Highways England does not hold data in the format requested. The Economic Assessment Report provides a high-level estimate of the user delay costs, as provided in my answer of 4 April.

The Department for Transport also has guidance on economic appraisal of the impacts of unplanned rail delays and temporary timetables associated with engineering work. Estimates will vary based on demand levels, purpose of trips and rail fares.

Handsacre Junction is designed for HS2 trains to run from the HS2 network and onto the West Coast Mainline.

• The HS2 Phase One Business Case (published in October 2013) assumed that 7 trains per hour in both directions will operate over Handsacre Junction to destinations north of Birmingham.

• The HS2 Phase 2a Business Case (published in July 2017) assumed that 1 train per hour in both directions will operate over Handsacre Junction

The Select Committee is considering modifications to the proposed layout of Handsacre junction following the deposit of Additional Provision 2 to the Phase 2a hybrid Bill on 8 February 2019.

Final decisions about the Train Service Specification that will operate on the HS2 network, and relevant parts of the existing rail network, will be made once the Department has received advice following the outcome of the West Coast Partnership competition. Regarding when Phase 1 and Phase 2 will be operational, HS2 Ltd has been set a Delivery In Service Target by Government and it is working with its suppliers to confirm the latest assessment of schedule.

The Department has been engaging with rail and aviation businesses and other interested parties to better understand their views on this scheme. This is being done as part of the work to clarify Government’s objectives for the scheme which was a recommendation of the Market Sounding Findings Report, published in December 2018.

Safety will always be the key priority for rail. Reflecting this, and in the light of outstanding safety issues, consent for the electricity link project was suspended for safety reasons in October 2017, preventing construction work from continuing to the next stage.

Government is represented by UK officials on both the Channel Tunnel Intergovernmental Commission (IGC) and the Channel Tunnel Safety Authority (CTSA). Both of these groups have been involved with the ElecLink project since it was first presented to the CTSA by Eurotunnel in 2011.

A working group, comprised of members from the UK and French delegations to the CTSA, Eurotunnel and the cable project team, was established and meets frequently to ensure that safety issues associated with the cable installation and its interaction with the Eurotunnel railway operations are addressed. That group has both formally and informally assessed submissions from Eurotunnel, as well as completing site inspections, observing at safety tests and attending and convening specialist working groups.

The CTSA working group is currently in the process of assessing Eurotunnel’s latest safety submission, which requests consent for the project to proceed to the next stage of construction. The IGC has asked Eurotunnel to produce a safety case relating to all relevant factors, including an independently assessed Safety Assessment Report, for submission to the CTSA working group.

No operational precedents for this project have been identified.

The response to HL13981 simply reflects the fact that the Hon Member for Pendle, Andrew Stephenson MP, has made strong representations to Ministers about the proposal to reinstate the Colne-Skipton rail link. In response the Secretary of State for Transport has visited Colne twice in the last 12 months in relation to this scheme and so hence he is personally aware of the Hon Member’s commitment to this scheme.

This did not influence the remainder of that answer.

The proposed changes at Handsacre Junction, included within Additional Provision 2 of the Phase 2a hybrid Bill, are intended to deliver a simpler connection to the West Coast Main Line from the HS2 main line. Revising this connection will avoid significant levels of possessions of the existing railway, and so reducing disruption to the travelling public and freight users.

There is no additional cost in changing the design at Handsacre and this is a lower risk solution.

The Department has begun working on the recommendations of the Market Sounding Findings Report published in December 2018 which found significant market appetite for financing and delivering a Southern Rail Link to Heathrow (SRLtH) but did not find a feasible proposal able to progress without Government support. We are committed to doing this work as quickly as possible, following which we intend to set out further engagement opportunities to all interested parties.

Eurotunnel is obliged under the terms of the settlement agreement to commit expenditure on measures to improve security, border preparedness and improve flow around the Channel tunnel site, focussed on the UK side.

Outside of the settlement agreement, any arrangements or changes on the French side will be decided and funded by Eurotunnel.

In general, resilience facilities on port estates are funded by the ports themselves. This is true of Dover, as elsewhere.

A range of bodies, including this Department and Highways England, are responsible for off-site resilience facilities related to the Port of Dover and Eurotunnel. These preparations are being done as part of wider arrangements by the Kent Resilience Forum. The Government has provided £28.8m funding this year for Kent County Council for such work. In relation to Dover specifically, we are continuing expenditure on HGV facilities at Manston.

Additionally, Dover District Council is among the 19 local authorities which are receiving a share of the £3.14m funding package announced by the Communities Secretary on 20 February. This package of funding is aimed at local authorities with a major port to assist them in preparing for Brexit.

No assessment has been made. An early lifting of the Air Traffic Movement cap at Heathrow is not Government policy.

