The Ministry of Justice publishes quarterly data on appeals against magistrates’ court decisions heard in the Crown Court in the Criminal Court Statistics Quarterly release which can be downloaded from the Criminal Court Statistics landing page here: Criminal court statistics - GOV.UK. Table C11 provides details of appeals heard at the Crown Court.

However, data is not centrally recorded on the specific grounds of appeal, including whether an appeal relates to the rejection of an exceptional hardship argument in proceedings concerning drivers liable to disqualification under the totting-up provisions.

This information may be contained within individual court records. However, identifying and reviewing relevant cases would require a manual examination of those records and could be provided only at disproportionate cost.

The Senior Deputy Speaker has asked me, as Chair of the Services Committee, to respond on his behalf. The House of Commons was fully involved in the evacuation drill. For the purposes of evacuation, the Parliamentary Estate is treated as a single zone. Accordingly, the House of Commons Chamber was also evacuated during a debate.

The London Fire Brigade was informed in advance of the exercise. Its control room was notified and remained in contact throughout the drill. The local Borough Commander and the Station Commander from Soho were also informed. A representative from the London Fire Brigade's Risk Management Team attended and observed the exercise in order to provide feedback. In addition, the Chief Inspector from the Crown Premises Fire Safety Inspectorate attended to observe the evacuation.

The evacuation took a total of 15 minutes from commencement of the exercise until all members of the public and staff, excluding security personnel and designated observers, had left the building.

The Crown Estate’s revenue account profit is paid in full to the Consolidated Fund. In exchange, the Government provides the Sovereign Grant to support the Monarch’s official business. The Grant does not provide an income to any member of the royal family.

As set out in the Sovereign Grant Review published on 25 June 2026, the Royal Trustees have determined that a reference rate of 20.5 per cent is appropriate for the funding formula from 2027-28 onwards, which equates to a 2027-28 Grant amount of £99.9 million, a reduction against the £137.9 million in 2026-27.

As the Sovereign Grant Act 2011 currently restricts the Grant amount from being set lower than the preceding year’s amount, the Government has committed to bring forward legislation to enable the Grant for 2027-28 to be set at this lower amount, to reflect the adjustment now that the temporary additional funding for Buckingham Palace Reservicing is no longer needed.

In May last year, the UK agreed a Security and Defence Partnership (SDP) with the European Union, as part of this Government’s commitment to strengthening European security, supporting economic growth and reinforcing NATO.

The UK wants to enable the efficient movement of military personnel and equipment across Europe in support of NATO’s plans and recognises that this is a shared objective with the EU. Closer cooperation on military mobility benefits both the UK and our European partners by helping forces move more quickly and effectively across the continent, strengthening collective deterrence and supporting European security.

Under the SDP, this includes cooperation on military mobility. In that context, the UK is progressing its applications to participate in the PESCO Military Mobility project and the Network of Logistic Hubs. We are also maintaining a dialogue with EU partners on the Military Mobility Package, including through recent senior-level discussions in Brussels on the UK’s involvement in practical terms.

The costs of electrifying the full East West Rail route versus partial (discontinuous) electrification will depend on a number of factors including the final scope for the railway’s design and location of overhead line equipment. This is yet to be finalised and will be developed in light of feedback received in the East West Rail Company’s latest public consultation, which closed on 9 June this year.

There are currently no plans to close the Pullman dining service on Great Western Railway’s long-distance services. Department for Transport officials continue to engage closely with the operator to ensure that passenger expectations are met, including through the provision of high-quality catering options.

The Government has tasked the new leadership of HS2 Ltd with undertaking a comprehensive reset to ensure the project is delivered in a controlled way and at the lowest reasonable cost. Bringing in alternative delivery arrangements at this stage in the project would add further delay and cost.

It is the Government's long-term aim to see a full new railway between Birmingham to Manchester. This will not be a revival of HS2 and what will be delivered will be considered by a feasibility study working with local partners.

The Secretary of State for Transport provided an update to the House via her latest Parliamentary report on HS2 on 19 May, covering the progress achieved in resetting the programme in recent months. This includes the government's rationale for continuing with the construction of the programme, discussions with main suppliers to manage contracts in taxpayers' interests, and steps taken to strengthen commercial controls and improve delivery performance. This government put HS2 Ltd under new management, which has tightened spending controls with new specialist roles scrutinizing every payment to contractors and suppliers, and is reviewing contracts to ensure the right incentives are in place to drive delivery.

My Lords, HS2 Ltd spent £77.8 million on consultancy in 2025-2026. This targeted advice was used to support the fundamental reset and its scope and cost. This is a significant undertaking in terms of complexity, pace and scale, and could not all be done in-house. Under new leadership, HS2 Ltd is being transformed into a simplified, more cost-effective company, with more than 300 back-office roles already removed and an absolute focus on delivery.

I should say from this Dispatch Box that the Government, too, are immensely saddened by the events in Bedford last Friday. Our sympathies are wholly with the relatives of the deceased driver and all those affected by the accident. The Secretary of State for Transport will be making a Statement later in the other place.

