Written questions by Holden.

If he will take steps to reduce the rate of pub closures.

The Government recognises the significant pressures facing pubs and we are providing support through various measures to help ease these pressures.We've introduced permanently lower tax rates for retail, hospitality and leisure properties with a ratable value under £500,000, worth nearly £900 million annually, benefitting over 750,000 properties. The new relief rates are permanent, giving businesses certainty and stability, and there will be no cap so all qualifying properties will benefit.The Chancellor announced a new National Licensing Policy Framework as part of her budget. This sets out a vision for a proportionate licensing system that supports good businesses while continuing to tackle bad operators.We're also investing £440,000 with Pub is The Hub to help rural pubs diversify, aiming to support rural communities, create new jobs and services.

Pursuant to WPQ 93460, which roads are covered by the four departures from standards that were granted; and when those decisions were made.

The following four schemes were granted departures from standard:- The A1(M) J37-38. The departure was granted on the 2nd of December 2024- The M5 J23-24. The departure was granted on the 24th of April 2024- The M6 J37-38. The departure was granted on the 12th of May 2025- The M4 J13-14. The departure was granted on the 20th of August 2025

What estimate her Department has made of the fiscal cost of Benefit-in-Kind rates for zero-emission company cars, including (a) the cost of the 3 per cent rate in 2025–26, (b) the revenue forgone when the rate was 0 per cent and 2 per cent, and (c) any comparable figures for plug-in hybrid and ultra-low-emission vehicles.

The Government publishes annual statistics on HMRC’s taxable benefits in kind for company cars. These reports document the number of benefit in kind recipients, the CO2 emissions of company cars and their total taxable value. The latest statistics for the tax year 2023-24 were published in June 2025, and are accessible here: https://www.gov.uk/government/statistics/benefits-in-kind-statistics-june-2025/benefit-in-kind-statistics-commentary-june-2025(opens in a new tab)

What estimates National Highways has made of a) the average daily number of HGV movements to and from Immingham Port, b) expected daily HGV movements over the next five years, and c) whether current road capacity and maintenance plans are sufficient to support that growth.

National Highways’ select link analysis using regional traffic models, identified an average annual daily flow of 1,851 HGV movements between Immingham Port and the A180.While the current Route Strategies (published May 2023) do not provide specific HGV forecasts for Immingham, they note that freight-related HGVs account for over 30% of traffic on key routes including the A160 and M180. Stakeholder engagement indicates HGV volumes are expected to rise, particularly with Freeport developments.National Highways’ investment and maintenance plans, set out in the Route Strategies and underpinning the Road Investment Strategy, aim to maintain network reliability and resilience to support this growth. Traffic trends will continue to be monitored to help inform whether capacity needs are being met.

Pursuant to the answer of 20 November 2025 to WPQ 91458, how much revenue local authorities made from (a) traffic junction enforcement, (b) clean air zones and (c) congestion charging in 2024-25.

The Department does not hold this information centrally.

Pursuant to the Answer of 21 November 2025 to Question 90814, what are the names of the third party organisations or agents, acting on behalf of Oxfordshire County Council, that have been provided with vehicle keeper data.

This information relates to a commercial arrangement between Oxfordshire County Council and the third party and it would not be appropriate to disclose that information.

Pursuant to the answer of 27 November 2025 to Question 93855, if she will break down those (a) nominal and (b) real terms rises by year.

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. Table 7180 provides the average change in fares by regulated and unregulated tickets, for Great Britain, from 1995 to 2025. The data set also includes the Retail Prices Index from which real fare changes can be calculated. This can be found at the following link: https://dataportal.orr.gov.uk/statistics/finance/rail-fares/

Pursuant to the Answer of 21 November 2025 to Question 93455, whether it ceased to be her department's policy that 50% of journeys in towns and cities should be walked or cycled by 2030 when the second Cycling and Walking Investment Strategy ended in March 2025.

Decisions on future active travel targets will be confirmed in the third Cycling and Walking Investment Strategy when it is published next year.

