Written questions by Holden.

Pursuant to the Answer of 21 November 2025 to Question 90824 on Great British Railways: Disclosure of Information, whether the data published by the Office of Rail and Road will include annual figures on passenger complaints and the number of those complaints resolved.

The Office of Rail and Road currently publishes the number of complaints closed by train operators on a bi-annual basis. There is no distinction between the number of complaints received and the number resolved. Train operators are obliged to provide certain information to the ORR as part of their current licence agreements. In the future, the Passenger Watchdog will set the consumer standards in the licences, including standards on complaint handling and reporting. While the detail of what data operators must share after GBR is established is to be decided, we do not expect any reduction in the level of transparency of complaints data.

What assessment she has made of whether it is possible to carbon offset all flights; and what are the commercial or other mechanisms for doing so.

The Government is supportive of the role of carbon markets in driving cost-effective decarbonisation of the aviation sector, including through the global carbon offsetting scheme, CORSIA, and aviation’s inclusion in the UK Emissions Trading Scheme (UK ETS). Such measures complement other Government action to achieve net zero aviation by 2050, including on Sustainable Aviation Fuel and airspace modernisation. Airlines may also choose to offset their emissions voluntarily or offer this to customers. The Government supports businesses engaging with voluntary carbon markets in a way that complements deep emissions cuts, using high-integrity credits to finance additional climate action where immediate abatement is not possible.

What analysis she has undertaken of the impact of the Railways Bill on private sector investment and innovation within the rail industry; and if she will publish that analysis.

Establishing GBR through the Railways Bill will provide an integrated approach and greater longer-term certainty for rail, giving the private sector the confidence it needs to invest and support innovation throughout the sector. The Railways Bill Impact Assessment provides an assessment of the potential impacts of the rail reform policies within the Railways Bill, including the impacts on Business Environment.

Pursuant to the answer of 6 March 2025 to Question 34154, if she will launch that review.

The government is considering plans to review the existing requirements for motorcycle training, testing, and licensing in a manner that takes account of both long-standing plans in the Department for Transport and the Driver Vehicle and Standards Agency, and proposals received from the motorcycle sector. More details will be set out in due course.

What contingency plans her Department has for mitigating the impact on the planned 2030 phase-out of new petrol and diesel cars and vans if the delivery of 300,000 operational public electric vehicle charge points by that date is not achieved.

The National Audit Office’s report last year outlined that the number of public chargepoints being installed is on track to meet 300,000 chargepoints by 2030. The majority of these will be delivered by industry, which has already committed £6 billion of private sector investment in UK charging infrastructure before 2030.

Pursuant to the Answer of 24 November 2025 to Question 90394 on the Restoring Your Railways Fund, if she will publish the equality impact assessment completed by her Department of the decision to close the Restoring Your Railways programme.

The Department had due regard for the Public Sector Equalities Duty, and completed an Equalities Impact Assessment related to the closure of the Restoring Your Railway programme. The Department does not habitually publish such advice and legal compliance documents in this manner and it would not be appropriate to do so in this case.

With reference to the answer of 21 July 2025 to Question HL9428, if she will make an assessment of the potential impact of unfunded freight schemes on her Department's (a) rail freight growth and (b) modal shift targets.

The Government recognises that the economic and environmental potential of rail freight is significant and is committed to delivering growth and supporting modal shift to lower-carbon modes of freight transport. We have committed to the rail freight growth target of a 75% increase in freight moved by rail by 2050. The recently laid Railways Bill sets out that the Secretary of State will provide GBR with growth targets for rail freight. As was the case during the development of the 2050 target, we will make informed forecasts about the future capability and capacity of the network when developing any further rail freight growth targets. Network Rail has a regulated target of a 7.5% increase in rail freight by the end of Control Period 7 (March 2029). In the first year of reporting rail freight grew by 5%, which is significantly ahead of the 1.5% annual growth forecast.

Pursuant to the Answer of 24 November 2025 to Question 92100 on Great British Railways: Environment Protection, if she will take legislative steps to require Great British Railways to publish an annual environmental performance report.

There are no plans to legislate for a specific annual report on environmental performance. Reporting requirements for GBR will be set as part of GBR design, ensuring transparency in GBR’s delivery. We expect that GBR will include detail in its Integrated Business Plan and its annual report and accounts.

Pursuant to the Answer of 18 November 2025 to Question 88878 on Train Operating Companies: Contracts, what is a GBR model access contract what its key terms and conditions are, and how it differs from existing rail track access agreements.

As part of GBR’s new role in determining access to its network, GBR will develop and issue Model Contracts. This will set the rights and obligations between an operator and GBR for the use of GBR's network. The provisions of the model contracts must be consistent with requirements in legislation and GBR’s AUP.

Pursuant to the answer of 18 November 2025 to WPQ 89594, what the difference will be between the Operator of First Choice and the previous Operator of Last Resort in the Framework Document.

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 and the transfer of circa 200 DfT staff to DFTO on 31 March 2026 which moves more operational functions into DFTO. The new Framework Document will be published on gov.uk.

Pursuant to the Answer of 24 November 2025 to Question 92692 on South Western Railway: Rolling Stock, if she will provide the link to the renewed rolling stock leasing contract as published on the Government’s Find a Tender website.

