Written questions by Green.

What steps his Department is taking to ensure that child maintenance calculations adequately reflect disparities in parents' earning, regardless of custody arrangements.

The Child Maintenance Service (CMS) operates on the principle that both parents have financial responsibility for their child, including their food and clothing, as well as contributing towards the associated costs of running the home that the child lives in. The maintenance calculation is intended to represent what a parent would pay for their child if they lived with them. We assume that in the event of a disparity in parental income, parents will each still spend the same proportion of their income on their child(ren) - but one parent will bear a greater amount of the overall spending on the children where their income is higher. The income of the receiving parent is therefore not included as they are already providing as the child’s primary care giver and therefore spending the amount they would if the parents lived together.If a parent feels that a decision taken by the Child Maintenance Service is incorrect, they can ask it to look at the decision again. This is known as a mandatory reconsideration.The CMS is aware that paying parents can face difficulties when attempting to spend meaningful time with their child following separation. Issues relating to access and contact are managed by family courts, however, reductions can be made for the extra cost of care where it is shared by the paying parent. The paying parent must have overnight care of any qualifying children for at least 52 nights a year, equivalent of 1 night per week. The amount payable is reduced by a maximum of fifty percent within bands based on the number of nights overnight care is provided over a 12-month period. The bands are used to give greater stability to maintenance payments and as a result there is greater reliability of payments, which contributes towards the welfare of the children in the case. If evidence shows that both parties are providing equal day-to-day care of a qualifying child, in addition to sharing overnight care, there is no requirement for either parent to pay child maintenance. The Government is conducting a review of the child maintenance calculation to make sure it is fit for purpose. This includes updating the underlying research and considering how to ensure the calculation reflects current and future societal trends. Options for proposed reforms are currently being considered. Any changes made to the child maintenance calculation will be subject to extensive public consultation, and if made, will require amendments to legislation so would be subject to Parliamentary scrutiny.

How the 10 year Workforce Plan will help tackle regional variations in access to specialist care for people with (a) long-term and (b) complex conditions.

The Government is committed to publishing a 10 Year Workforce Plan which will ensure the National Health Service has the right people in the right places, with the right skills to care for patients, when they need it. Its development will include consideration of regional variations in access to specialist care.We are committed to working with partners to ensure the plan meets its aims and will engage independent experts to make sure the plan is ambitious, forward looking, and evidence based.

What assessment she has made of the potential merits of extending the validity of the Driving Theory Test certificate, in the context of long waiting times for practical driving tests.

The validity period of the theory test certificate is two years. The cost of taking a theory test is £23.00. It is not possible to estimate the total sums paid by learner drivers for resitting their theory test because they have been unable to access a practical driving test before their previous certificate expired. The Driver and Vehicle Standards Agency (DVSA) is doing everything it can to ensure that learners can access practical tests within that time, to prevent candidates from having to retake the theory test. The maximum duration of two years between passing the theory test and a subsequent practical test is in place to ensure a candidate’s road safety knowledge and ability to identify developing hazards is current. This validity period is set in legislation and the Government has no current plans to lay further legislation to extend it. Ensuring new drivers have current relevant knowledge and skills is a vital part of the preparation of new drivers, who are disproportionality represented in casualty statistics. Learners will therefore need to pass another theory test if their certificate expires.

What estimate she has made of the total sums paid by learner drivers to DVLA for resitting their Theory Test because they have been unable to access a practical driving test before their previous certificate expired.

The validity period of the theory test certificate is two years. The cost of taking a theory test is £23.00. It is not possible to estimate the total sums paid by learner drivers for resitting their theory test because they have been unable to access a practical driving test before their previous certificate expired. The Driver and Vehicle Standards Agency (DVSA) is doing everything it can to ensure that learners can access practical tests within that time, to prevent candidates from having to retake the theory test. The maximum duration of two years between passing the theory test and a subsequent practical test is in place to ensure a candidate’s road safety knowledge and ability to identify developing hazards is current. This validity period is set in legislation and the Government has no current plans to lay further legislation to extend it. Ensuring new drivers have current relevant knowledge and skills is a vital part of the preparation of new drivers, who are disproportionality represented in casualty statistics. Learners will therefore need to pass another theory test if their certificate expires.

What standards and speed of response she expects from HMRC in providing details of settlements reached with companies to hon. Members.

HMRC have a statutory duty of confidentiality to protect information held about taxpayers, so that such information is not passed to unauthorised parties. HMRC’s ability to disclose information held about taxpayers is restricted by the Commissioners for Revenue and Customs Act 2005 (CRCA). Section 18 of CRCA makes clear that HMRC must not disclose information to anyone, unless they have lawful authority to do so. As such HMRC are unable to provide details of any customers’ tax settlements with MPs.

What assessment she has made of the effectiveness of the mechanisms available to Parliament to hold HMRC to account for the effectiveness of its safeguarding of public money.

