Every parliamentary written question tabled by Wendy Morton this session, with the full answer and department. Back to the MP page.
Showing 1–20 of 95 · Department for Transport
Whether the Department has conducted any modelling, forecasting, or scenario analysis regarding the impact of public ownership on punctuality, cancellation rates, fare levels, or passenger capacity on West Midlands Railway services; what measurable performance targets have been agreed for services operated under DfT Operator Ltd; and whether those targets differ from those applied under the previous contractual model.
Awaiting answer.
Whether her Department has held discussions with the West Midlands Combined Authority, the Mayor of the West Midlands, or the West Midlands Rail Executive regarding safeguards to ensure that rolling stock currently allocated to West Midlands routes remains in the region following the transfer of West Midlands Trains into public ownership; and whether she plans to introduce any formal consultation or consent mechanisms for combined authorities in relation to permanent rolling stock reassignment decisions.
Awaiting answer.
Whether the Department has undertaken any assessment of the potential impact on regional rail capacity and service resilience of the future reallocation of rolling stock currently operating on West Midlands Railway services following transfer into public ownership; whether any guidance has been issued regarding the geographic allocation of rolling stock under Great British Railways; and whether she plans to publish any criteria governing future rolling stock deployment decisions between regions.
Awaiting answer.
What assessment her Department has made of accident rates at high-risk urban junctions in England; what funding streams are available to local authorities to improve junction safety through measures such as traffic signal redesign, new crossings, and improved signage; and whether the Government plans to expand dedicated road safety funding for local authorities seeking to address collision hotspots.
Data on reported road collisions, including location and whether at a junction, is collected by police forces via the system known as STATS19 and is published annually on gov.uk, which would allow this analysis to be carried out, but it is not analysed at that level of detail centrally.On 7 January 2026 we published our new Road Safety Strategy, setting out our vision for a safer future on our roads for all. The Strategy sets out the Department’s intention to establish a data-led road safety investigation branch to learn lessons from road incidents, by taking a strategic, thematic approach, focusing on patterns of collisions, injury trends, and systemic safety issues. It will adopt a test-and-learn approach, using real-world evidence to inform targeted safety interventions, data-driven policies, and proactive prevention and enforcement strategies. The Department provides significant funding for road infrastructure in England, both to local authorities and to National Highways. Road Safety is a crucial consideration in how that money is spent. The government will provide £24 billion of capital funding between 2026-27 and 2029-30 to maintain and improve motorways and local roads across the country. This future funding builds upon the record investment of £1.6 billion in local road maintenance for 2025 to 2026, representing a £500 million increase compared to last year. New funding arrangements for Mayors and Combined Authorities means less ring-fencing of funds by central Government. We know that many Mayors have ambitious road safety plans and strategies and we look forward to working in partnership with them. The traffic authority has the responsibility of making decisions about the roads under its care, based on its knowledge of the area and taking into account local needs and considerations.
What analysis her Department has undertaken of the most common contributory factors in fatal road collisions; what proportion of fatal collisions involve excessive or inappropriate speed; and what steps the Government is taking to address these risk factors.
Statistics on factors contributing to fatal collisions in Great Britain are summarised within the Department’s annual road casualty statistics published on gov.uk: https://www.gov.uk/government/statistics/reported-road-casualties-great-britain-annual-report-2024/reported-road-casualties-great-britain-annual-report-2024#factors-contributing-to-fatalitiesIn 2024, 59 per cent of fatal collisions had a speed-related factor assigned. On 7 January 2026 we published our new Road Safety Strategy, setting out our vision for a safer future on our roads for all. The Strategy sets out the Department’s intention to establish a data-led road safety investigation branch to learn lessons from road incidents, by taking a strategic, thematic approach, focusing on patterns of collisions, injury trends, and systemic safety issues. It will adopt a test-and-learn approach, using real-world evidence to inform targeted safety interventions, data-driven policies, and proactive prevention and enforcement strategies.The Department has also committed to updating its guidance to local authorities on setting local speed limits and on the deployment of speed and red‑light cameras.
What assessment her Department has made of the delivery risks associated with zero-emission bus programmes delivered in partnership with private bus operators; what steps her Department has taken to ensure that local transport authorities retain sufficient oversight of procurement and delivery decisions; and what lessons the Department has identified from projects where zero-emission bus funding allocations have been revised or returned.