The Contract Award notices for the leases entered into can be found here:Direct award of a Lease for Class 701 rolling stock - Find a TenderDirect award of a Lease for Class 444/450 rolling stock - Find a TenderDirect award of a Lease for Class 158/159 rolling stock - Find a TenderDirect award of a Lease for Class 455 rolling stock - Find a Tender

Pursuant to the Answer of 21 November 2025 to Question 90803 on Transport: Apprentices and Training, what discussions her Department has had with the Department for Work and Pensions on the impact of the removal of Level 7 apprenticeship funding for those over 22 on workforce availability in the transport sector.

The Department for Transport has been in regular contact with the Department for Work and Pensions regarding Level 7 apprenticeships, including most recently as part of preparations for a Transport Select Committee session discussing skills for transport manufacturing. Analysis done by Skills England on Level 7 apprenticeship funding has shown that in the majority of areas, including transport, there are appropriate substitutes or alternatives to progress at Level 7 for those over 22, which will support workforce availability. This was factored into the decision that was taken on Level 7 apprenticeships. We know there has been a large decline in young people starting apprenticeships – around 40% over the last ten years. We currently have around 800,000 young people who are not in education, employment or training. Therefore, we are looking to reverse this trend and our focus is on making sure Government funding supports young people starting out in their careers, rather than those already in work with higher prior qualifications. We also know that Level 7 apprenticeships can be valuable for young people, so the Government will continue funding them for learners under 22 as part of our reforms.

What estimate she has made of the cost to the public purse of the measures included in her Department's joint press release entitled Mirror, signal, manoeuvres: military driving examiners mobilised to cut test backlog, published on 12 November 2025.

The Driver and Vehicle Standards Agency (DVSA) has agreed with the Ministry of Defence (MOD) that 36 defence driving examiners (DDE) will carry out driving tests for one day a week for 12 months. MOD has charged DVSA estimated marginal costs in line with HM Treasury guidelines.

Whether vehicle rentals at airports are in scope of the definition of airport operations for the purposes of Government targets to achieve net zero for UK airport operations.

The Government is supporting the transition to greener aviation, including work on sustainable aviation fuels, airspace modernisation, and low-emission technologies. We are considering the role an airport operations emissions target could play as part of our broader approach to decarbonising aviation. Vehicle rentals are not typically included in the definition of airport operations; however, this would be subject to the scoping of any potential future target. We will set out next steps in due course.

Pursuant to the answer of 20 October 2025, to Question 78720, on South West Railway: Nationalisation, whether the pubic purse is liable for potential (a) losses, (b) cost over-runs and (c) increases in costs.

Under public ownership, the Government takes on all revenue and cost risk. This has largely been the case since the pandemic too, when Government implemented emergency contractual arrangements which involved taking on all revenue and the vast majority of cost risk from the train operating companies – except now, the Government will not additionally be paying management or performance fees to private operators and, indirectly, their shareholders.

What has been the average percentage annual change in rail fares in (a) absolute terms and (b) real terms in each of the last 30 years.

The Office of Rail and Road publish annual statistics measuring the change in prices charged by train operating companies to rail passengers, normally introduced in March of each year. Between 1995 and 2025 rail fares have risen a) in absolute terms by 196.6 per cent and b) in real terms by 10.3 per cent.

Pursuant to the Answer of 17 November 2025 to Question 88357 on Great British Railways, whether she plans for the consultation on the draft policy to be launched during the passage of the Railways Bill in the House of Commons or House of Lords.

As per the answer from 17 November 2025 to Question 88357, it is our intention for a consultation on a draft Access and Use Policy to be launched during Bill passage to support implementation of rail reform. No further details are available at this time.

Pursuant to the answer of 19 September 2025, to Question 76656, what assessment she has made of the potential implications for her polices of trade unions objections to staff scanning electronic tickets without additional payments.

Train operating companies are responsible for managing industrial relations with their workforces and trade unions. The Department engages regularly with all of its contracted train operating companies regarding their approach to industrial disputes, including regarding ticket scanning.

Whether officers of the British Transport Police are permitted to take industrial action.

In line with all other police forces, it is unlawful for British Transport Police (BTP) officers to take strike action, as per Section 280 of the Trade Union and Labour Relations (consolidation) Act 1992.

Pursuant to the Answer of 14 October 2025 to Question 77640 on Road Traffic Control: Oxford, whether the DVLA has received requests for access to vehicle registration data from (a) Oxfordshire County Council and (b) Oxford City Council in financial year 2024 to 2025 for the purposes of (i) congestion charging, (ii) traffic filters, (iii) zero-emission zone enforcement and (iv) moving traffic offences; and what the statutory authority is for each of those requests.

In 2024/2025 financial year, the Driver and Vehicle Licensing Agency (DVLA) received requests for registered keeper information from a third-party service provider on behalf of Oxfordshire County Council in relation to zero-emissions zones and moving traffic offences. It is not possible to say if requests specifically relating to traffic filters have been received as they would be included in the category of moving traffic offences. The Oxford congestion charge came into effect in October 2025. Oxford City Council requested information, also through a third-party service provider, for off-street parking management only. Regulation 27 of the Road Vehicles (Registration and Licensing) Regulations 2002 allows the DVLA to make information about UK vehicles and their registered keepers available for use by a local authority for any purpose connected with the investigation of an offence. The same regulation also allows the DVLA to make information available to a local authority in England and Wales when it is acting as an enforcement authority within the meaning of Part 6 of the Traffic Management Act 2004. These provisions apply to Oxfordshire County Council and Oxford City Council.