Written questions by Mayhew.

Pursuant to the Answer of 29 January 2026 to Question 108013, if she will list those technology investments and provide the Benefit-Cost Ratio for each of those investments.

I have asked Network Rail to write to you on this matter.

What assessment her Department has made of the potential impact of the UK ETS on lifeline ferry services outside Scotland, including routes serving the Isle of Wight, the Isles of Scilly and Northern Ireland.

An Impact Assessment was published alongside the main Authority Response in November 2025, which includes analysis of regional and distributional impacts. To mitigate risks of competitive impacts with routes between Great Britain and Ireland, we intend to introduce a 50% surrender deduction on voyages between Great Britain and Northern Ireland. All ferries serving the Isles of Scilly and most serving the Isle of Wight will not be in scope of the ETS under the planned rules. Potential or realised impacts on UK islands will be considered within our 2028 review and future decisions will be based on the evidence available at that time.

What assessment her Department has made of the potential future costs to the public purse of the Liverpool Street Station redevelopment.

The proposed redevelopment of Liverpool Street station could enable substantial private investment in one of the busiest stations in the UK.

What assessment she has made of the adequacy of Network Rail’s Liverpool Street station viability appraisal.

The viability appraisal has been submitted as part of the planning application and the determining authority will review this as part of its planning report.

What evidence the Department has that the inclusion of emissions at berth in the UK ETS will lead to emissions reductions in the absence of widespread shore power and alternative fuel availability.

The Maritime Decarbonisation Strategy sets the strategic direction to reduce all domestic maritime emissions, which includes all emissions at berth, and therefore it is important that these emissions are brought into the scope of the UK Emissions Trading Scheme (ETS). The key policies of the Maritime Decarbonisation Strategy, including the expansion of the UK ETS to cover maritime, alongside the investment of a further £448 million in maritime decarbonisation, will both drive investment and encourage the development of alternative fuels and shore power, increasing their availability. An analytical annex was published alongside the Maritime Decarbonisation Strategy, which sets out the evidence on emissions reductions across the sector.

What the programme is for the delivery of the Liverpool Street Station redevelopment; and what steps the Department has taken to ensure this timetable is achievable.

Officials in my Department are engaged with Network Rail Property and Planning teams around the redevelopment proposals for Liverpool Street station. These plans are at an early stage and will be subject to planning consents. Both my Department and Network Rail will continue to review these plans as they develop.

What the total expenditure has been to date by Network Rail, including Network Rail Property and any contractors engaged by it, on work related to the planning application for the redevelopment of London Liverpool Street Station; and what proportion of that expenditure has been incurred in each financial year since the project commenced.

Due to continuing commercial negotiations, I regret that it is not possible to share the requested information at this point.

How many and what proportion of buses manufactured outside of the UK were procured using Government funding schemes in each of the last five years.

My department does not hold that specific information as local authorities procure buses.However, through the Zero Emission Bus Regional Areas programme, in phase 1, 491 zero emission buses out of 1194 (41.1%) were manufactured outside of the UK. For phase 2 of the programme, 567 zero emission buses out of 1269 (44.7%) were manufactured outside of the UK.

What assessment her Department has made of any compensation to be provided by Network Rail to Transport for London in respect of costs arising from disruption during the redevelopment of Liverpool Street Station.

Network Rail has carried out a detailed review of the proposals to keep the station open and operational, including Transport for London's infrastructure and services.

Pursuant to the Answer of 19 January 2026 to Question 105895, what the assumed payback period is for the major technology investments cited for Network Rail in delivering efficiency savings; and in which financial year cumulative efficiency savings are expected to exceed cumulative investment costs.

Network Rail undertake numerous technology-related investments, including those cited as examples in the previous response on 19 January. The payback period for technology-related investments will vary in range and this will depend on the scope and business case associated with the type of technology investment. Interdependencies between the projects and payback is not limited to Network Rail or purely financial benefits.

Pursuant to the Answer of 19 January 2026 to Question 105895, what proportion of the £424 million efficiency saving attributed to regulated settlements in 2028–29 is expected to be delivered by Network Rail alone.

