Written questions by Holden.

What assessment he made of requiring the structural steel used in the Net Zero Teesside carbon capture, utilisation and storage project to be (a) produced and (b) fabricated in the UK.

Awaiting answer.

What estimate has been made of the potential cost impact of the UK ETS and domestic carbon pricing mechanisms on the cost of UK domestic flights between 2026 and 2050.

Awaiting answer.

Pursuant to the Answer of 9 June 2026 to Question 6816 on the UK Emissions Trading Scheme and Northern Ireland routes, whether he plans to publish any (a) assessments, (b) modelling, (c) case

The Government published the final stage Impact Assessment for this policy on 25 November 2025. Overall, it found the policy delivers emissions reductions and wider economic benefits in the most cost-effective way possible. There are no plans to publish a...

With reference to paragraph 14 of the National Audit Office report on Sizewell C, HC 33, published in May 2026, whether his Department plans to analyse the potential impact of projected elect

The department estimates that RAB levies for Sizewell C will add on average approximately £1 a month to a typical household bill. Eligible Energy Intensive Industries are exempt from RAB levies.There will be £2 billion per year savings to the energy syste...

How much (a) his Department, (b) its agencies and (c) its public bodies has spent on lanyards since 4 July 2024; what designs of lanyards have been purchased; and what the cost and number of

This detail of information is not held centrally and can only be obtained at disproportionate cost.

What assessment he has made of the potential impact of recent changes in marine fuel costs on the inclusion of ferry and freight operators serving Northern Ireland routes within the UK Emissi

We actively monitor changes in marine fuel costs and wider market conditions. The UK ETS is designed to support cost-effective decarbonisation, and operators retain flexibility in how they meet compliance obligations, including operational efficiency and ...

Whether his Department has assessed the recommendations of the Independent Greenhouse Gas Removal Review, published on 23 October 2025; and what is his timeline for responding to that report'

On 23 October 2025 the GGR Independent Review was published, setting out a range of recommendations to government. The government welcomes this report and will consider the recommendations and respond in due course.

Whether Ofgem has reviewed the Employment Tribunal case involving the Drax whistleblower; and whether Ofgem has assessed whether any matters raised in that case have implications for Drax’s c

In order to receive subsidies under the Renewables Obligation (RO), Drax must demonstrate compliance with biomass sustainability criteria. As part of its 2023-4 investigation into Drax, Ofgem considered a broad range of documents and sources, including st...

Pursuant to the Answer of 12 March 2026 to Question 118924, what estimate his Department has made of (a) the proportion of UK Emissions Trading Scheme costs in the maritime sector expected to be passed through to consumers and (b) how that estimate varies by subsector, including ferries and passenger services; and what international evidence underpins those assumptions.

The Impact Assessment finds UK ETS compliance costs are modest relative to operators’ overall costs and does not identify significant consumer price impacts. This is expected to be consistent across maritime subsectors. For ferries and passenger services, the Government has not undertaken route level modelling for the UK ETS domestic maritime expansion, as operators’ commercial decisions, vessel utilisation and fare structures vary widely. The EU ETS, which includes some passenger ferries in scope, shows fare changes have generally been in the low single digit range. Early evidence from the EU scheme suggests short‑sea shipping routes and ferry fares increased by 3-11% under comparable carbon pricing.

Pursuant to the Answer of 10 March 2026 to Question 116783, on Energy: Housing, what assessment his Department has made of the aggregate impact on total household energy consumption of voltage reduction technologies installed in domestic properties, taking into account (a) the proportion of appliances that are power-controlled and resistive, and (b) likely behavioural responses by consumers to any reduction in appliance performance.

The lowering of voltage only reduces electricity consumption with resistive appliances. a)The relative proportion of appliances that are power-controlled vs resistive is moving in favour of power-controlled appliances due to changes in technology. For example, filament bulbs, electric bar fires, immersion heating and older white goods are resistive, but more efficient LED bulbs, heat pumps, EV chargers and modern white goods with asynchronous motors are power controlled. b) The department has not conducted studies of consumer responses to poorer performance from their resistive appliances due to lower voltages.

Whether his Department has considered implementing the measures suggested by the International Energy Agency following the global oil and gas supply issues resulting from Iranian efforts to impede oil and gas transfers via the straight of Hormuz.

The Department works closely with the International Energy Agency to monitor oil and gas markets, including risks arising from disruption around the Strait of Hormuz. The IEA has published a range of potential measures as advice to governments across the world. These are recommendations rather than requirements. The Government has no current plans to implement the measures suggested and will continue to work with industry and international partners to safeguard energy security.

What assessment he has made of the potential impact of current electricity costs on the rate of electric vehicle uptake; and what assessment he has made of the effect of electricity pricing mechanisms on those costs.

