Written questions by Morton.

In reference to the statement of 25 February 2026 on the Government Response to the Green Paper on the Future of the Post Office, what assessment his Department has made of whether the existing Access Criteria remain sufficient to ensure equitable access to Post Office services in rural, coastal and deprived urban areas; whether changes to those criteria are under consideration; and how the Government will monitor compliance with those requirements at a regional and local level.

The Government’s Green Paper consultation confirmed that the public, especially rural communities and small businesses, rely on their local Post Office for essential services. We are therefore committed to retaining the 11,500‑branch minimum network and existing access criteria to ensure nationwide access to essential services. In the Green Paper consultation response, the Government explicitly confirms that all six Access Criteria will remain in place, and performance will be monitored by the Government through regular reporting and Post Office’s published annual Network Report.

With reference to the Written Statement of 20 June 2025 on Government Response to the Green Paper on the Future of the Post Office, HCWS1360, which government services the cross-government group referenced in the Statement is considering improving through the Post Office network; what his planned timetable is for the development of those proposals; and what assessment his Department has made of the potential impact of this change on Post Office footfall and revenue.

The cross-government group referenced is considering options for a common physical front-end for government services to ensure there is a ‘go to’ place for a range of government services, expanded assisted digital support, an enhanced role in identity verification and exploring new propositions such as prescription collection. Further updates on government services in post offices will be provided in due course.

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.

With reference to the statement of 25 February 2026 on the Government Response to the Green Paper on the Future of the Post Office, what increase in remuneration for postmasters is expected to result from the introduction of Banking Framework 4; what assessment his Department has made of the sustainability of Post Office banking services as bank branch closures continue; and what additional services are being considered to strengthen the Post Office’s role in providing access to cash and banking services.

Banking Framework 4 increases remuneration rates for cash services. Increases will vary by branch activity. Post Office has also committed to improving remuneration through its Transformation plan, which includes cost saving investments (such as automation) related to the implementation of the Banking Framework. Banking Framework 4 secures Post Office’s important role in providing free-to-access cash and banking services until December 2030. As set out in the Government response to the Green Paper, there was a constructive joint discussion between government, the Post Office and the banking sector in January 2026, where several areas of mutual interest were discussed including additional banking services.

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.

Communities and Local Government, with reference to the Local Government Finance Statement made on 23 February 2026, what the estimated annual operating cost of the proposed Local Audit Office will be; how it will be funded; how its powers and remit will differ from the existing audit framework; and what timetable has been set for clearing the backlog of outstanding local authority audits prior to its establishment in autumn 2026.

The Local Audit Office will take on a remit and powers currently fragmented across the existing system with its statutory objectives and functions detailed in the English Devolution and Community Empowerment Bill. We will confirm the estimated cost and funding mechanisms later in the year, ensuring that it provides greater value for money than the current failed system. Following the introduction of statutory local audit backstop dates in autumn 2024, the backlog of unaudited accounts has been cleared. The vast majority of opinions for financial years up to and including 2024/25 have been published. The government continues to engage with local bodies and audit firms to ensure that issues preventing the issuance of audit opinions are resolved, and that remaining opinions are published as soon as practicable.

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.

Representing the House of Commons Commission, with reference to the Restoration and Renewal Client Board’s proposals for a permanent Education Centre within the Palace of Westminster, what assessment the Commission has made of the likelihood of delivering a replacement Education Centre before the expiry of the current facility’s licence in 2030; what contingency plans are in place should a permanent facility not be operational by that date; and whether the Commission has made an assessment of the potential impact on parliamentary education and outreach if there is a gap in provision.

Officials are developing options for educational provision both for the period from 2029 (which takes into account the period required to demolish the current centre before the expiry of the current planning and license agreements in 2030) and in the longer term during the Restoration and Renewal (R&R) works. Proposals will be considered by domestic committees in both Houses in due course.

With reference to the Office for Budget Responsibility’s Economic and Fiscal Outlook published in March 2026, what the projected levels of total public expenditure are expected to be in (a) 2026-2027, (b) 2027-2028, (c) 2028-2029, (d) 2029-2030 and (d) 2030-2031 financial years; which areas of public spending are expected to see the largest increases over the forecast period; and what steps her Department intends to take to manage spending pressures within departmental budgets.

