Written questions by Mayhew.

What mechanisms will her Department establish to resolve disputes between Great British Railways and devolved administrations over service provision.

The Railways Bill has been introduced to end the outdated model of franchising and structural fragmentation that inhibits how the railway is run. The vision for the future relationship between GBR and devolved operators is one of collaboration between public sector providers, delivering for passengers, freight and taxpayers. The Bill requires the preparation and publication of two separate Memoranda of Understanding between the Secretary of State for Transport and Welsh Ministers and Scottish Ministers respectively. These will set out how UK and Devolved Ministers will cooperate with each other and how they expect GBR and devolved operators to work together. The Bill requires GBR to consult Scottish and Welsh Ministers on its Access and Use Policy, which will set out the processes that GBR will follow when making decisions on access to its network and the criteria it intends to use to make those decisions. GBR will also be required to consult Scottish and Welsh Ministers on significant changes to GBR services to or from Scotland or Wales, respectively.

What assessment she has made of potential conflicts of interest arising from Great British Railways acting as both infrastructure manager and passenger service operator.

Government is bringing track and train together in Great British Railways, which will be a directing mind able to take long-term strategic decisions to make the best use of the network and which will deliver benefits for passengers, freight users and taxpayers. Beyond the specific requirements of the Railways Bill, GBR will be subject to legal obligations such as public law requirements to act transparently and fairly, and competition and subsidy control legislation, all of which helps ensure that GBR will act fairly, transparently and in the public interest.

What guidance she plans to issue on Great British Railways’ responsibilities for (a) national ticketing, (b) fare setting and (c) the administration of discount schemes for (i) young, (ii) elderly and (iii) disabled passengers.

The Government's response to the Railways Bill consultation has confirmed plans for the future of the rail retail market once Great British Railways (GBR) is established. It also set out GBR's and the Secretary of State's roles in relation to fares setting, and the continued safeguarding in legislation of discount schemes for young people, older people and disabled people. This is an important step in providing further clarity on how ticketing and fare setting will operate under GBR, and the Government looks forward to continuing to work with all stakeholders on the delivery of its reforms.

Whether Great British Railways will be required to ensure interoperability between its ticketing systems and those operated by (a) devolved and (b) regional authorities.

Once GBR is established, it will deliver a high-quality website and app to customers, gradually replacing the 14 different DfT train operator websites that currently retail tickets. GBR will compete on a fair and open basis with independent retailers — as well as with open access operators and devolved operators, who will also be able to retail to passengers, just as they do today. The government looks forward to working with all stakeholders on the delivery of its reforms.

Pursuant to the Answer of 15 October 2025 to Question 73726 on Passenger Standards Authority, what is her expected timetable for the delivery of the Passenger Watchdog.

The passenger watchdog will be stood up as soon as practicably possible following Royal Assent for the Railways Bill.

Pursuant to the Answer of 14 October 2025 to Question 77641 on Railways: Facilities Agreements, if she will publish (a) the terms of reference, (b) the memorandum of understanding and (c) associated documents which set out the role of DfT Operator Limited in operation of the railways, (i) prior to and (ii) subsequent to renationalisation.

The Framework Document is being reviewed and updated following the change of role from the DfT Operator of Last Resort to the Operator of First Choice. The Framework Document will be published on the Government website in due course. As the rail public sector owning group, the DFTO is a co-signatory to Services Agreements alongside the Department and public sector operators. Services Agreements set out the Secretary of State’s requirements and will also be made available on the Government’s website in due course.

What assessment she has made of the cost implications of transferring research and advisory functions from Network Rail to Great British Railways.

Network Rail and its functions will become a foundational part of Great British Railways (GBR) as it is stood up. It is therefore unlikely that there will be significant costs in transferring functions currently within Network Rail into GBR. However, detailed design and implementation work is currently underway and no assessment has yet been made of the specific cost implications of transferring research and advisory functions from Network Rail to GBR.

Whether franchised bus networks in combined authorities are reliant on (a) emergency and (b) extraordinary Government funding support.

