Written questions by Hayes.

What proportion of Personal Independence Payments claims are related to an ongoing mental health condition for the last 12 months for which data is available.

PIP is assessed on the needs arising from a long-term health condition or disability rather than a diagnosis. Information on claimants whose primary health condition is a mental health condition can be found on Stat Xplore. The information you need can be found on the ‘PIP Cases with Entitlement from 2019’ table. You can use the “month” filter to select the previous 12 months for which data is available, and the ‘Disability’ filter can be used to select those under mental health conditions. The “table options” setting can be used to select “percentages”. You can log in or access Stat-Xplore as a guest user and, if needed, you can access guidance on how to extract the information required.

What assessment he has made of the potential merits of (a) increasing the soft drinks industry levy and (b) lowering the threshold for drinks to be subject to the levy.

HM Treasury is the department responsible for taxation policy. The Department of Health and Social Care provides input and support as appropriate.Indicative analysis has been conducted by the Department to estimate the calorie reduction through reformulation and substitution to alternative drinks, and the subsequent health and economic benefits as a result of the proposed changes to the Soft Drinks Industry Levy (SDIL). This includes lowering the standard sugar threshold from 5 grams to 4 grams total sugar per 100 millilitres, and removing the current exemption for pre-packaged milk based and milk substitute drinks.Where the proposed changes to the SDIL are successful in influencing behaviour and lowering consumption of high sugar drinks, positive health and economic outcomes are expected from reduced calorie intake in diets. The indicative analysis estimates per person per day calorie reductions of 0.9 kcal in five to 10 year olds, 2.1 kcal in 11 to 18 year olds, 1.2 kcal in 19 to 64 year olds, and 0.5 kcal in those aged 65 years old and over. This is the equivalent to approximately 15 million kcals per day in children and 46 million kcals per day in adults on a population level in England. The contribution to the calorie reduction from the two proposed changes to the SDIL varies by age group, however, as an example for those aged 19 to 64 years old, the contribution is 85% for reducing the lower sugar threshold and 15% for removing the previous exemptions for milk-based and milk substitute drinks.These calorie reductions could achieve health and economic benefits of approximately £4.2 billion over 25 years, including:- reduced morbidity, which could result in reduced cost pressures to the National Health Service, resulting in NHS savings of £100 million;- wider health benefits to the population through improved quality of life, leading to reduced mortality and premature morbidity, which are estimated to be worth approximately £3.1 billion;- social care savings that could amount to £100 million; and- reduced morbidity and premature mortality, which could be expected to deliver approximately £800 million in economic output through additional labour force participation.The Department has not done an assessment of the potential merits of increasing the SDIL.

What assessment she has made of the contribution of (a) Bournemouth University, (b) Health Sciences University and (c) other higher education institutions in tackling skills gaps in the Dorset economy.

The Dorset Local Skills Improvement Plan (LSIP), led by Dorset Chamber, identified specific skills needs across the following key sectors: health and social care, advanced manufacturing and engineering, defence and marine; construction; digital technology and creative; agriculture, agricultural biotechnology and aquaculture. It also identified cross-cutting skills needed by employers in all sectors of the local economy.Higher education providers in the area are engaging in the LSIP process and responding to the area’s identified needs in a number of ways, including by establishing new provision. As set out in the recently published LSIP Progress Report, Bournemouth University is creating five new degree apprenticeships in identified skills needs in digital marketing, accounting finance management, biomedical science, social work and midwifery to begin in September 2025. The Health Sciences University is developing four new level six apprenticeships in the areas of diagnostic radiographer, occupational therapist, podiatrist and speech and language therapist.The government wants higher education providers across the country to be fully engaged in the LSIP process and in meeting local skills needs. The updated LSIP statutory guidance, which is due for publication this autumn, will encourage designated employer representative bodies leading LSIPs to work closely with the higher education providers in their area to agree the different ways in which they can engage and support the development of the LSIP and delivery of the priorities identified within it.

What assessment he has made of the potential impact of health inequalities on the (a) demand for and (b) cost of delivering NHS services in Bournemouth.

The National Health Service is responsible for determining allocations to the integrated care boards (ICBs). In allocating budgets, they have two aims: equal opportunity of access for equal need; and reducing health inequalities that are amenable to NHS healthcare. There are a range of adjustments made in the core ICB allocations formula that account for the fact that the costs of providing health care may vary in coastal areas like Bournemouth.The NHS South West Regional Team, whose area includes Bournemouth, provides assurance and support on inequalities, system performance, and productivity. Engagement with key stakeholders in the region is undertaken through the Regional Reducing Inequalities Group.In response to the NHS’s Statement on Information on Health Inequalities, NHS Dorset publishes an annual report on health inequalities which includes comprehensive information relating to the 24 health inequality indicators by ICBs as a whole, and where relevant by the NHS trust specifically. Further information on the NHS’s Statement on Information on Health Inequalities and the latest annual report on health inequalities is available, respectively, at the following two links:https://www.england.nhs.uk/publication/nhs-englands-statement-on-information-on-health-inequalities/https://nhsdorset.nhs.uk/wp-content/uploads/2024/08/Health-Inequalities-annual-report-2024.pdf

What assessment she has made with Cabinet colleagues of the potential impact of the cost of (a) living and (b) housing on the number of families choosing to have a child.

