Written questions by Hayes.

If the Government reconsider the national concessionary fares scheme to reflect pressures on tourist areas like Bournemouth, where local authorities must fund concessionary travel for tourists who are eligible bus pass holders.

Under the statutory elements of the English National Concessionary Travel Scheme (ENCTS), Travel Concessionary Authorities (TCA) must reimburse bus operators for all concessionary journeys starting within their boundaries, irrespective of whether the concessionary passholder making the journey is resident in the TCA area. ENCTS funding is part of the non-ringfenced Local Government Finance Settlement provided by the Ministry of Housing, Communities & Local Government. A daytime population metric, which includes domestic tourists, is included in the allocation formulae. The ENCTS costs around £795 million annually in reimbursement costs to bus operators and any changes to the statutory obligations would need to be carefully considered for its impact on the scheme’s financial sustainability. The Government is investing in bus services long-term and has confirmed over £3 billion from 2026/27 to support local leaders and bus operators across the country to improve bus services over the remainder of the spending review period. This includes multi-year allocations for local authorities under the Local Authority Bus Grant (LABG) totalling nearly £700 million per year.Bournemouth, Christchurch and Poole Council will be allocated £17 million under the LABG from 2026/27 to 2028/29, in addition to the £6 million they are already receiving this year. Funding allocated to local authorities to improve services can be used in whichever way they wish to deliver better services for passengers, including helping to fund concessionary travel locally.

What steps she is taking to support and encourage local authorities to make buses more accessible, including ensuring pavement quality, fewer obstacles, better lighting at bus stops, and improved Passenger Information Displays (PIDs).

The Government is committed to improving passenger services, including associated infrastructure, so they are more inclusive and enable everyone to travel safely, confidently and with dignity. Our Bus Services Act 2025 includes a range of measures to improve the accessibility and inclusivity of local transport. This includes a measure which will enable the Secretary of State for Transport to publish statutory guidance on inclusive bus stations and stops, and to require specified public sector bodies to pay regard to it when they provide new or upgrade existing facilities. The guidance will help authorities to provide infrastructure that people can and want to use, helping to ensure that they are not prevented from using bus services because of inadequate safety or accessibility. Its scope and content, including the specific bus stop features covered, will be developed collaboratively with key stakeholder groups, including disabled people. The Government has confirmed over £3 billion from 2026/27 to support local leaders and bus operators across the country to improve bus services. This includes multi-year allocations for local authorities under the Local Authority Bus Grant totalling nearly £700 million per year. Funding allocated to local authorities to improve services can be used in whichever way they wish to deliver better services for passengers, including delivering improvements to the accessibility of bus stops and stations.

Whether her Department recognises the challenges of visually-impaired people in using bus stop bypasses; and whether she is developing safe, accessible designs for these bus stops.

The Department wrote to local authorities in November 2025 and instructed them to pause implementation of certain designs of floating bus stops, including schemes which are at the design stage. Guidance will be published shortly.

How her Department is improving training to ensure bus drivers understand how best to support blind and partially sighted passengers.

The Government wants blind and partially sighted people to be able to travel easily, confidently, and with dignity and we understand the importance of accessible bus services in supporting people to live their lives the way they want to. As part of our broader mission to break down barriers to opportunity, we recognise that more needs to be done to ensure transport is accessible to all.Our Bus Services Act 2025 includes a comprehensive package of measures to improve the accessibility and inclusivity of local transport. Through the Act, we are helping authorities to provide safer and more accessible bus stations and stops and mandating more streamlined disability training for bus drivers and frontline staff. In addition, we are requiring local authorities to regularly review the accessibility of their bus networks through the development and publishing of a Bus Network Accessibility Plan.We are also continuing the implementation of the Public Service Vehicles (Accessible Information) Regulations (AIR), which will require audible and visible destination and next stop information on board most local bus services in Great Britain by October 2026.Working with disabled people, operators, and regulators, we are designing an Accessible Travel Charter. This will set clear expectations for transport providers to implement accessibility best practice and commitments for accessible, barrier-free transport, that every passenger-focused operator should meet.We cannot achieve this alone however, and I welcome the industry’s leadership in improving accessibility beyond minimum standards. For instance, in 2024 bitesize training modules were published by the Thomas Pocklington Trust and its visually impaired Sight Loss Council volunteers, developed collaboratively with Brighton and Hove Buses and Bus Users UK, to strengthen drivers’ understanding of the needs of blind and partially sighted bus passengers.

Whether she has investigated the potential for a national rollout of a tactile paving design to allow bus stops to be easily identified.

The Department recognises the importance of visually impaired people being able to identify bus stops confidently and consistently. The new powers in the Buses Bill allow the Secretary of State to provide guidance on a broad range of features in the bus station and stop environment which support passengers to make safe and accessible journeys.The Department has no current plans for a national rollout of a tactile paving design for bus stops. The Department has already published guidance for local authorities on tactile paving design in Guidance on the Use of Tactile Paving Surfaces, which is available to view here: www.gov.uk/government/publications/inclusive-mobility-using-tactile-paving-surfaces

What steps she is taking to help improve the design of buses to include (a) clear and accessible destination boards; (b) consistent (i) placement, (ii) shape and (iii) colour contrast of card and travel pass readers; and (c) a consistent, clear, highlighted gap in the assault shield to make payments.