In respect of the spend on consultants, the spend in the 2025-26 financial year is for a fundamentally different purpose than any money previously spent on consultancy for HS2. The company was not in control of the contracts it had let or of what work had been done. The effort to find out what work had been done for the money that has been spent—roughly two-thirds of the original budget has been spent and only one-third of

the work has been done—is testimony to the way in which the project was managed. Getting control of it means finding out what was done, and that is what this money has been spent on.

We are currently reviewing evidence from our consultation on alternative clean heat solutions and will publish a government response in due course.

The Government announced in May 2026, the expected cost of delivering HS2 is now in the range of £87.7 - 102.7 billion. This is expressed in a mixed price base, including the cash outturn of works to date and the costs of future work excluding inflation.

These ranges cover the cost of the whole programme, stretching from London Euston to Birmingham Curzon Street and to the connection to the West Coast Main Line at Handsacre Junction, which will enable HS2 services to continue to the Northwest and Scotland. This includes the cost of HS2 work between Old Oak Common and Handsacre as well as the interchange station at Old Oak Common.

Government recognises that renewable liquid fuels could play a role in meeting Carbon Budgets through a limited role in decarbonising heat for some off‑gas‑grid properties. However, evidence to date has highlighted challenges around affordability and sustainability, including the availability of sustainable feedstocks and the higher cost to consumers compared with other low‑carbon heating options. For this reason, the Government has been clear that further evidence is required before decisions are taken on whether and how such fuels could be supported at scale.

As part of this evidence‑gathering process, the Government recently consulted on the role of alternative clean heating solutions, including renewable liquid fuels such as HVO. A Government Response will be published in due course.

As set out in East West Rail’s Spring 2026 consultation, the Government has committed to the discontinuous electrification of East West Rail, which involves a lower capital cost whilst minimising construction and environmental impacts.

The Government recognises the current legal framework does not provide the certainty businesses need to invest, which is why we have committed to introduce a new Low-speed Zero Emission Vehicle category to regulate micromobility vehicles, including pavement robots, when Parliamentary time allows. This regulation will also be designed to ensure any negative impacts to blind and partially sighted people are mitigated.

The Micromobility Team in the Department for Transport is responsible for pavement robots, and there are currently no staff dedicated to working solely on delivery robot policy, with work on this policy area being conducted as business-as-usual activity by officials with wider responsibilities.

The Government recognises the current legal framework does not provide the certainty businesses need to invest, which is why we have committed to introduce a new Low-speed Zero Emission Vehicle category to regulate micromobility vehicles, including pavement robots, when Parliamentary time allows. This regulation will also be designed to ensure any negative impacts to blind and partially sighted people are mitigated.

The Micromobility Team in the Department for Transport is responsible for pavement robots, and there are currently no staff dedicated to working solely on delivery robot policy, with work on this policy area being conducted as business-as-usual activity by officials with wider responsibilities.

The Government recognises the current legal framework does not provide the certainty businesses need to invest, which is why we have committed to introduce a new Low-speed Zero Emission Vehicle category to regulate micromobility vehicles, including pavement robots, when Parliamentary time allows. This regulation will also be designed to ensure any negative impacts to blind and partially sighted people are mitigated.

The Micromobility Team in the Department for Transport is responsible for pavement robots, and there are currently no staff dedicated to working solely on delivery robot policy, with work on this policy area being conducted as business-as-usual activity by officials with wider responsibilities.

The Government recognises the current legal framework does not provide the certainty businesses need to invest, which is why we have committed to introduce a new Low-speed Zero Emission Vehicle category to regulate micromobility vehicles, including pavement robots, when Parliamentary time allows. This regulation will also be designed to ensure any negative impacts to blind and partially sighted people are mitigated.

The Micromobility Team in the Department for Transport is responsible for pavement robots, and there are currently no staff dedicated to working solely on delivery robot policy, with work on this policy area being conducted as business-as-usual activity by officials with wider responsibilities.

The Government recognises the current legal framework does not provide the certainty businesses need to invest, which is why we have committed to introduce a new Low-speed Zero Emission Vehicle category to regulate micromobility vehicles, including pavement robots, when Parliamentary time allows. This regulation will also be designed to ensure any negative impacts to blind and partially sighted people are mitigated.

The Micromobility Team in the Department for Transport is responsible for pavement robots, and there are currently no staff dedicated to working solely on delivery robot policy, with work on this policy area being conducted as business-as-usual activity by officials with wider responsibilities.

HS2 Ltd continue to support the promotion of the High Speed Rail (Crewe-Manchester) Bill which will be adapted to deliver only the section of route necessary for Northern Powerhouse Rail. No decisions have been taken on the long-term delivery strategy on contracting choices for the Northern Powerhouse Rail programme at this stage.

Our long-term ambition is to improve capacity and connectivity between Birmingham and Manchester with a new rail line. This will not be a reinstatement of HS2 and no decisions have been taken on the exact specification, route or the approach to implementing or contracting the project.

We will learn lessons from the implementation of HS2 to take the time necessary to undertake the development work to underpin these decisions.