Any proposal for the early lifting of the Air Traffic Movement cap would be subject to the planning process and would need to form part of an applicant’s development consent application.

As part of this process, the Planning Inspector would need to see that there was a proper assessment of the impacts, including a full environmental assessment, and that appropriate mitigations were in place to limit any anticipated impacts.

Under the terms of the settlement agreement, Eurotunnel must commit expenditure on the fixed link and the immediate surrounding environment, including Dollands Moor rail freight yard. Eurotunnel has flexibility to determine which specific projects to invest in, providing those projects comply with the obligations the Government published on 5 March, and may invest in both rail and road freight resilience. The details have been posted online here:

https://www.gov.uk/government/publications/eurotunnel-obligations-under-government-settlement-agreement/eurotunnel-obligations-under-government-settlement-agreement

A number of cross-Government working groups have been established to consider the impacts on imports into the UK after EU Exit, including steering groups with rail freight operators and terminal operators to support resilience. We have been in ongoing dialogue with these stakeholders throughout our EU Exit planning to assist their preparations.

Combined costs of external legal, financial and project assurance advice on all three freight contracts including legal advice up to the end of December 2018 were approximately £800,000. Subsequent costs cannot yet be derived as contracts are still live and invoices pending.

Preliminary discussions with the wider set of nine operators, to assess market appetite and help secure value for money, were undertaken as part of the Department’s broader Maritime EU Exit work, and could not accurately be disaggregated without disproportionate cost; no external consultancy costs were incurred in this exercise.

The contract awarded to Seaborne was part of a broader procurement exercise to secure additional freight capacity after Brexit, wherein nine companies were approached and contracts were awarded to three. Due to the complexity of disaggregating the data from related contingency planning, the precise staff and consultancy time involved with Seaborne, and associated discussions on Ramsgate dredging, could be obtained only at disproportionate cost.

The peak electric power demand for the operation of the planned number of trains per hour for HS2 phases 1, 2A and 2B is shown in the table below.

The figures above represent the calculated demand based on a timetable that represents the train service pattern post opening of Phase 2B. The calculation is based on peak service provision during the period 07:00 to 11:00 which is the most power demanding period, ensuring that the traction power system is sized appropriately.

Demand is presented as the total 1 minute and 30 minute values at the primary side of the grid supply transformers.

It should be noted that the total maximum demand for Phase 1, Phase 2a or Phase 2B does not necessarily equate to the sum of the maximum demand for each of the feeder stations in the ‘Phase’ as the maximum demand at each feeder station doesn’t occur at the same time.

Current EU regulations generally prohibit passenger and freight train operators from buying from and selling to each other train paths allocated by an infrastructure manager. The circumstances are set out in Regulation 19 of the Railways (Access, Management and Licensing of Railway Undertakings) Regulations 2016 (in Great Britain) and Regulation 19 of the Railways Infrastructure (Access, Management and Licensing of Railway Undertakings) Regulations (Northern Ireland) 2016 (in Northern Ireland).

The Department has not undertaken an estimate of the capital cost of adding a cycleway along the entire route of HS2 Phase One.

The Department published a national cycleway feasibility study associated with HS2 on the 18th October 2018 which identified a range of possible cycling routes and networks near to and around the route of HS2.

My Lords, Network Rail has worked to develop long-term solutions to make the railway at Dawlish and Teignmouth more resilient to extreme weather, engaging an expert team of tunnel, cliff and railway engineers. This is part of a £15 million investment provided by the Government. The first phase of work to protect the sea wall began in November, with essential repairs now completed to four breakwaters. Following engagement with local stakeholders in autumn last year, Network Rail has now submitted plans for a new, stronger sea wall at Dawlish.

Chargepoints at motorway service areas are provided under private commercial arrangements which the Government is not party to. It is vital drivers can rely on public chargepoints being in service. The Department is therefore concerned to hear reports of this not being the case, and has raised concerns with the service providers.

The Automated and Electric Vehicles Act 2018 included enabling powers which allow the Secretary of State to make regulations requiring large fuel retailers and service area operators to provide public charging points and to ensure that public charging points are maintained and easily accessible to the public.

The Government has already taken steps through the Alternative Fuels Infrastructure Regulations to ensure that all public rapid chargepoints have a Combined Charging System connector, and all public slow or fast chargepoints have a Type 2 connector.

Seaborne Freight will set charges for its customers while the Government will be responsible for allocating the capacity procured for priority users. The company's intention is to carry driver-accompanied freight but this is a commercial matter for the parties concerned.

Ostend does not have juxtaposed border controls, so there are no UK frontier controls in operation there. However, Border Force has engaged in a series of discussions with the Port of Ostend and with Belgian authorities about facilities required for the reinstatement of a ferry service.