The Government wants blind and partially sighted people to be able to travel easily, confidently, and with dignity and we understand the importance of accessible bus services in supporting people to live their lives the way they want to. As part of our broader mission to break down barriers to opportunity, we recognise that more needs to be done to ensure transport is accessible to all.Our Bus Services Act 2025 includes a comprehensive package of measures to improve the accessibility and inclusivity of local transport. Through the Act, we are helping authorities to provide safer and more accessible bus stations and stops and mandating more streamlined disability training for bus drivers and frontline staff. In addition, we are requiring local authorities to regularly review the accessibility of their bus networks through the development and publishing of a Bus Network Accessibility Plan.We are also continuing the implementation of the Public Service Vehicles (Accessible Information) Regulations (AIR), which will require audible and visible destination and next stop information on board most local bus services in Great Britain by October 2026.Working with disabled people, operators, and regulators, we are designing an Accessible Travel Charter. This will set clear expectations for transport providers to implement accessibility best practice and commitments for accessible, barrier-free transport, that every passenger-focused operator should meet.We cannot achieve this alone however, and I welcome the industry’s leadership in improving accessibility beyond minimum standards. For instance, in 2024 bitesize training modules were published by the Thomas Pocklington Trust and its visually impaired Sight Loss Council volunteers, developed collaboratively with Brighton and Hove Buses and Bus Users UK, to strengthen drivers’ understanding of the needs of blind and partially sighted bus passengers.

With reference to the findings on page 14 of the report by Britain Remade entitled Back on Track: How to Build New Trams in the UK and Get Britain Moving, published in August 2024, whether she has considered the proposals to create a national tram standard modelled after the German common standards (a) VDV Blue Books and (b) BOStrab.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier. Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities. My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’. The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve. The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments. In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

If she will make an assessment of the potential implications for her policies of the findings on p.18 of the report by Britain Remade entitled Back on Track: How To Build New Trams in The UK and Get Britain Moving, published in August 2024, on updating the Highway Authorities and Utilities Committee code of practice.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier. Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities. My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’. The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve. The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments. In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

With reference page 15 of Britain Remade's report entitled Back on Track: How To Build New Trams in The UK and Get Britain Moving, published in August 2024, whether she plans to devolve the Transport and Works Act 1992 approval process to allow regional mayors to sign off on new projects.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier. Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities. My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’. The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve. The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments. In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

With reference to page 18 of the report by Britain Remade entitled Back on Track: How To Build New Trams in The UK and Get Britain Moving, published in August 2024, on updating the Highway Authorities and Utilities Committee code of practice, what assessment she has made of the potential merits of adopting a nationwide waiver specific for utilities left in place on tram routes for Section 82 of the New Roads and Street Works Act 1991.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier. Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities. My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’. The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve. The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments. In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

With reference to page 14 of the report by Britain Remade entitled Back on Track: How To Build New Trams in The UK and Get Britain Moving, published in August 2024, what assessment she has made creating a speciality delivery unit responsible for (a) trams, (b) metro and (c) light rail within her Department's public transport and local group.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier. Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities. My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’. The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve. The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments. In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

With reference to page 18 of the report by Britain Remade entitled Back on Track: How To Build New Trams in The UK and Get Britain Moving, published in August 2024, on updating the Highway Authorities and Utilities Committee code of practice, what assessment she has made of the potential merits of updating the Streets Works (Sharing of Costs of Works) Regulation 2000 to rebalance the cost of diverting utilities from tram projects to utility companies.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier. Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities. My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’. The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve. The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments. In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

With reference to page 19 of the report by Britain Remade entitled Back on Track: How To Build New Trams in The UK and Get Britain Moving, published in August 2024, on updating the Highway Authorities and Utilities Committee code of practice, what steps her Department is taking to (a) study and (b) implement cheaper shallower trackbeds.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier. Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities. My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’. The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve. The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments. In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

What assessment she has made of the potential impact of extending free bus pass eligibility to (a) unpaid carers and (b) low income workers on those groups.

The English National Concessionary Travel Scheme (ENCTS) provides free off-peak bus travel to those with eligible disabilities and those of state pension age, currently sixty-six. The ENCTS costs around £700 million annually and any changes to the statutory obligations, would therefore need to be carefully considered for its impact on the scheme’s financial sustainability.No specific assessment has been made on the potential impact of extending the ENCTS to the groups you have mentioned or removing the 9:30am travel restriction on access to appointments and employment. However, local authorities in England have the power to offer concessions in addition to their statutory obligations. Additional local concessions are provided and funded by local authorities from local resources.The government has confirmed £955 million for the 2025 to 2026 financial year to support and improve bus services in England outside London. This includes £243 million for bus operators and £712 million allocated to local authorities across the country. Funding allocated to local authorities to improve services for passengers can be used in whichever way they wish. This could include extending the discretionary concessions available in local areas to support the local economy and environment.

