Written questions by Holden.

What estimate she has made of the number of UK-based sustainable aviation fuel production facilities that have commenced construction since July 2022; and how many jobs have been created through those production facilities.

Through the Advanced Fuels Fund (AFF) the government is providing funding to support first-of-a-kind commercial and demonstration-scale SAF projects in the UK. The Government is also introducing a revenue certainty mechanism to support UK-based SAF projects secure successful final investment decisions. The Department estimates that low carbon fuels production can support up to 15,000 jobs in the UK by 2050.

With reference to the Office of Rail and Road’s 2024–25 train operator statistics, whether she plans to use the data on (a) cancellations, (b) delay minutes and (c) compensation claims as a baseline for new rigorous performance standards.

GBR will bring together track and train, and there will be a greater whole-industry focus for the growing group of public sector operators as we move towards GBR. The department will expect GBR to meet targets for punctuality, reliability, service quality and customer satisfaction, and will be required to publish its performance against these targets on a regular basis.

What assessment she has made of the reasons for the re-baselining of Connection Stages 2 and 3 of the East West Rail project; and what steps her Department is taking to ensure that the Oxford–Bedford section can open to passengers before the end of the decade.

In the Spending Review in June, the Government announced £2.5bn of funding to progress the delivery of East West Rail. The Government has committed to accelerating work to deliver EWR services between Oxford-Bedford and the full Oxford-Cambridge service is subject to an application for a Development Consent Order and is planned to commence from the mid-2030s. An update will be provided on the project shortly.

What estimate she has made of the potential impact of (a) the Sustainable Aviation Fuel Bill and (b) the proposed Revenue Certainty Mechanism on average passenger air fares by 2030 and 2035; and whether passengers will be informed of any additional levies or costs arising from the scheme.

The Sustainable Aviation Fuel (SAF) Bill provides the legislative basis for the SAF Revenue Certainty Mechanism (RCM). The RCM will help producers get the investment they need to ramp up the production of SAF in the UK. The Government published a Cost Benefit Analysis for the SAF RCM in May 2025. We expect the RCM to cause ticket prices to increase or decrease by up to £1.50 on an average ticket per year, which is expected to be within the range of normal year to year changes in air fares. The Government has confirmed that the RCM will be funded via a variable levy on aviation fuel suppliers and will look to design the levy in a way that ensures transparency of costs. The Government will actively monitor and control scheme costs including through the setting of strike prices and by controlling the scale and number of contracts awarded.

Whether the Department has identified any (a) underspends, (b) extensions and (c) project delays in the delivery of funding under the HGV Parking and Driver Welfare Fund.

Through the HGV parking and driver welfare grant scheme the Department and industry partners are projected to deliver up to £35.7m of joint investment to enhance truck stops across England. This significant investment is in addition to joint investment by National Highways and industry of up to a further £30 million, aimed at improving lorry parking facilities along the strategic road network. There has been no reduction in the government funding awarded through the scheme. Some operators who were awarded grants have, for a range of business and operational reasons beyond the government’s control, subsequently decided not to proceed with developments or reduced the scope of their projects. Some of the reasons operators have given have been revisions to their projects’ scope, change of ownership, restructure at board level, financial difficulties and planning permission being denied for their works. All applications that met the scheme’s criteria were approved funding by the DfT HGV Match Funding Grant Scheme. The scheme has been extended until March 2026 to allow more time for projects to be completed.

What progress her Department has made on resolving clearance issues at Marle Pit on the Midland Main Line.

Following the decision to pause further electrification of the Midland Main Line, the department has been in discussion with Network Rail regarding their plans to conclude their current activities in a safe and controlled way. This has included a review of planned route clearance works in Sutton Bonington, Nottinghamshire. As part of this review, the works at Marle Pit bridge will be replanned when funding becomes available and electrification of the route can be re-started. While this is not expected to be within the next four years, the programme is being kept under active review as part of our longer-term pipeline of schemes.

What assessment she has made of the potential impact of electrifying the branch between London Gateway and Thames Haven Junction on (a) the efficiency, (b) the reliability and (c) the reduction in emissions of freights.

Initial assessments do indicate that electrifying the branch between London Gateway and Thames Haven Junction would improve the efficiency and reliability of rail freight while reducing emissions. We will continue to work closely with Network Rail and other industry partners in assessing the viability and affordability of this proposal.

What steps her Department is taking to improve rail freight access between PD Teesport and London Gateway.

Network Rail have taken steps to increase port connectivity by increasing the number of paths from both Teesport and London Gateway. Collaborative working between Network Rail, DP World and freight operators has led to capacity out of London Gateway more than doubling in the past year, increasing from 10 to 22 available paths. Launched in Summer 2024, Network Rail’s Access Charges Discount Policy offers timebound 6-month discounts on track access charges for new freight flows, whilst volumes on new services build up and become financially sustainable. In April of this year, under the Discounts Policy, a new daily service between Teesport and Doncaster was approved, releasing more capacity from the North East to South Yorkshire. In the same month, a new service from London Gateway to Tinsley commenced, running six additional trains per week.

When she plans to decide whether her Department will progress the Ely Area Capacity Enhancements scheme to the next development stage.

Secretary of State set out the schemes that have been prioritised for the Spending Review period in her 8 July announcement and made clear that other schemes would be kept under review as part of our pipeline for potential progression in future as funding becomes available. The Ely Area Capacity scheme was closed by the previous government and it has not been possible to reprioritise it at the most recent Spending Review.

Whether her Department has received updated cost estimates for Channel Tunnel container gauge clearance.