No. In England outside London, the only franchised bus services in combined authorities operate in Greater Manchester. Since franchised bus services were first introduced in Greater Manchester in September 2023, no emergency or extraordinary funding for franchised bus networks has been announced by the Department for Transport.

What estimate her Department has made of the amount of Government funding required to sustain the Bee Network over the next five years.

The Department is committed to supporting the development of integrated transport systems that work better for people and communities across the country, including the Bee Network. Between 2022-23 and 2026-27, we are providing £1.07bn of City Region Sustainable Transport Settlement funding to Greater Manchester to deliver transformational change to Greater Manchester’s transport infrastructure. Beyond that, we have confirmed a £2.5bn Transport for City Regions settlement for Greater Manchester from 2027-28 to 2031-32. This will provide unprecedented funding that will empower Greater Manchester’s local leaders to make decisions on cycling, walking, bus and rail that support the Bee Network, making journeys quicker, more accessible and reliable. Additionally, we will be supporting Greater Manchester to maintain and improve bus services in the Bee Network with a share (to be confirmed) of the funding announced as part of the Spending Review to maintain and improve bus services and extend the £3 fare cap until March 2027. This is in addition to the £66.4 million we are providing through the Local Authority Bus Grant in 2025/26.

What recent progress she has made in increasing rail freight growth.

The Government, alongside Network Rail and the rail freight sector, continue to make progress on ensuring the growth of rail freight. In the year April 2024 to March 2025, rail freight volumes increased by 5%. Network Rail’s Access Charge Discounts Policy scheme has been crucial in helping new flows get up and running. Since launching in August 2024, the scheme has supported 15 new flows. Four of the five flows that have passed the discount period have continued to operate, undiscounted.

Whether her Department has reviewed the long-term financial sustainability of franchised bus networks.

The government has not provided funding to local authorities specifically to franchise bus networks. However, we have confirmed investment of over £1 billion in 25/26 to support and improve bus services and to keep fares affordable, this includes £712 million for local authorities. Under the Transport Act 2000, franchising authorities must carry out a detailed assessment to ensure that any proposed franchising scheme is feasible, affordable, and deliverable. This robust planning process helps minimise the need for central government intervention. The Department has worked closely with Greater Manchester throughout their franchising process, and we will continue to do so to learn lessons to support other areas who decide to undertake franchising. There are a range of different franchising models that can be used, and the Greater Manchester model is just one.  We want to understand more about how different models of franchising can work for different local areas. Alternative models have been set out in our revised statutory guidance to franchising authorities, and our pilot programmes will further develop practical tools and case studies to help LTAs choose and implement the approach that best fits their local needs. The Government is committed to reducing the cost and complexity of bus franchising. Following the introduction of the Bus Services (No.2) Bill, the Department will refresh franchising guidance to give authorities access to new powers that streamline the process.

What steps her Department is taking to ensure that lessons from the financial performance of the Bee Network are reflected in other areas seeking bus franchising powers.

The government has not provided funding to local authorities specifically to franchise bus networks. However, we have confirmed investment of over £1 billion in 25/26 to support and improve bus services and to keep fares affordable, this includes £712 million for local authorities. Under the Transport Act 2000, franchising authorities must carry out a detailed assessment to ensure that any proposed franchising scheme is feasible, affordable, and deliverable. This robust planning process helps minimise the need for central government intervention. The Department has worked closely with Greater Manchester throughout their franchising process, and we will continue to do so to learn lessons to support other areas who decide to undertake franchising. There are a range of different franchising models that can be used, and the Greater Manchester model is just one.  We want to understand more about how different models of franchising can work for different local areas. Alternative models have been set out in our revised statutory guidance to franchising authorities, and our pilot programmes will further develop practical tools and case studies to help LTAs choose and implement the approach that best fits their local needs. The Government is committed to reducing the cost and complexity of bus franchising. Following the introduction of the Bus Services (No.2) Bill, the Department will refresh franchising guidance to give authorities access to new powers that streamline the process.

