its consultation before it left office. This government is now working closely with operators to obtain further evidence and will then consider next steps.

Pursuant to the Answer of 8 September 2025 to Question 71238 on Buses and Large Goods Vehicles: Licensing, when her Department plans to publish a response.

The previous government launched a consultation on amending licensing restrictions to allow 18 to 20-year-olds to drive a bus and coach for distances exceeding 50km when driving a regular service. The previous government did not publish a response to its consultation before it left office. This government is now working closely with operators to obtain further evidence and will then consider next steps.

What discussions her Department has had with train operating companies on industrial disputes relating to the scanning of electronic tickets.

The train operating companies are responsible for managing industrial relations with their workforces and trade unions. The Department engages regularly with all of its contracted train operating companies regarding their approach to industrial disputes, including regarding ticket scanning.

What steps she is taking to ensure scrutiny of Great British Railways’ decisions.

The Government is committed to delivering a simpler, more accountable railway with clear responsibilities. The design of the new system and the creation of Great British Railways will ensure that decisions are clear, robust and transparent. Key sector bodies, including the Secretary of State for Transport, the Chair and Board of Great British Railways, the Office of Rail and Road, and the new Passenger Watchdog, will all have an important role to play in keeping Great British Railways accountable. The Office of Rail and Road will continue to play a crucial role in the new sector providing independent monitoring and enforcement across key areas. More detail on the proposed roles for these bodies, including the role of the Office of Rail and Road in funding, licensing and track access, can be found in the consultation document ‘A railway fit for Britain’s future’. We will look to publish the formal Government response to the feedback we received on these proposals in due course.

With reference to the Draft Road Investment Strategy 3, published on 26 August 2025, what her Department's planned timetable is for publishing a revised list of Strategic Road Network enhancement projects that will proceed during Road Period 3.

The final Road Investment Strategy 3 (RIS3) document will confirm the enhancement projects being taken forward for delivery in the period from 2026/27 to 2030/31, and those in the pipeline being developed to be considered for possible delivery beyond 2031. It is due to be published in March 2026.

What steps her Department has taken to ensure there is adequate payroll and human resources capacity within the Department to manage the employees of the newly nationalised South Western Railway operating company; and whether it entered into any external contract to assist delivery in state control of South Western Railway.

South Western Railway (SWR) has been responsible for the provision of its own payroll and human resources services both before and after being taken into public ownership. The public ownership programme sees train operating companies transition into the Department for Transport Operator, not the Department itself. The Department did not enter into any external contracts with the specific purpose of transferring South Western Railway into public ownership.

With reference to the Draft Road Investment Strategy 3, published on 26 August 2025, which enhancement projects included in the Draft Road Investment Strategy 2 have been (a) cancelled, (b) paused and (c) descoped; and if she will make an estimate of the costs incurred for each of those schemes.

In any portfolio of this size, there will always be schemes that have feasibility or value for money issues that appear through the course of development, and there will always be a need to spend money on schemes to develop them to a certain stage to make an informed decision on whether to proceed or not. National Highways reported the write-off costs associated with cancelled RIS2 schemes in its Annual Report and Accounts 2025.

With reference to her oral answer to the hon. Member for Tipton and Wednesbury of 26 June 2025, Official Report, col 1241, what progress she has made on closing the loopholes in the taxi licensing regime.

All taxi and private hire vehicle licensing authorities in England have advised the Department that for drivers they require the highest level of vetting available, an enhanced Disclosure and Barring Service check and a check of both the children’s and adults’ Barred Lists. The Department for Transport will legislate to tackle inconsistent standards of taxi and private hire vehicle driver licensing more broadly. We are considering all options including out of area working, national standards and enforcement – seeking the best overall outcomes for passenger safety. In the interim the Department is reviewing licensing authorities’ compliance with existing guidance and determining how the statutory guidance on protecting children and vulnerable adults can be strengthened to further protect the public. Licensing authorities can already jointly authorise officers from other authorities so that compliance and enforcement action can be taken against licensees from outside their area. Such an agreement would set out the range of powers available, but these could include the ability to undertake compliance checks and immediately suspend a driver’s licence in the interests of public safety. This enables the use of the agreed powers regardless of which authority within the agreement the officer is employed by and which issued the licence. A consultation on making all local transport authorities responsible for taxi and private hire vehicle licensing, which would increase consistency in licensing and make better use of enforcement powers, will be launched shortly.

Whether her Department plans to (a) allow fast-track approval routes, (b) introduce parliamentary sign-off and (c) implement other reforms to the judicial review process to help ensure nationally significant road projects do not have prolonged legal delays.

The Department for Transport is committed to ensuring that nationally significant infrastructure projects (NSIPs), including major road schemes, are delivered efficiently and without unnecessary delay.The Department is actively exploring options to streamline the Development Consent Order (DCO) process, and the Planning and Infrastructure Bill (PIB) includes provisions to remove mandatory pre-application consultations and revise acceptance tests to accelerate decision-making and reduce potential bottlenecks.We are also legislating to tighten the judicial review process. Key reforms include removing the paper permission stage; limiting appeals for cases deemed “Totally Without Merit” at oral hearings; exploring target timescales for judicial reviews in collaboration with the judiciary. These reforms aim to prevent meritless claims from delaying critical infrastructure while ensuring legitimate challenges are heard promptly.In parallel, the Ministry of Housing, Communities and Local Government has also launched a public consultation on streamlining infrastructure planning. Proposals being consulted on include reforms to pre-application services, enhanced guidance for statutory bodies, and improvements to the fast-track process administered by the Planning Inspectorate.

What assessment her Department has made of the impact of (a) taxi and (b) private hire vehicle drivers obtaining licenses in areas known to have a weaker vetting on risks to passenger safety.

All taxi and private hire vehicle licensing authorities in England have advised the Department that for drivers they require the highest level of vetting available, an enhanced Disclosure and Barring Service check and a check of both the children’s and adults’ Barred Lists. The Department for Transport will legislate to tackle inconsistent standards of taxi and private hire vehicle driver licensing more broadly. We are considering all options including out of area working, national standards and enforcement – seeking the best overall outcomes for passenger safety. In the interim the Department is reviewing licensing authorities’ compliance with existing guidance and determining how the statutory guidance on protecting children and vulnerable adults can be strengthened to further protect the public. Licensing authorities can already jointly authorise officers from other authorities so that compliance and enforcement action can be taken against licensees from outside their area. Such an agreement would set out the range of powers available, but these could include the ability to undertake compliance checks and immediately suspend a driver’s licence in the interests of public safety. This enables the use of the agreed powers regardless of which authority within the agreement the officer is employed by and which issued the licence. A consultation on making all local transport authorities responsible for taxi and private hire vehicle licensing, which would increase consistency in licensing and make better use of enforcement powers, will be launched shortly.