All of the £424 million efficiency saving attributed to regulated settlements in 2028–29 is forecasted to be delivered by Network Rail. Efficiencies for National Highways for the equivalent period will be determined through the Road Investment Strategy 3 (RIS3) process, which is currently underway and not yet complete.

Pursuant to the Answer of 21 November 2025 to Question 90407 on Roads: Repairs and Maintenance, whether the third Road Investment Strategy (RIS3) will include a breakdown of (a) forecast costs for each individual strategic road network enhancement scheme that is to be delivered during the 2026 to 2031 period and (b) the Department's planned expenditure on (i) operations, (ii) maintenance and renewals, (iii) disaggregating maintenance and (iv) staffing costs.

The third Road Investment Strategy (RIS3) will set out the Department’s planned capital and revenue expenditure over the 2026/27 to 2030/31 period, with breakdowns across key categories including operations, maintenance, renewals and enhancements.In line with previous Road Investment Strategies, RIS3 will not include forecast costs for individual enhancement schemes. Scheme-level costs will continue to be developed and refined through the business case and investment decision-making process, ensuring value for money and appropriate assurance prior to commitment.Further information on the delivery, governance and performance of the Strategic Road Network will be published through National Highways’ subsequent delivery plans and reporting arrangements.

Whether she plans to publish chargepoint reliability reports under the Public Chargepoint Regulations 2023 submitted by operators for 2025.

Under the Public Charge Point Regulations 2023, charge point operators are required to publish information on their compliance with the reliability requirement on their website. They must also submit a report for their network of rapid charge points for each calendar year to the Secretary of State. We do not intend to publish individual reports provided by charge point operators under the reporting requirement.

What proportion of public electric vehicle chargepoints required to meet the 2030 target will be delivered by the private sector.

To date, most public charge points have been delivered by the private sector. We expect that trend to continue as the network continues to grow.

How many public electric vehicle chargepoints have been installed but are not operational due to electricity grid connections.

The Department for Transport does not hold this information.

What proportion of the £663 million per year efficiency saving projected for 2028–29 has already been delivered; and what proportion remains uncontracted, unimplemented or subject to future business cases.

The Departmental Efficiency Plans set out the efficiencies that will be delivered by the Department for Transport over the period 2026/27 – 2028/29. These efficiencies are measured against 2025/26 planned day-to-day budgets (i.e. this financial year) and will therefore be delivered in future years.

What assessment she has made of the net financial impact of its AI programme, including implementation costs, staff training, data preparation and ongoing system support, relative to the efficiency savings outlined in the efficiency delivery plan.

As set out in the Department’s efficiency delivery plan, we expect a contribution to come from greater use of AI and digital tools. These tools can be used to automate and speed up routine processes that reduce system duplications and drive back-office efficiencies. As part of taking a test and learn approach, we are assessing impact and benefits on a case-by-case basis as appropriate in the life cycle of the project, as we develop our alignment across the DfT family on AI initiatives, and regularly add new use cases and applications.A recent example of assessing impact is the published evaluation of our piloted Consultation Analysis Tool (CAT)1. This sets out a range of potential benefits, including net savings, which we will monitor as and when the tool is implemented as a standard process. [1] https://www.gov.uk/government/publications/ai-consultation-analysis-tool-evaluation.

What the net savings are expected to be from rationalising the Department’s London estate and expanding its presence in Leeds and Birmingham, after accounting for relocation, refurbishment and dual-running costs.

The Department for Transport expects to save approximately £1.8m per year upon completion of the Whitehall Rationalisation programme, once relocation and dual running costs are considered and the Departments moving into Great Minster House start contributing to building lease costs.

What estimate she has made of the level of net Government support to the rail sector per passenger journey in December 2025.

Many rail industry processes, including payments under contracts with train operators, occur once each rail period, rather than by calendar month. Support given to operators is also subject to an adjustment process, as actual values for costs, capital expenditure and revenues can be higher or lower than the initial values upon which support is provided. It is therefore not yet possible to provide a value for December 2025, and it may also not be meaningful, given seasonality.

What proportion of rail journeys used fully digital tickets in December 2025.

The approximate proportion of tickets fulfilled as Digital Tickets for December 2025 are: Dec-25Digital85%Non Digital15%