How many new publicly available electric vehicle charge points were (a) installed and (b) brought into operation in each month since July 2024 up to and including the most recent month for which figures are available.

The Department publishes statistics on the number of public electric vehicle charging devices available across the UK each month: https://assets.publishing.service.gov.uk/media/69135a271fcc92b3f34963ca/electric-vehicle-public-charging-devices-november-2025.ods.

In respect of train operating companies for which the Department is the operator, how many services were (a) cancelled and (b) delayed by (i) 30 minutes or more and (ii) 60 minutes or more in each month since July 2024 up to and including the most recent month for which figures are available.

The Office of Rail and Road (ORR) publish statistics on punctuality and reliability of trains operating on the mainline network on a periodic basis on their data portal: https://dataportal.orr.gov.uk/.CancellationsInformation on train cancellations in Great Britain by operator is available in Table 3128: Pre-cancellations and adjusted cancellations score by operator, Great Britain (periodic data): https://dataportal.orr.gov.uk/statistics/performance/p-coded-cancellations/The table showsNumber of trains planned – confirmed between the operator and Network Rail at 22:00 on the previous evening.Number of part-cancelled trains – trains that ran at least half, but not all, of its planned journeys length or if it completed its whole journey length but failed to stop at one or more of its planned stations.Number of fully cancelled trains – trains that failed to run at least half of their planned journey length (including those that did not run at all).DelaysInformation on train punctuality in Great Britain by operator is available in Table 3138: Train punctuality at recorded station stops by operator (periodic): https://dataportal.orr.gov.uk/statistics/performance/passenger-rail-performance/table-3138-train-punctuality-at-recorded-station-stops-by-operator-periodic/A recorded station stop refers to any location that has both a scheduled date and time in the Great Britain timetable and an actual recorded arrival date and time.The table shows:The proportion of trains arriving at recorded station stops within 59 seconds of their scheduled arrival time.Trains arriving within 3, 5, 10, 15, 20, and 30 minutes of schedule.The proportion of services arriving more than 15, 20, and 30 minutes late.

Which driving test centres were at 24 weeks wait times in i.) July 2024 ii.) July 2025 and iii.) the latest month for which figures are available.

The attached Excel document shows which driving test centres had a waiting time of 24 weeks in i) July 2024, ii) July 2025 and iii) November 2025.

What proportion of vehicles used by Government departments are electric; and what recent progress she has made in increasing the use of electric vehicles within the Government fleet.

The Government publishes data on its progress in decarbonising the central Government fleet, as part of wider reporting on the Greening Government Commitments. The most recent published data can be found online at https://www.gov.uk/government/publications/greening-government-commitments-april-2021-to-march-2024-report/greening-government-commitments-april-2021-to-march-2024-report.

Pursuant to the Answer of 12 November 2025 to Question 93956 on Driving Tests, what is the estimated total cost of the Ministry of Defence charges to the Driver and Vehicle Standards Agency for the use of 36 defence driving examiners for one day per week over a 12-month period.

In response to a Military Aid to the Civil Authorities request from the Department for Transport, the Ministry of Defence (MOD) has agreed to provide 36 defence driving examiners (DDE) to conduct driving tests for one day a week for 12 months. This support will seek to reduce current civilian driving test wait times. Actual costs will be calculated and charged following the completion of this support, the estimated cost is approximately £100,000. The MOD has agreed to charge marginal costs, rather than full costs, in line with HM Treasury guidelines as set out in JDP 02 UK Operations: the Defence Contribution to Resilience.

What assessment her Department has made of the effectiveness of remote monitoring equipment used to detect landslips on the rail network; and what steps she is taking to improve detection rates.

Network Rail, as the infrastructure manager of Britain’s railways, is responsible for maintaining the integrity and safety of the rail network to ensure passenger and freight services can operate reliably. Following the tragic derailment at Carmont in August 2020, Network Rail commissioned two task forces looking at earthworks management and extreme weather response. In response to these, Network Rail have taken forward a number of actions including commissioning an active nationwide monitoring regime using remote sensors, modelling and geotechnical assessments to monitor slope stability across the network. In its 24/25 Annual Assessment, the independent safety regulator, the Office of Rail and Road, indicated that Network Rail is making good progress in its delivery of weather resilience and climate adaptation plans.