HMRC is subject to the same parliamentary scrutiny mechanisms for its stewardship of public resources as other government departments, as set out in HM Treasury's Managing Public Money guidance, available at https://www.gov.uk/government/publications/managing-public-money. This means the department’s annual report and accounts must be produced in line with the requirements set out by HM Treasury, audited by the Comptroller & Auditor General and laid in Parliament. In addition, HMRC's Accounting Officer is directly accountable to Parliament and regularly appears before the Committee of Public Accounts. HMRC is also subject to departmental scrutiny by the Treasury Committee.

What assessment she has made of the potential meris of removing the Low-Value Imports rule.

The government is aware of the increasing prevalence of overseas retailers using the low value imports regime and the proposed changes to equivalent regimes made by our international partners. In recognition of this, the Chancellor announced a review of the customs treatment for low value imports in April. Since this announcement, Ministers and officials have engaged a wide range of stakeholders on the impact and operation of these arrangements. The findings from this engagement will help determine our next steps.

Whether her Department has made an estimate of the potential revenue that would be generated from introducing operator licensing for vans with a maximum authorised mass of over 2,500kg and up to and including 3,500kg when operating for hire or reward domestically within the UK; and whether that revenue could be used to strengthen enforcement against non-compliant operators of such vehicles.

The Department has not made a formal estimate of the potential revenue that could be generated from introducing operator licensing for vans with a maximum authorised mass between 2,500kg and 3,500kg operating for hire or reward domestically within the UK. While operator licensing fees contribute to the costs associated with the administration and enforcement of the goods vehicle licensing regime, any future extension of the regime to smaller, lighter vehicles used solely domestically for hire and reward would require detailed financial modelling and consultation with stakeholders, as changes would almost certainly have a financial impact on businesses. For government, whilst it is anticipated that making this change would see an increase in revenue, this would be offset by a rise in costs associated with developing the system, as well as compliance, monitoring and enforcement. However, this is something that the Department for Transport keeps under review.

Whether her Department has made an assessment of the potential impact of the absence of regulatory requirements for vans with a maximum authorised mass of over 2,500kg and up to and including 3,500kg when operating for hire or reward domestically within the UK on fair competition within the UK market.

The Department has not undertaken a specific assessment of the impact of the current domestic regulatory requirements for vans with a maximum authorised mass between 2,500kg and 3,500kg operating for hire or reward on fair competition within the UK market. Although these vehicles lie outside the UKs operator licensing framework if they are used solely domestically, operators of these vehicles are still required to keep them correctly taxed and insured and appropriately maintained, including annual MOT testing once the vehicle is more than three years old. Employers are also required to ensure that their drivers have the correct licences, that all loads carried are appropriately secured and that the relevant drivers’ hours rules are followed. However, the Department recognises stakeholder concerns regarding the different regulatory requirements associated with light goods vehicles and heavy goods vehicles, and how this interacts with fair competition in the UK haulage industry. The Department continues to monitor developments in this sector.

What estimate she has made of the potential losses to the exchequer as a result of sales made on online market places by companies which trade only for a short period then are closed before VAT arrears can be recovered.

HMRC do not have an estimate of the losses arising as a result of sales made on online marketplaces by companies which trade only for a short period then are closed before VAT arrears can be recovered.

What assessment she has made of the potential merits of reviewing the framework for Postponed VAT Accounting to ensure that PVA is not available to companies which have no trading history or security in UK.

Postponed VAT accounting provides significant support for businesses, helping to manage cash flow and facilitate imports. HMRC undertakes regular work to ensure compliance with the rules around postponed VAT accounting.

Whether her Department plans to introduce operator licensing or equivalent regulatory requirements for vans with a maximum authorised mass of over 2,500kg and up to and including 3,500kg when operating for hire or reward domestically within the UK.

Under the current guidelines Operator Licences are only required for domestic operators with vehicles over 3.5 tonnes. My Department is currently considering a range of reform options aiming to ensure that the Operator Licensing regime remains robust and effective.Currently there are no plans to extend the domestic Operator Licensing regime to include vans with a maximum authorised mass of over 2,500kg and up to and including 3,500kg when those vehicles are undertaking hire or reward operations domestically within the UK.

What assessment she has made of the reasons for delays in the DVLA's system for the reissuing of revoked driver's licenses on medical grounds.

Although a specific assessment has not been carried out, the Driver and Vehicle Licensing Agency (DVLA) aim to process all applications as quickly as possible and understands the impact delays can have on people’s lives. Road safety remains our most important priority and the DVLA must be satisfied that the required medical standards required for safe driving can be met before a licence is issued. Driving licence applications where a medical condition must be investigated before a licence can be issued can take longer to process as the DVLA is often reliant on receiving information from third parties, including medical professionals, before a licence can be issued. Where a driver contacts the DVLA to advise that they require their driving licence for employment, the application will be prioritised where possible. The DVLA is currently rolling out a new casework system which will deliver significant improvements to the services provided to drivers with medical conditions. This will enhance the handling of medical cases, support growing customer demand and help to reduce processing times. As part of this work, the DVLA has improved the quality of the correspondence provided to applicants and reviewed the questions asked of applicants and healthcare professionals when assessing medical fitness to drive, with a view to simplifying the process wherever possible.