We know increased costs in essential areas worrying and cause hardship and hardship for many families with children. The Government is taking a comprehensive approach—providing support while addressing the structural changes necessary to fix the country's foundations. We are supporting families with everyday costs, including an uplift of over £1.6 billion per year by 2028-29 for government-funded childcare, rolling out Best Start Family Hubs to every LA in England, and extending Free School Meals eligibility to all children in England with a parent receiving Universal Credit. The Government has also extended the Household Support Fund in England which helps households facing the greatest hardship with the cost of essentials such as food, energy and water. At the Spending Review, we committed to continue investing in crisis support to enable a new Crisis and Resilience Fund, including support for housing costs and to fund councils to support some of the poorest households so that their children do not go hungry outside of term time. We also funded the biggest boost to social and affordable housing in a generation through the Affordable Homes Programme.

With reference to her oral contribution of 12 May 2025, Official Report, column 2, whether the Personal Independent Payment assessments review will include (a) equality and (b) employment law experts.

We have launched a review of the PIP assessment, which I am leading. Through the review, we want to make sure the PIP assessment is fair and fit for the future in a changing world and helps support disabled people to achieve better health, higher living standards and greater independence. The review will be co-produced with disabled people, the organisations that represent them, clinicians, experts, Members of Parliament and other stakeholders, to ensure that a range of views and voices are heard. I have now spoken to a range of stakeholders to gather views on how best to approach the review. Proposed Terms of Reference have been published. I will engage widely over the summer to design the process for the work of the review, including to ensure that expertise from a range of different perspectives is drawn upon.

What assessment he has made of the potential impact of (a) Bournemouth University, (b) Health Sciences University and (c) other higher education institutions on the delivery of the Industrial Strategy.

The UK has some of the best universities in the world - four in the top ten – and according to research by Global University Venturing, in 2022 was second only to the US in total investment into university spin-outs. The Government recognises the contribution that Bournemouth University, Health Sciences University and other institutions make to higher education and their unique and critical role as engines for innovation and for meeting the skills needs of our growth-driving sectors and places where they concentrate. We will continue to support our universities including through Higher Education Innovation Funding, worth £280 million in 2024-2025, and as part of our broader record public investment in R&D of more than £86 billion over the Spending Review period.

What steps his Department is taking to help tackle mental health barriers to employment in Bournemouth.

The Department of Health and Social Care is committed to cutting mental health waiting lists and intervening earlier with more timely mental health support, to help people stay in work or return to work to grow the economy and support people to thrive.Employment Advisors in NHS Talking Therapies services bring together employment advice and support within local services, including those available to people in Bournemouth. Therapists and employment advisors support people with common mental health conditions who are in work but who are struggling or facing difficulties in the workplace, off work sick, or who are looking for work.In addition, the Department for Work and Pensions has announced a £1 billion employment support package to support more people with health conditions, including mental ill health, back into work, unlocking opportunity and growing the economy as part of the Plan for Change.

With reference to page 3 of the report by The Association for Decentralised Energy entitled Consumer-Led Clean Power: How to Unlock Consumer-Led Flexibility for Clean Power by 2030, published in June 2025, whether he has considered introducing a consumer-led flexibility delivery board.

This Government supports significant growth in consumer-led flexibility, as set out in the Clean Power 2030 Action Plan. We are grateful to the Association for Decentralised Energy for its work in this area. In our Action Plan, Government committed to publishing a Flexibility Roadmap in 2025, which will set out further detail on how the benefits of such flexibility will be unlocked for the consumer. The Roadmap will include our reforms to flexibility coordination and governance.

With reference to the findings on page 14 of the report by Britain Remade entitled Back on Track: How to Build New Trams in the UK and Get Britain Moving, published in August 2024, whether she has considered the proposals to create a national tram standard modelled after the German common standards (a) VDV Blue Books and (b) BOStrab.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier. Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities. My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’. The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve. The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments. In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

With reference page 15 of Britain Remade's report entitled Back on Track: How To Build New Trams in The UK and Get Britain Moving, published in August 2024, whether she plans to devolve the Transport and Works Act 1992 approval process to allow regional mayors to sign off on new projects.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier. Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities. My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’. The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve. The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments. In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

With reference to page 18 of the report by Britain Remade entitled Back on Track: How To Build New Trams in The UK and Get Britain Moving, published in August 2024, on updating the Highway Authorities and Utilities Committee code of practice, what assessment she has made of the potential merits of adopting a nationwide waiver specific for utilities left in place on tram routes for Section 82 of the New Roads and Street Works Act 1991.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier. Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities. My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’. The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve. The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments. In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