I am aware of industry proposals to enhance Kent routes to ‘W12’, in order to enable more containerised traffic from Europe, which was estimated by Network Rail to cost around £200m. Network Rail has been considering more affordable, incremental gauge clearance proposal as a step towards W12, with estimated costs below £50m. However, any investment decision will be subject to the usual business case process, working with industry, and will need to clearly demonstrate demand for enhanced infrastructure.

What assessment she has made of the potential merits of freight capacity of (a) the Ely Area Capacity Enhancements, (b) the Northallerton–Eaglescliffe Gauge Clearance and (c) other schemes identified in Network Rail’s pipeline following the Comprehensive Spending Review.

The Department has previously approved initial progression of development work with Network Rail on a) Ely Area Capacity and b) Northallerton-Eaglescliffe Gauge Clearance schemes, both of which identified potential for increasing the capacity for freight on the routes. These schemes and a number of c) others, were not prioritised in the Spending Review for progression at this time but will be kept under review as part of our pipeline for potential progression in future as funding becomes available. The Secretary of State set out the road and rail schemes that have been prioritised for progression in the Spending Review period 8 July 2025, which includes schemes that will have benefits for freight capacity.

Whether her Department has made an assessment of the potential impact of Section 6.2.2. of the British Standard BS 8300-1:2018 entitled Design of an accessible and inclusive built environment, published on 31 January 2018 on the guidance entitled LTN 1/20 Cycle Infrastructure Design, published on 27 July 2020.

Section 6.2.2. of British Standard 8300-1:2018 gives advice on designing bus stops in relation to cycle facilities, including what are sometimes called ‘floating bus stops’. It has the status of good practice guidance as there is no requirement in legislation to comply with it. Section 6.2.2 would in practice prevent local authorities from implementing any kind of floating bus stop. The Government does not believe that a complete ban on floating bus stops is appropriate, given the need to improve safety for cyclists and to enable more people to cycle. The Government is fully aware of the concerns raised – particularly from visually impaired people and organisations on their behalf – about floating bus stops. The Bus Services (No. 2) Bill includes a requirement for the Secretary of State to produce statutory guidance for local authorities in England on the provision and design of floating bus stops. Alongside this, the Government has committed to asking local authorities to pause certain types of shared-use design in which the cycle route runs between the kerb and the shelter, requiring people to board or alight straight into a cycle track. More information will be provided to local authorities at Royal Assent of the Bill.

Whether her Department plans to reintroduce development funding for rail freight enhancement schemes (a) paused and (b) cancelled after the Comprehensive Spending Review 2025.

No rail schemes were cancelled as a part of Spending Review 2025 but we had to prioritise the schemes that would have the greatest impact in supporting our missions in the shortest period, whilst maintaining an affordable and sustainable enhancements portfolio. This meant not all schemes could be progressed at this time. The Secretary of State made clear in her 8 July 2025 announcement on rail and road projects the schemes that have been prioritised for progression in the Spending Review period. A number of schemes, including potential freight schemes, some of which had been paused or cancelled prior to the Spending Review by the previous government, could not be taken forward at this time but will be kept under review as part of our pipeline for potential progression in future as funding becomes available.

What proportion of vehicles subsidised through the Electric Vehicle Grant Scheme were manufactured outside the United Kingdom in 2025–26.

The Department is unable to confirm the proportion of vehicles supported by Electric Car Grant that were manufactured outside the United Kingdom as the 2025/26 sales year is ongoing and grants are only paid following the vehicle’s delivery to the customer, which can extend up to nine months from the point an order is made.

Whether her Department has made an assessment of the potential impact of the changes made to national road maintenance capital allocations at the 2025 Spending Review on local highway maintenance performance indicators.

At the Spending Review, the Government announced £24 billion of capital funding between 2026-27 and 2029-30 to maintain and improve our motorways and local roads across the country. This funding increase will allow National Highways and local authorities to invest in significantly improving the long-term condition of England’s road network, delivering faster, safer and more reliable journeys. This includes £1 billion for key local highway enhancement projects and a new Structures Fund for repairing run-down bridges, decaying flyovers and worn-out tunnels. The Government will confirm highways maintenance funding allocations for local highway authorities in due course.

Whether her Department has set limits on financial support for rail operating losses under Great British Railways.

As per the GBR consultation document, government funding for rail service provision will continue to be determined via Spending Reviews.

What estimate her Department has made of the cost of private operator exit arrangements during the transition to Great British Railways.

The process to close National Rail Contracts is set out in the contract themselves which are published on the gov.uk website. The process ensures value for money for the taxpayer is protected from the outgoing operator as the balance sheets are unwound and revenues collected on the Department’s behalf in accordance with the contract.

Whether her Department has made an assessment of the potential impact of road user charges on haulage sector costs since July 2024.

The Department engages with the road haulage industry regularly about issues faced by the sector, including cost pressures.

Whether her Department undertook a value-for-money assessment under HM Treasury Green Book guidance before announcing its support for the expansion of Heathrow Airport.

A Treasury Green Book Value for Money assessment is a process and judgement about the optimal use of public resources to achieve the stated objectives of a project. We have been clear throughout that any expansion of Heathrow Airport should be funded entirely by the private sector.

Pursuant to the Answer of 19 September 2025 to Question 76656 on Railways: Industrial Disputes, whether her Department has (a) had discussions with (i) TransPennine Express and (ii) CrossCountry on industrial action concerning new technology payments; and (b) made an assessment of trends in the level of remuneration arrangements for electronic ticket scanning across contracted train operating companies.

It is for a train operator, as employer, to negotiate terms and conditions that are fair to staff and affordable for taxpayers. Both CrossCountry and Transpennine Trains have kept officials informed on the progress of negotiations with the RMT. I understand that CrossCountry and RMT have recently made progress on a number of issues in dispute including this one, leading to the suspension of industrial action on 18 October.