The Department routinely monitors delivery of zero-emission bus (ZEB) programmes through engagement with Local Transport Authorities (LTAs). The main risks identified include: (i) securing timely grid connections and working with Distribution Network Operators; (ii) technical integration of charging infrastructure and depot upgrades; and (iii) programme governance and communications across partners.Oversight of projects by LTAs is retained and assurances given by operators through the use of a grant funding agreement (GFA) which sets out specific outputs in order for the operator to receive grant funding and that each project is completed as anticipated.The lessons learnt from each project will be provided by the monitoring and evaluation process once projects have concluded.
What support is available for pubs and hospitality businesses experiencing significant reductions in customer numbers due to prolonged roadworks or infrastructure closures nearby; whether the Government has considered targeted relief schemes in such circumstances; and what assessment has been made of the wider economic impact of infrastructure disruption on the hospitality sector.
The Government understands the pressure that prolonged roadworks and infrastructure closures can place on local businesses, including pubs and hospitality venues. Local authorities are responsible for managing works and mitigating disruption, including through traffic management and coordination duties. Wider business support like business rates relief, grants, and the Recovery Loan Scheme remain available to eligible firms. While no targeted national relief scheme is in place specifically for disruption arising from roadworks, the Government supports local authorities to minimise disruption. This is done by coordinating works, using permits and enforcement powers, and applying tools like Street Manager and lane rental schemes to keep traffic moving.
What steps her Department is taking to ensure that major regional transport infrastructure projects are delivered on schedule and within budget; what oversight mechanisms exist for monitoring project delivery; and what lessons have been learned from delays to major urban transport schemes.
The Government recognises the importance of ensuring that delivery of large infrastructure projects is underpinned by prudent spending, taxpayer value for money, and efficiency. Local Transport Authorities (LTAs) and Mayoral Combined Authorities are primarily responsible for delivering major regional transport infrastructure projects using devolved funding. The Department maintains oversight through established governance and assurance processes, including reporting on progress, risks, costs and delivery performance. For the largest and most complex projects the Department retains investment decision-making and works closely with the LTAs to bring projects forward and monitor progress. The Department also provides funding to support LTA capacity and capability to develop and deliver schemes. In addition, the department continues to apply lessons from previous major urban transport schemes, including strengthening project governance, improving risk management, and ensuring clearer sequencing and accountability throughout delivery - to inform both current schemes and the design of future programmes. The Department also published the James Stewart Review (June 2025), which identified lessons from delivery challenges, including delays to complex schemes. All recommendations have been accepted and are being implemented across the Department’s portfolio to improve consistency and delivery performance. The Department for Transport is using key findings to strengthen oversight of major transport infrastructure delivery, with a focus on improving cost estimation, scheduling, governance, assurance, and commercial delivery.
What assessment her Department has made of the comparative costs, reliability and operational performance of hydrogen fuel-cell buses compared with battery-electric buses; what analysis has been undertaken of hydrogen fuel supply risks and infrastructure costs; and what role the Government expects each technology to play in the future decarbonisation of bus fleets.
Buses are procured directly by bus operators or local transport authorities (LTAs) who would make an assessment on the type of zero emission bus (ZEB) to purchase and deploy. The Government’s approach to ZEB competitions has been technology neutral. LTAs have been able to apply for funding for both battery electric buses and hydrogen fuel cell buses.However, in ZEBRA 2, LTAs and bus operators demonstrated a clear preference for battery electric buses, which they have calculated are significantly more cost-effective than hydrogen at this time.
What amount of zero-emission bus funding awarded by her Department since 2021 has had to be returned to the Department for Transport; which local transport authorities have returned funding; what reasons were given in each case; and what assessment she has made of potential implications of those cases for assessments of the effectiveness of the design and oversight of the Government’s zero-emission bus funding programmes.
There have been four local transport authorities (LTAs) that have returned Zero Emission Buses Regional Areas (ZEBRA) funding due to a decrease in project scoping or because the project can no longer be delivered as approved. The LTAs that returned funding are as follows: Blackpool - returned money on 27 November 2023.Nottingham - returned money on 28 September 2023 due to a reduction in scope on the project.Warrington - returned money on 12 October 2023 due to a reduction in scope on the project.West Midlands - returned money in two separate repayments. This was due to the articulated buses switching from hydrogen fuel to electric (on 4 October 2023) and their intended double deck hydrogen buses being replaced by electric version (on 19 March 2025). The project is now delivering more zero emission buses for the reduced cost. The Department considers these cases evidence that the ZEBRA change control and monitoring framework is functioning as intended. Requirements for returns are triggered where delivery no longer aligns with approved business cases, ensuring value for money and maintaining subsidy control compliance. In addition, ongoing evaluation of ZEBRA ensures lessons learned on deliverability are shared to improve future ZEB deployment across LTAs.All returned funding has been reinvested into alternate ZEB projects, including increasing the scope of established ZEBRA projects where appropriate.