Whether her Department has provided additional subsidy to franchised bus networks that were originally forecast to break even.

The government has not provided funding to local authorities specifically to franchise bus networks. However, we have confirmed investment of over £1 billion in 25/26 to support and improve bus services and to keep fares affordable, this includes £712 million for local authorities. Under the Transport Act 2000, franchising authorities must carry out a detailed assessment to ensure that any proposed franchising scheme is feasible, affordable, and deliverable. This robust planning process helps minimise the need for central government intervention. The Department has worked closely with Greater Manchester throughout their franchising process, and we will continue to do so to learn lessons to support other areas who decide to undertake franchising. There are a range of different franchising models that can be used, and the Greater Manchester model is just one.  We want to understand more about how different models of franchising can work for different local areas. Alternative models have been set out in our revised statutory guidance to franchising authorities, and our pilot programmes will further develop practical tools and case studies to help LTAs choose and implement the approach that best fits their local needs. The Government is committed to reducing the cost and complexity of bus franchising. Following the introduction of the Bus Services (No.2) Bill, the Department will refresh franchising guidance to give authorities access to new powers that streamline the process.

Whether her Department has set financial performance benchmarks that combined authorities must meet in order to access Government support for bus franchising.

The government has not provided funding to local authorities specifically to franchise bus networks. However, we have confirmed investment of over £1 billion in 25/26 to support and improve bus services and to keep fares affordable, this includes £712 million for local authorities. Under the Transport Act 2000, franchising authorities must carry out a detailed assessment to ensure that any proposed franchising scheme is feasible, affordable, and deliverable. This robust planning process helps minimise the need for central government intervention. The Department has worked closely with Greater Manchester throughout their franchising process, and we will continue to do so to learn lessons to support other areas who decide to undertake franchising. There are a range of different franchising models that can be used, and the Greater Manchester model is just one.  We want to understand more about how different models of franchising can work for different local areas. Alternative models have been set out in our revised statutory guidance to franchising authorities, and our pilot programmes will further develop practical tools and case studies to help LTAs choose and implement the approach that best fits their local needs. The Government is committed to reducing the cost and complexity of bus franchising. Following the introduction of the Bus Services (No.2) Bill, the Department will refresh franchising guidance to give authorities access to new powers that streamline the process.

Whether she has has discussions with the Chancellor of the Exchequer on the potential fiscal impacts of the long-term subsidy requirements of franchised bus networks.

The government has not provided funding to local authorities specifically to franchise bus networks. However, we have confirmed investment of over £1 billion in 25/26 to support and improve bus services and to keep fares affordable, this includes £712 million for local authorities. Under the Transport Act 2000, franchising authorities must carry out a detailed assessment to ensure that any proposed franchising scheme is feasible, affordable, and deliverable. This robust planning process helps minimise the need for central government intervention. The Department has worked closely with Greater Manchester throughout their franchising process, and we will continue to do so to learn lessons to support other areas who decide to undertake franchising. There are a range of different franchising models that can be used, and the Greater Manchester model is just one.  We want to understand more about how different models of franchising can work for different local areas. Alternative models have been set out in our revised statutory guidance to franchising authorities, and our pilot programmes will further develop practical tools and case studies to help LTAs choose and implement the approach that best fits their local needs. The Government is committed to reducing the cost and complexity of bus franchising. Following the introduction of the Bus Services (No.2) Bill, the Department will refresh franchising guidance to give authorities access to new powers that streamline the process.

How much funding her Department has provided to the Greater Manchester Bee Network since July 2024.