On electric vehicle uptake, the Department for Transport has not assessed the potential impact of current electricity costs on the rate of uptake, and it is too early to determine how changes in fuel and electricity prices may influence electric vehicle adoption. The Department for Transport will monitor closely and remains fully committed to the ZEV transition. On energy pricing, Ofgem are reviewing how we could recover energy system costs from consumers (including consumers who own electric vehicles) in ways that are fairer and more efficient through their Cost Allocation and Recovery Review. DESNZ are working closely with the regulator on this.

What assessment he has made of the potential impact of UK ETS compliance costs on ferry fares for passengers and businesses, particularly those in the hospitality sector using the Isle of Wight route.

The Impact Assessment does not identify significant consumer price impacts and finds that compliance costs for domestic maritime operators are modest relative to their overall operating costs, with fuel and carbon costs forming only one part of total running costs. These findings are consistent with international evidence showing changes to ferry ticket prices in the low single digit range under equivalent carbon pricing.The Government will review the maritime element of the United Kingdom Emissions Trading Scheme in 2028 to ensure that its impacts remain accurate, proportionate and fully assessed as the sector continues to decarbonise.

Whether his Department is reviewing documents released to the media in March 2025 in relation to the employment tribunal involving the Drax whistleblower; and whether any findings from that material have been shared with the regulator.

DESNZ does not hold these documents, so is not reviewing them and has not shared them with Ofgem.

A) what services were provided under contract PS24098 awarded to Guidehouse Europe Limited titled “Consulting service for internal assurance of existing sustainability assurance arrangement”; b) which body within his Department or its arm’s-length bodies commissioned that contract; c) what the objectives and scope of the consultancy work were; d) what deliverables were produced under the contract between 5 August 2024 and 30 September 2024; and e) whether the Department plans to publish the outputs of that work.

Following a report published by the National Audit Office in January 2024, titled “the government’s support for biomass”, the Department for Energy Security and Net Zero commissioned Guidehouse to review the robustness of the biomass sustainability assurance processes which were in place at the time. Guidehouse produced a report for the Department in September 2024. There are no plans to publish this report.

Pursuant to the Answer of 18 February 2026 to Question 112225, whether he has made an estimate of the level of passthrough to consumers as a (a) cost increase per passenger ticket and (b) percentage increase in fares.

As set out in the Impact Assessment, any passthrough to consumers is expected to be modest. International evidence, including from the EU ETS, shows fare changes have generally been in the low single digit range. The Government has not undertaken route level ferry fare or passenger ticket modelling for the UK ETS domestic maritime expansion, as operators’ commercial decisions, vessel utilisation and fare structures vary widely.

Pursuant to the Answer of 2 March 2026 to Question 115442, what his evidential basis is that linking the UK Emissions Trading Scheme with the EU Emissions Trading Scheme will minimise administrative burdens for operators and support economic growth and decarbonisation.

Linking the UK and EU emissions trading schemes is expected to bring significant economic benefits to the UK, including a cheaper path towards decarbonisation by providing businesses with access to a larger, more stable and liquid carbon market which will help support investment in low-carbon technologies. Linking would also lower costs and lower barriers to trade for UK businesses by creating the conditions for mutual CBAM exemptions. Consultation responses from maritime stakeholders have largely supported alignment of requirements across the two schemes to reduce the administrative burden for operators participating in both schemes.

What assessment his Department has made of the impact of voltage reduction technologies installed in homes on household energy bills.

The effect of voltage reduction on consumer bills varies between appliances. For appliances that are power controlled (including most electronics, LED lighting, EV chargers and heat pumps), lowering the voltage does not reduce energy consumption and reduce consumer bills. For appliances that are resistive (electric heaters, filament lights), the devices work less well at lower voltages and the effect on consumer bills depends on the consumer’s response to this reduction in performance (e.g. by switching on more heating or lighting).

Pursuant to the Answer of 2 March 2026 to Question 114111, whether he has made an assessment of the potential merits of centrally collecting data on the procurement of retread and single-use imported tyres for heavy vehicle fleets for his Department and its arms length bodies; and if he will make it his policy to introduce arrangements to do so.

No such assessment has been made.

Whether his Department has considered reinstating voltage optimisation technologies in the Energy Saving Materials framework.

DESNZ has not considered reinstating voltage optimisation technologies in the Energy Saving Materials framework due to limitations in the performance of the technology. Voltage optimisers work by reducing the voltage to close to the lower permitted limit of 216.2V. Devices such as electric fires and incandescent lamps lower their energy consumption at lower voltages but also work less well – being less effective at heating or lighting. Power controlled devices such as LED lighting, heat pumps and electric vehicle chargers do not lower their energy consumption, and for these, voltage optimisers are ineffective.