What assessment her Department has made of the potential impact of delays in reinstatement of a medically revoked driving licence on people's capacity to work.

Although a specific assessment has not been carried out, the Driver and Vehicle Licensing Agency (DVLA) aim to process all applications as quickly as possible and understands the impact delays can have on people’s lives. Road safety remains our most important priority and the DVLA must be satisfied that the required medical standards required for safe driving can be met before a licence is issued. Driving licence applications where a medical condition must be investigated before a licence can be issued can take longer to process as the DVLA is often reliant on receiving information from third parties, including medical professionals, before a licence can be issued. Where a driver contacts the DVLA to advise that they require their driving licence for employment, the application will be prioritised where possible. The DVLA is currently rolling out a new casework system which will deliver significant improvements to the services provided to drivers with medical conditions. This will enhance the handling of medical cases, support growing customer demand and help to reduce processing times. As part of this work, the DVLA has improved the quality of the correspondence provided to applicants and reviewed the questions asked of applicants and healthcare professionals when assessing medical fitness to drive, with a view to simplifying the process wherever possible.

What steps she is taking to help support people aged 17 years and over in resitting their GCSE English Language.

The department has strengthened the requirements for the mathematics and English conditions of funding to ensure every eligible student is supported to make progress towards and, wherever possible, attain GCSE English by the end of their 16-19 study. This is backed by significant additional investment, including increases to the English and mathematics funding rate of 11% in 2025/26.The Post-16 Education and Skills White Paper includes a package of support for English, including new level 1 stepping stone English qualifications that support students with lower prior attainment for successful GCSE resits. It also pledges to improve the gathering and sharing of effective practice to support providers’ delivery of 16-19 English in the meantime and strengthens accountability measures to hold providers to account.

Commonwealth and Development Affairs, whether she has had discussions with her US counterparts on the Gaza Humanitarian Foundation.

We continue to work with partners, including the United Nations, the United States and Israel, to push for unrestricted humanitarian access to Gaza, most recently in the Foreign Secretary's discussions at the UN General Assembly meetings in New York.

Commonwealth and Development Affairs, whether she has had discussions with her (a) Israeli and (b) American counterparts on reinstating the United Nations-led aid delivery system in Gaza.

We continue to work with partners, including the United Nations, the United States and Israel, to push for unrestricted humanitarian access to Gaza, most recently in the Foreign Secretary's discussions at the UN General Assembly meetings in New York.

Commonwealth and Development Affairs, whether she is taking diplomatic steps to ensure the safe passage of humanitarian aid convoys through the Kerem Shalom crossing.

We continue to work with partners, including the United Nations, the United States and Israel, to push for unrestricted humanitarian access to Gaza, most recently in the Foreign Secretary's discussions at the UN General Assembly meetings in New York.

What steps she has taken to reduce the waiting times for practical driving tests in Buckinghamshire since September 2024.

The Driver and Vehicle Standards Agency’s (DVSA) main priority is upholding road safety standards while it works hard to reduce car practical driving test waiting times.On the 18 December last year, DVSA published measures to bring down car practical driving test waiting times across the country, including the recruitment of driving examiners (DEs). On the 23 April, the Secretary of State for Transport appeared before the Transport Select Committee and announced that DVSA will take further actions.Further information on these actions and progress on the plan can be found on GOV.UK at: www.gov.uk/government/news/transport-secretary-acts-to-make-thousands-of-extra-driving-tests-available-each-month. DVSA continues to run recruitment campaigns for new DEs and is in the final processes of the most recent campaign. From recent recruitment in Buckinghamshire, DVSA had one new DE start in August, and has another booked onto an upcoming training course.DVSA is in the planning stages for the next campaign, which will include driving test centres in the area, and this is due to launch shortly.

Media and Sport, what discussions she has had with (a) early career and (b) small artists through the Creator Remuneration Working Group.

This government is committed to supporting UK artists, including emerging talent, to succeed and reach their full potential. We recognise that the success of our world-leading music industry relies on artists at every level receiving their fair share of the rewards, especially in the era of streaming. That is why we convened the music industry through the Creator Remuneration Working Group over the past year to address concerns over low creator earnings. As part of this engagement, I met with representatives from across the music sector, including the Council of Music Makers, which advocates for musicians at every stage of their careers, as well as independent record labels, to discuss the challenges facing creators. The outcome of the Working Group, published in August, is designed to deliver real benefits for UK creators, both through the principles created by the British Phonographic Industry, as well as individual commitments made by major labels. Together, these measures seek to support fair remuneration for the artists, songwriters, and session musicians that form the bedrock of the industry, as well as enhancing the growth of the overall UK music sector. As part of this Government’s Industrial Strategy, our recently published Creative Industries Sector Plan introduced the new Music Growth Package of up to £30 million over three years from 2026; more than doubling funding for the grassroots music sector. This funding will support new artists with touring, performance, mentoring and export opportunities and ensure they have the resources and guidance to grow their careers, reach wider audiences, and sustain long-term artistic success.