The Department is committed to supporting the development of integrated transport systems that work better for people and communities across the country, including the Bee Network. Between 2022-23 and 2026-27, we are providing £1.07bn of City Region Sustainable Transport Settlement funding to Greater Manchester to deliver transformational change to Greater Manchester’s transport infrastructure. Greater Manchester will also be eligible for an additional £14m in Highways Maintenance funding in 2025-26, to support maintenance of the local highway network and ensure the smooth running of buses and active travel in the Bee Network. Additionally, we are supporting Greater Manchester to maintain and improve bus services in the Bee Network with £80.8m of funding in 2024-25 and £66.4m of funding in 2025-26. We have supported Greater Manchester to build and maintain walking and cycling infrastructure through the Consolidated Active Travel Fund with £5.1m of funding in 2024-25 and £15.7m in 2025-26. Finally, we are supporting the Mayor’s ambition of integrating rail into the Bee Network with £14m of funding from 2024-25 to 2025-26 to support the Pay-As-You-Go ticketing trial to roll out contactless ticketing on rail in Greater Manchester.

What steps her Department is taking to increase the volume of freight transported by rail.

The Government is committed to supporting rail freight growth, recognising its significant economic and environmental potential and its critical role in the UK’s resilience. Last year, rail freight volumes increased by 5%. We will support future growth by placing a statutory duty on Great British Railways to promote the use of rail freight. We have also confirmed that there will be an overall target of an 75% increase in rail freight moved by 2050, alongside other targets that will be announced prior to the stand up of Great British Railways.

How much national grant funding she plans to provide to the Bee Network in 2025-26.

The Department is committed to supporting the development of integrated transport systems that work better for people and communities across the country, including the Bee Network. We are providing £335m in 2025-26 to Greater Manchester under the Local Transport pillar of its Integrated Settlement. This will enable Greater Manchester to deliver transformational change to transport infrastructure; support maintenance of the local highway network; maintain and improve bus services; and build and maintain walking and cycling infrastructure.We are also supporting the Mayor’s ambition of integrating rail into the Bee Network with £9m of funding for 2025-26 to support the Pay-As-You-Go ticketing trial to roll out contactless ticketing on rail in Greater Manchester.

What information her Department holds on the amount of Council Tax revenue that has been raised to support franchised bus networks since July 2024.

The government has not provided funding to local authorities specifically to franchise bus networks. However, we have confirmed investment of over £1 billion in 25/26 to support and improve bus services and to keep fares affordable, this includes £712 million for local authorities. Under the Transport Act 2000, franchising authorities must carry out a detailed assessment to ensure that any proposed franchising scheme is feasible, affordable, and deliverable. This robust planning process helps minimise the need for central government intervention. The Department has worked closely with Greater Manchester throughout their franchising process, and we will continue to do so to learn lessons to support other areas who decide to undertake franchising. There are a range of different franchising models that can be used, and the Greater Manchester model is just one.  We want to understand more about how different models of franchising can work for different local areas. Alternative models have been set out in our revised statutory guidance to franchising authorities, and our pilot programmes will further develop practical tools and case studies to help LTAs choose and implement the approach that best fits their local needs. The Government is committed to reducing the cost and complexity of bus franchising. Following the introduction of the Bus Services (No.2) Bill, the Department will refresh franchising guidance to give authorities access to new powers that streamline the process.

What assessment she has made of the suitability of the Bee Network model as a template for wider bus franchising in other combined authorities.

The government has not provided funding to local authorities specifically to franchise bus networks. However, we have confirmed investment of over £1 billion in 25/26 to support and improve bus services and to keep fares affordable, this includes £712 million for local authorities. Under the Transport Act 2000, franchising authorities must carry out a detailed assessment to ensure that any proposed franchising scheme is feasible, affordable, and deliverable. This robust planning process helps minimise the need for central government intervention. The Department has worked closely with Greater Manchester throughout their franchising process, and we will continue to do so to learn lessons to support other areas who decide to undertake franchising. There are a range of different franchising models that can be used, and the Greater Manchester model is just one.  We want to understand more about how different models of franchising can work for different local areas. Alternative models have been set out in our revised statutory guidance to franchising authorities, and our pilot programmes will further develop practical tools and case studies to help LTAs choose and implement the approach that best fits their local needs. The Government is committed to reducing the cost and complexity of bus franchising. Following the introduction of the Bus Services (No.2) Bill, the Department will refresh franchising guidance to give authorities access to new powers that streamline the process.