Whether she expects unregulated rail fares to move in line with regulated rail fares this year and over the next five years.

Changes to unregulated fares have typically followed a similar trend to regulated fares in recent years – so we expect the majority of passengers to benefit from savings. We are also continuing to reform the complex fares system that we know creates significant confusion and does not work for passengers, including through introducing more tap in, tap out pay as you go across the country, and delivering long-distance fares reforms, such as through the trial with London North Eastern Railway (LNER).

What the annual cost to the public purse is of tax reliefs provided through the Cycle to Work scheme.

The annual cost of the relief for the Cycle to Work scheme is available in last year’s publication of non-structural tax reliefs (‘Multiple tax type’ tab). In 2023-24 the estimated cost of the relief was £120m.Non-structural tax reliefs - GOV.UK

What assessment she has made of the potential impact of future increases in business rates on the financial sustainability of regional airports and the level of regional air connectivity they are able to provide.

The government is committed to enabling investment so that airports can play their full role in the growth mission. Properties seeing large bill increases as a result of the business rates revaluation - including airports - will benefit from a redesigned transitional relief scheme worth £3.2 billion over the next 3 years. Compared to the 2023 transitional relief scheme, the redesigned scheme will provide more generous support for large properties. The Government has also published a Call for Evidence exploring concerns that airports and a small number of other ratepayers have raised around the ‘Receipts & Expenditure’ valuation methodology and its impacts on long-term, high value investments. Through this call for evidence, we will seek to address issues raised ahead of the 2029 revaluation.

What is the estimated net cost to the public purse of freezing certain regulated rail fares in March 2026 for this and the subsequent five financial years.

The estimated net cost to the public purse of freezing certain regulated rail fares in March 2026 is set out in the table below. This is putting money back in the pockets of hardworking people when they need it most. With savings set to be available on over a billion journeys, the freeze will also make rail more affordable, encouraging more people to use the railway. (£m)2025-262026-272027-282028-292029-302030-31Rail Fares: Freeze rail fares in England for one year from 1 March 2026+0m-145m-150m-155m-160m-165m

What estimate his Department has made of a) the average energy cost faced by UK steel producers in the most recent year, b) the equivalent cost faced by producers in France and Germany, and c) the potential impact of this cost gap on the competitiveness of UK steelmaking.

The Government is committed to delivering a steel strategy setting out a long-term vision for the UK steel industry articulating what is needed to create a competitive business environment in the UK and the actions required to get there. UK steel producers that benefit from British Industry Supercharger support and the current Network Charging Compensation scheme paid industrial electricity prices of £93 per MWh in 2025 (a 60% relief). The increase in compensation for network charges from 60% to 90%, which was announced in the Industrial Strategy and will be delivered from 1 April 2026, will reduce electricity prices for steel producers by a further £7 to £10 per MWh approximately. The equivalent cost faced by industrial electricity users in France and Germany is £69/MWh and £60/MWh respectively. Using average electricity intensity factors for electric arc furnace-based steel production, the difference to UK producers equates to approximately £8-£13 per tonne of crude steel.

What estimate the Government has made of a) the annual cost to UK port operators of dredging and disposing of dredged material required to maintain navigational access, b) the proportion of those costs arising from disposal levies and monitoring fees, and c) how those costs compare with equivalent charges in France, Belgium and the Netherlands.

a) Information relating to the annual cost to UK port operators of dredging and disposing of dredged material required to maintain navigational access is not held centrally.b) The costs arising from the disposal levies and monitoring fees for last three years are shown in the table below: Calendar YearTotal Tonnes DisposedChargeable TonnageFees (1p per tonne, £15k cap)202417,564,23912,363,054£114,025202325,410,85917,679,722£89,322202232,147,78725,476,658£89,332 c) The equivalent information for France, Belgium and the Netherlands is not held centrally.