The OBR’s Economic and Fiscal Outlook – published on the OBR’s website - sets out in detail the projected levels of total public expenditure over the next five years. The government's public spending approach is fair, disciplined and controlled, helping to reduce borrowing and keep public finances on a sustainable path.

With reference to the Office for Budget Responsibility’s Economic and Fiscal Outlook published in March 2026, what estimate she has made of the additional annual cost to the average UK motorist as a result of the planned staged increases in fuel duty between September 2026 and March 2027; and what assessment she has made of the potential impact of those increases on household finances.

The Chancellor considers a wide range of impacts when taking decisions on tax policy. At Budget 2025, the Government announced that the 5p cut in fuel duty would be extended until the end of August 2026, with rates then gradually returning to March 2022 levels by March 2027. The planned increase in line with inflation for 2026/27 will also not take place, with RPI uprating resuming from 2027/28 onwards.Since Autumn Budget 2024, the Government's decisions to freeze fuel duty will save the average motorist over £90 – or 8-11 pence per litre.The Government has published Tax Impact and Information Notes (TIINs) assessing the impacts of the 2026/27 fuel duty rates, which can be found at GOV.UK:https://www.gov.uk/government/publications/fuel-duty-rates-for-2026-to-2027/fuel-duty-rates-2026-to-2027The Rural Fuel Duty Relief Scheme provides a 5p reduction to motorists buying fuel in certain areas. The areas included in the scheme demonstrate certain characteristics such as: pump prices much higher than the UK average; remoteness leading to high fuel transport costs from refinery to filling station, and; relatively low sales meaning that retailers cannot benefit from bulk discounts.As the Chancellor has set out, a rapid de-escalation in the Middle East remains the best way to keep prices affordable at the pump. As with all taxes, the Government keeps fuel duty under review.

In reference to the Office for Budget Responsibility’s Economic and Fiscal Outlook published in March 2026, what assessment she has made of the potential impact of planned fuel duty increases on households in rural and car-dependent areas; and what modelling the Treasury has undertaken on the additional commuting costs faced by motorists in those areas during a period of rising global fuel prices.

The Chancellor considers a wide range of impacts when taking decisions on tax policy. At Budget 2025, the Government announced that the 5p cut in fuel duty would be extended until the end of August 2026, with rates then gradually returning to March 2022 levels by March 2027. The planned increase in line with inflation for 2026/27 will also not take place, with RPI uprating resuming from 2027/28 onwards.Since Autumn Budget 2024, the Government's decisions to freeze fuel duty will save the average motorist over £90 – or 8-11 pence per litre.The Government has published Tax Impact and Information Notes (TIINs) assessing the impacts of the 2026/27 fuel duty rates, which can be found at GOV.UK:https://www.gov.uk/government/publications/fuel-duty-rates-for-2026-to-2027/fuel-duty-rates-2026-to-2027The Rural Fuel Duty Relief Scheme provides a 5p reduction to motorists buying fuel in certain areas. The areas included in the scheme demonstrate certain characteristics such as: pump prices much higher than the UK average; remoteness leading to high fuel transport costs from refinery to filling station, and; relatively low sales meaning that retailers cannot benefit from bulk discounts.As the Chancellor has set out, a rapid de-escalation in the Middle East remains the best way to keep prices affordable at the pump. As with all taxes, the Government keeps fuel duty under review.

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.

Media and Sport, with reference to the Parliamentary Education Centre currently located in Victoria Tower Gardens, what discussions her Department has had with (a) the Restoration and Renewal Client Board and (b) Parliamentary authorities on the future of the site beyond 2030; whether any options to extend or vary the existing licence have been formally considered; and what assessment she has made of the future use of the site once the current Education Centre is vacated.

DCMS has not had discussions with the Restoration and Renewal Client board on the Parliamentary Education Centre.Terms have been agreed for a new lease for the Parliamentary Education Centre until the end of 2030.

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.

With reference to the Office for Budget Responsibility’s Economic and Fiscal Outlook published in March 2026, what the forecast rate of UK economic growth is expected to be in each year of the forecast period; what the principal risks are to those forecasts; and what policy measures she intends to pursue to improve long-term productivity and economic growth.