What level of financial support she provides to local transport authorities for commercial bus networks during the transition to franchised bus systems; whether operators must meet performance requirements to receive such funding; and whether she has made an assessment of the sustainability of any such funding.
The Government has confirmed investment of over £3 billion from 2026/27 for the rest of the spending review period to support local leaders and bus operators across the country to improve bus services for millions of passengers. This funding includes a £3 million Bus Franchising Support Fund in 2026/27 for Mayoral Strategic Authorities in the process of developing and implementing bus franchising schemes which is designed to aid transition. We have also allocated further funding of approximately £10 million per year until 2029 to a franchising support package for local authorities that are actively seeking to transition to a franchised network. In addition, we are providing multi-year allocations for local authorities under the Local Authority Bus Grant (LABG) totalling nearly £700 million per year, ending the short-term approach to bus funding and giving councils the certainty they need to plan ahead. This funding can be used to support bus services, including by those local authorities who are transitioning to franchised networks. The Government also makes available over £240 million per year for bus operators through the longstanding Bus Services Operators Grant (BSOG) to continue running and protect existing services. Responsibility for payment of the BSOG is devolved to any LTA transitioning to franchising, and a share of the national BSOG budget will be transferred to the authority. On operator performance, we expect operators to provide the service they have advertised. Where operators are consistently not providing this, the Traffic Commissioner can take action, including fines or suspending the operating licence.
What assessment her Department has made of the potential impact of (a) changes to the national bus fare cap on bus use levels and (b) fare levels on discretionary off-peak bus travel.
The Department for Transport is currently undertaking an evaluation of the £3 single bus fare cap and its impacts, with the full report expected to be published later this year.
What oversight her Department has of the scheduling and coordination of major highway repair works undertaken by local authorities; what requirements exist to minimise prolonged closures and manage delays; and whether she plans to introduce new standards for assessing the economic and community impact of extended roadworks.
Under the Highways Act 1980, responsibility for planning, prioritising and delivering maintenance on local roads sits with the relevant local authority, who are best placed to understand local network needs and manage works on their assets.This is supported by the statutory Co-ordination Code of Practice and the national permit scheme, which sets clear requirements to plan works effectively, minimise disruption and avoid unnecessary occupation of the highway. These include controls on the timing and duration of works, strengthened permit validity windows, and the use of sanctions where closures overrun.The Department does not currently plan to introduce new national standards for assessing the economic or community impacts of extended roadworks. However, we regularly review statutory guidance such as the Co-ordination Code of Practice to ensure that authorities continue to apply consistent, evidence‑based methods for minimising disruption and coordinating works effectively.In January 2026, the Department also introduced a new rating system for local highway authorities, measuring how well they are maintaining their local roads and whether they do so using best practice. As part of this, the ratings consider what actions local highway authorities are taking to reduce disruption to road users from street and road works. The ratings will be updated annually, and the Department is providing dedicated support to red-rated local highway authorities to help them improve and adopt best practice.
What support she is providing to mayoral combined authorities to support the transition to bus franchising systems; what funding she has allocated for transition costs, depot acquisition and fleet procurement; and what her planned timetable is for the rollout of franchised bus services in mayoral combined authority areas.
The Government has confirmed investment of over £3 billion from 2026/27 for the rest of the spending review period to support local leaders and bus operators across the country to improve bus services for millions of passengers. This funding includes a £3 million Bus Franchising Support Fund in 2026/27 for Mayoral Strategic Authorities in the process of developing and implementing bus franchising schemes, which is designed to aid transition. We have also allocated further funding of approximately £10 million per year until 2029 to a franchising support package for local authorities that are actively seeking to transition to a franchised network. MSAs can also use funding allocated to them under the Local Authority Bus Grant to support their transition to franchising where they choose to do so. The Department for Transport does not have a planned timetable for the rollout of franchised bus services in MSA areas because decisions on whether and when to introduce franchised bus services are for local leaders to take.
What assessment her Department has made of the potential impact of e-scooter trial schemes on urban transport usage; what analysis she has undertaken of safety performance and usage trends; and what plans she has for the future regulation of shared micromobility schemes.