What assessment she has made of the potential impact of the restrictions on concessionary bus pass use on weekdays before 9:30am on (a) older and (b) disabled people accessing (i) medical appointments and (ii) employment.

The English National Concessionary Travel Scheme (ENCTS) provides free off-peak bus travel to those with eligible disabilities and those of state pension age, currently sixty-six. The ENCTS costs around £700 million annually and any changes to the statutory obligations, would therefore need to be carefully considered for its impact on the scheme’s financial sustainability.No specific assessment has been made on the potential impact of extending the ENCTS to the groups you have mentioned or removing the 9:30am travel restriction on access to appointments and employment. However, local authorities in England have the power to offer concessions in addition to their statutory obligations. Additional local concessions are provided and funded by local authorities from local resources.The government has confirmed £955 million for the 2025 to 2026 financial year to support and improve bus services in England outside London. This includes £243 million for bus operators and £712 million allocated to local authorities across the country. Funding allocated to local authorities to improve services for passengers can be used in whichever way they wish. This could include extending the discretionary concessions available in local areas to support the local economy and environment.

What estimate her Department has made of the cost of allowing (a) older and (b) disabled bus pass holders to travel before 9:30am on weekdays under the English national concessionary travel scheme.

The Department has not made an assessment of the cost to remove the travel time restriction on disabled passholders concessionary bus passes only or for older person passholders only. However, the Department has conducted a review of the English National Concessionary Travel Scheme, which included considering travel times. We are considering next steps following the review.

What assessment she has made of the potential merits of expanding the statutory English National Concessionary Travel Scheme to include young people aged 18 to 21 in (a) full-time education and (b) low-paid employment.

The English National Concessionary Travel Scheme (ENCTS) provides free off-peak bus travel to those with eligible disabilities and those of state pension age, currently sixty-six. The ENCTS costs around £700 million annually and any changes to the statutory obligations, would therefore need to be carefully considered for its impact on the scheme’s financial sustainability.No specific assessment has been made on the potential impact of extending the ENCTS to the groups you have mentioned or removing the 9:30am travel restriction on access to appointments and employment. However, local authorities in England have the power to offer concessions in addition to their statutory obligations. Additional local concessions are provided and funded by local authorities from local resources.The government has confirmed £955 million for the 2025 to 2026 financial year to support and improve bus services in England outside London. This includes £243 million for bus operators and £712 million allocated to local authorities across the country. Funding allocated to local authorities to improve services for passengers can be used in whichever way they wish. This could include extending the discretionary concessions available in local areas to support the local economy and environment.

Whether she has made an assessment of the potential merits of reviewing the eligibility age for concessionary bus travel.

The English National Concessionary Travel Scheme (ENCTS) provides free off-peak bus travel to those with eligible disabilities and those of state pension age, currently sixty-six. The ENCTS costs around £700 million annually and any changes to the statutory obligations, would therefore need to be carefully considered for its impact on the scheme’s financial sustainability.However, local authorities in England have the power to offer concessions in addition to their statutory obligations, such as lowering the age of eligibility or extending travel times. Additional local concessions are provided and funded by local authorities from local resources.   The decision on whether to offer discretionary concessions is for the local authority to make depending on their needs and circumstances.The government has confirmed £955 million for the 2025 to 2026 financial year to support and improve bus services in England outside London. This includes £243 million for bus operators and £712 million allocated to local authorities across the country. Bournemouth, Christchurch and Poole Council has been allocated £6 million of this funding. Funding allocated to local authorities to improve services for passengers can be used in whichever way they wish. This could include extending the discretionary concessions available.

What discussions she has had with local authorities on enabling earlier start times for concessionary bus pass use in areas where early-morning access to healthcare is limited.

The English National Concessionary Travel Scheme (ENCTS) provides free off-peak bus travel to those with eligible disabilities and those of state pension age, currently sixty-six. The ENCTS costs around £700 million annually and any changes to the statutory obligations, would therefore need to be carefully considered for its impact on the scheme’s financial sustainability.However, local authorities in England have the power to offer concessions in addition to their statutory obligations, such as lowering the age of eligibility or extending travel times. Additional local concessions are provided and funded by local authorities from local resources.   The decision on whether to offer discretionary concessions is for the local authority to make depending on their needs and circumstances.The government has confirmed £955 million for the 2025 to 2026 financial year to support and improve bus services in England outside London. This includes £243 million for bus operators and £712 million allocated to local authorities across the country. Bournemouth, Christchurch and Poole Council has been allocated £6 million of this funding. Funding allocated to local authorities to improve services for passengers can be used in whichever way they wish. This could include extending the discretionary concessions available.

What assessment she has made of the potential merits of bringing forward legislation to limit the speed of e-scooters.

E-scooters used as part of the ongoing e-scooter trials are already limited to 15.5mph. Privately owned e-scooters remain illegal to use on public roads, cycle lanes and pavements, and enforcement is a matter for the police. No policy decisions on micromobility or e-scooter regulations have yet been made. The Department will consult on any new proposed regulations before they come into force, including on maximum speeds.