The independent Office for Budget Responsibility (OBR) published its latest Economic and Fiscal Outlook (EFO) on the 3rd March 2026. The OBR forecasts that the UK economy will grow by 1.1% in 2026, and will then grow at an average rate of 1.6% per year from 2027 to 2030. The OBR set out in their EFO what they see as the key risks to the forecasts. In their press conference, the OBR emphasised that while the central forecast does not assume a renewed energy shock, the conflict represents the key downside risk. The government’s economic strategy is focused on delivering long-term reform, ensuring the UK is better placed to withstand external shocks. This includes targeted investment to boost growth, support innovation, and strengthen trading relationships, alongside action to improve our labour market participation and skills. These interventions form part of a broader plan to raise productivity, expand economic capacity and support living standards across the UK, while strengthening our economic resilience in an age of global insecurity shaped by geopolitical tensions, including those involving Iran.

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.

With reference to the Office for Budget Responsibility’s Economic and Fiscal Outlook published in March 2026, what fiscal headroom the Government is forecast to have against its fiscal rules in each year of the forecast period; what sensitivity analysis has been undertaken by the Office for Budget Responsibility regarding changes in growth, interest rates or inflation; and what assessment she has made of the level of risks to the Government’s ability to meet its fiscal targets.

In line with the Office for Budget Responsibility (OBR)'s mandate, the OBR did not provide a formal assessment of performance against the fiscal rules at the Spring forecast on 3 March. The fiscal rules will be formally assessed alongside the Budget. As the Chancellor said in her speech to the House, the forecast shows headroom against the stability rule has increased since the Budget from £21.7bn at the Budget to £23.6bn in 2029-30, which is the target year, meaning greater resilience against shocks and stability in the economy. Headroom against the investment rule is also higher at £27.1bn in 2029-30. As an independent body, the OBR has full discretion over its forecast methodology and the judgements underpinning its forecasts. As is standard, the March 2026 Economic and Fiscal Outlooks included sensitivity analysis around key economic variables and highlighted upside and downside risks to its central forecast

What assessment she has made of the potential combined impact of the proposed increase in fuel duty and the recent rise in global oil prices on the price of petrol and diesel in the next 12 months.

The Chancellor considers a wide range of impacts when taking decisions on tax policy. At Budget 2025, the Government announced that the 5p cut in fuel duty would be extended until the end of August 2026, with rates then gradually returning to March 2022 levels by March 2027. The planned increase in line with inflation for 2026/27 will also not take place, with RPI uprating resuming from 2027/28 onwards.Since Autumn Budget 2024, the Government's decisions to freeze fuel duty will save the average motorist over £90 – or 8-11 pence per litre.The Government has published Tax Impact and Information Notes (TIINs) assessing the impacts of the 2026/27 fuel duty rates, which can be found at GOV.UK:https://www.gov.uk/government/publications/fuel-duty-rates-for-2026-to-2027/fuel-duty-rates-2026-to-2027The Rural Fuel Duty Relief Scheme provides a 5p reduction to motorists buying fuel in certain areas. The areas included in the scheme demonstrate certain characteristics such as: pump prices much higher than the UK average; remoteness leading to high fuel transport costs from refinery to filling station, and; relatively low sales meaning that retailers cannot benefit from bulk discounts.As the Chancellor has set out, a rapid de-escalation in the Middle East remains the best way to keep prices affordable at the pump. As with all taxes, the Government keeps fuel duty under review.

Commonwealth and Development Affairs, what assessment she has made of the potential impact of the UK-EU treaty on Gibraltar on the supply of British food and drink to Gibraltar.

I refer the Hon Member to the statement I made to the House on 26 February, and related statements in the Gibraltar Parliament. The final text of the treaty will be brought before the House for scrutiny in the usual way in due course.

With reference to the Office for Budget Responsibility’s Economic and Fiscal Outlook published in March 2026, what estimate she has made of the forecast increase in welfare spending over the forecast period; what the projected level of welfare expenditure will be in each financial year to 2030-31; what proportion of that spending is forecast to be allocated to working-age benefits, disability benefits and pensioner benefits; and whether she is taking steps to control projected growth in welfare spending.

Forecasts for welfare spending are the responsibility of the Office for Budget Responsibility.