The first national evaluation of the e-scooter rental trials was published on the Department’s website in 2022. The evaluation captured evidence on the impact of schemes, including on usage and safety.A second national evaluation started in 2025 and is expected to report in 2027. This evaluation aims to gather updated evidence on usage, what journeys e-scooters are replacing, integration with public transport, and their safety both on the road and for other road users, compared to other modes.In July 2025, the Government introduced the English Devolution and Community Empowerment Bill. The Bill includes measures empowering local leaders to license shared cycle schemes. This legislation may also extend to shared e-scooter and other shared micromobility schemes in future.
What assessment her Department has made of the potential impact of long-term road closures on small businesses located near major road and bridge repair works; what guidance exists for highway authorities on mitigating disruption to local businesses; whether compensation schemes are available for affected businesses; and what steps she is taking to ensure improved communication with businesses during extended infrastructure works.
The Department has not made a formal national assessment of the impact of long-term road or bridge closures on small businesses. These impacts vary significantly depending on the scale of works, local travel patterns, and the mitigation measures put in place by the local highway authority. However, we expect highway authorities to plan and coordinate works in line with their duties under the Traffic Management Act 2004 and the Co‑ordination Code of practice including ensuring works are properly coordinated and communicating clearly with affected residents and businesses.There is no general entitlement to compensation for loss of trade arising from properly executed road or street works. This position has been maintained by successive governments. Limited statutory compensation exists only for gas and water companies under sector specific legislation; there are no equivalent duties for electricity or telecoms. Any discretionary support is a matter for local authorities or utilities.We continue to encourage authorities and works promoters to maintain clear, proactive engagement with local businesses during extended works, supported by recent regulatory steps to improve coordination and reduce avoidable disruption.
What empirical evidence her Department relied upon in concluding that public ownership of train operations would improve punctuality and reliability; what modelling has been undertaken on the expected impact of public ownership on cancellation rates and passenger satisfaction over the next five years; what international comparators were used in developing the Government’s policy; and what measurable performance targets have been set for Great British Railways during its first three years of operation.
Great British Railways (GBR) will be a directing mind for Britain’s railway. The Impact Assessments for the Passenger Railway Services (Public Ownership) Bill and the Railways Bill set out the rationale for reform. We continue to look at international best practice and work with industry on targets.
What assessment she has made of the likely impact of public ownership on fare levels in the West Midlands over the next five years; whether fare-setting powers will change substantively under Great British Railways compared with the previous franchising model; what analysis has been undertaken of the relationship between ownership model and passenger satisfaction; and what steps she is taking to ensure that passengers in the West Midlands will not experience a reduction in service frequency or capacity as a result of asset reallocation decisions.
Passenger affordability is a top priority for this government when setting rail fares. That is why this year we have taken the historic step of freezing regulated rail fares for the first time in 30 years, putting money back in hard working people’s pockets and delivering savings for passengers across billions of journeys. It is important that we strike the right balance between affordability for passengers and reducing the burden on taxpayers. As set out in the Government’s response to the consultation on the Railways Bill, future fares policy under Great British Railway (GBR) will be guided by strategic parameters and guardrails, set by the Secretary of State and aligned to GBR’s financial settlement, providing GBR with greater autonomy and flexibility compared to today. These will reassure passengers that their fares will remain affordable, while ensuring sustainable use of taxpayer money on the network.
What safeguards are in place to help ensure that rolling stock currently allocated to services operated by West Midlands Trains remains allocated to those routes following transfer into public ownership; and what criteria will be used by Great British Railways when determining the geographic allocation or reallocation of rolling stock.
The Department for Transport (DfT), and the Department’s Rail Operator (DFTO) currently have no plans to reallocate rolling stock in use by West Midlands Trains and, as part of the recent transfer into public ownership, all leases have been extended until at least 2028.Under Great British Railways (GBR) we expect it to be easier to move rolling stock in response to changed circumstances than it is today. The criteria for such decisions will be developed in due course ahead of GBR’s establishment.
Whether any minimum allocation guarantees have been provided to regional authorities; whether combined authorities or mayors will have any formal consent or veto role in decisions relating to the permanent reassignment of trains; and what assessment she has made of the potential economic impact on the West Midlands should rolling stock procured for that region be reassigned elsewhere.
There are no minimum allocation guarantees in place. Mayors currently have varying roles in rail matters affecting their areas, and the detail of future arrangements has not yet been decided.No assessment of the potential economic impact of moving trains away from the West Midlands has been made because the Department for Transport, and the Department’s Rail Operator (DFTO Ltd), currently have no plans to reallocate rolling stock in use by West Midlands Trains and, as part of the recent transfer into public ownership, all leases have been extended until at least 2028.