With reference to page 14 of the report by Britain Remade entitled Back on Track: How To Build New Trams in The UK and Get Britain Moving, published in August 2024, what assessment she has made creating a speciality delivery unit responsible for (a) trams, (b) metro and (c) light rail within her Department's public transport and local group.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier. Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities. My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’. The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve. The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments. In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

With reference to page 18 of the report by Britain Remade entitled Back on Track: How To Build New Trams in The UK and Get Britain Moving, published in August 2024, on updating the Highway Authorities and Utilities Committee code of practice, what assessment she has made of the potential merits of updating the Streets Works (Sharing of Costs of Works) Regulation 2000 to rebalance the cost of diverting utilities from tram projects to utility companies.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier. Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities. My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’. The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve. The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments. In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

With reference to page 19 of the report by Britain Remade entitled Back on Track: How To Build New Trams in The UK and Get Britain Moving, published in August 2024, on updating the Highway Authorities and Utilities Committee code of practice, what steps her Department is taking to (a) study and (b) implement cheaper shallower trackbeds.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier. Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities. My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’. The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve. The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments. In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

If she will make an assessment of the potential implications for her policies of the findings on p.18 of the report by Britain Remade entitled Back on Track: How To Build New Trams in The UK and Get Britain Moving, published in August 2024, on updating the Highway Authorities and Utilities Committee code of practice.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier. Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities. My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’. The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve. The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments. In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

What assessment she has made of the potential impact of the restrictions on concessionary bus pass use on weekdays before 9:30am on (a) older and (b) disabled people accessing (i) medical appointments and (ii) employment.

The English National Concessionary Travel Scheme (ENCTS) provides free off-peak bus travel to those with eligible disabilities and those of state pension age, currently sixty-six. The ENCTS costs around £700 million annually and any changes to the statutory obligations, would therefore need to be carefully considered for its impact on the scheme’s financial sustainability.No specific assessment has been made on the potential impact of extending the ENCTS to the groups you have mentioned or removing the 9:30am travel restriction on access to appointments and employment. However, local authorities in England have the power to offer concessions in addition to their statutory obligations. Additional local concessions are provided and funded by local authorities from local resources.The government has confirmed £955 million for the 2025 to 2026 financial year to support and improve bus services in England outside London. This includes £243 million for bus operators and £712 million allocated to local authorities across the country. Funding allocated to local authorities to improve services for passengers can be used in whichever way they wish. This could include extending the discretionary concessions available in local areas to support the local economy and environment.

What assessment she has made of the potential impact of extending free bus pass eligibility to (a) unpaid carers and (b) low income workers on those groups.

The English National Concessionary Travel Scheme (ENCTS) provides free off-peak bus travel to those with eligible disabilities and those of state pension age, currently sixty-six. The ENCTS costs around £700 million annually and any changes to the statutory obligations, would therefore need to be carefully considered for its impact on the scheme’s financial sustainability.No specific assessment has been made on the potential impact of extending the ENCTS to the groups you have mentioned or removing the 9:30am travel restriction on access to appointments and employment. However, local authorities in England have the power to offer concessions in addition to their statutory obligations. Additional local concessions are provided and funded by local authorities from local resources.The government has confirmed £955 million for the 2025 to 2026 financial year to support and improve bus services in England outside London. This includes £243 million for bus operators and £712 million allocated to local authorities across the country. Funding allocated to local authorities to improve services for passengers can be used in whichever way they wish. This could include extending the discretionary concessions available in local areas to support the local economy and environment.

What estimate her Department has made of the cost of allowing (a) older and (b) disabled bus pass holders to travel before 9:30am on weekdays under the English national concessionary travel scheme.

The Department has not made an assessment of the cost to remove the travel time restriction on disabled passholders concessionary bus passes only or for older person passholders only. However, the Department has conducted a review of the English National Concessionary Travel Scheme, which included considering travel times. We are considering next steps following the review.

What discussions she has had with local authorities on enabling earlier start times for concessionary bus pass use in areas where early-morning access to healthcare is limited.

The English National Concessionary Travel Scheme (ENCTS) provides free off-peak bus travel to those with eligible disabilities and those of state pension age, currently sixty-six. The ENCTS costs around £700 million annually and any changes to the statutory obligations, would therefore need to be carefully considered for its impact on the scheme’s financial sustainability.However, local authorities in England have the power to offer concessions in addition to their statutory obligations, such as lowering the age of eligibility or extending travel times. Additional local concessions are provided and funded by local authorities from local resources.   The decision on whether to offer discretionary concessions is for the local authority to make depending on their needs and circumstances.The government has confirmed £955 million for the 2025 to 2026 financial year to support and improve bus services in England outside London. This includes £243 million for bus operators and £712 million allocated to local authorities across the country. Bournemouth, Christchurch and Poole Council has been allocated £6 million of this funding. Funding allocated to local authorities to improve services for passengers can be used in whichever way they wish. This could include extending the discretionary concessions available.