For the week commencing 28th September (the last week for which full data was available) ORR had an average of 40% of staff attending per day at Piccadilly Gate in Manchester. In absolute terms, 14 staff on average attended each day during this week. These figures exclude staff who have a reasonable workplace adjustment.

HS1 Ltd has twice offered the Department financial payments and other incentives to extend its current Concession for a period of 10 years beyond the current end date of 2040. The Department concluded on both occasions that the proposals did not offer value for money to Government and the proposals were therefore rejected.

We have regular discussions with the Maritime and Coastguard Agency on a range of issues.

The Department monitors progress on the level of uptake amongst shipowners or maritime training providers of Support for Maritime Training (SMarT) funding for the training of apprentice deck and engineering ratings through the Ratings Review Group, which is chaired by the Maritime and Coastguard Agency.

The Maritime and Coastguard Agency was engaged in discussions on the issue from 2023 and on 1 October 2025, Offshore Energies UK formally notified the MCA of its intention to introduce the Safe Weight Limit Policy from 1 November 2025, with full implementation by 1 November 2026.

The Civil Aviation Authority does not have a regulation that specifically sets a weight limit for passengers transported by helicopter. Helicopter operators are responsible for carrying out their own safety assessments, and decisions on safe operating weight limits are a matter for their operational discretion.

The Government and the rail industry are working closely with Transport for Greater Manchester on future partnership arrangements with Great British Railways. Exact contracting arrangements are still to be determined.

NATS is a private company, run by its own board. The Transport Secretary appoints three Non-Executive Directors to the NATS’ board, who oversee the Government’s shareholding interest in the company. Pay and bonuses for senior NATS executives, are set through the governance structures which manage the business. The Government has no role in dictating salary levels.

As part of the independent review into NATS’ performance following the incidents that occurred on 8 and 21 September this year, the Civil Aviation Authority (CAA) will complete a broader assessment of NATS' resilience, capital investment and modernisation plans, as well as the effectiveness of the CAA's own regulatory oversight. An initial findings report is due to be completed by end of January 2027, with a final report submitted by the end of March 2027.

The Department is continuing to assess Transport for London’s (TfL) proposal for the devolution of Great Northern Inner services. In line with the principles set out in the Government’s English rail devolution applications guidance, proposals involving services that cross mayoral boundaries must consider the effects on passengers and the wider network, and include engagement with neighbouring authorities, passenger groups and other affected stakeholders.

The Secretary of State will determine whether devolution proposals should proceed, taking account of the business case, stakeholder views and the overall balance of benefits and risks.

The Secretary of State has commissioned the Civil Aviation Authority (CAA) to lead an independent investigation of the NATS outage on 8 September, which will also consider the technical issue that occurred in Prestwick on 21 September. The review will examine the causes of the incidents, broader questions relating to NATS' resilience, capital investment and modernisation plans, helping to identify any lessons needed to strengthen the resilience of the UK air traffic management system.

The Department also receives regular updates from NATS on the modernisation of its air traffic control systems, with technical changes closely monitored and overseen by the CAA as the independent regulator.

DfT Operator Limited has agreed a voluntary recognition agreement with the recognised trade unions and is progressing formal completion, with the agreed arrangements already operating in practice.

The agreement does not prescribe a fixed facility time entitlement, budget or payroll percentage. Instead, reasonable paid time off for accredited representatives will be managed in line with legislation, ACAS guidance and operational requirements. As facility time will vary according to operational need and levels of trade union activity, it is not currently possible to provide a reliable estimate of its annual cost or proportion of payroll.

Facility time arrangements will be managed proportionately, balancing statutory obligations, operational delivery and value for money considerations.

The Department supported the proposed Wrexham, Shropshire and Midlands Railway services in principle, recognising the potential benefits for passenger choice and connectivity. However, that support was always conditional on the services being accommodated without detriment to network performance, resilience or the rights of other operators.

On 8 October 2026, the Office of Rail and Road (ORR) published its decision not to approve the application, concluding that there is insufficient capacity on the West Coast Main Line and that introducing additional services in the current circumstances would be detrimental to performance and existing users. The Department respects the ORR's decision in its role as the independent rail regulator.

The Department regularly engages with Network Rail, train operators, parliamentarians and other stakeholders on matters relating to rail services and infrastructure. The Department will continue to engage with relevant parties as appropriate on issues relating to rail network performance, capacity and future development.

The Civil Aviation Authority (CAA), as the United Kingdom’s specialist aviation regulator, is well placed to take enforcement action in relation to breaches of Regulation 261/2004. The Government is strengthening the CAA’s direct enforcement powers through the Civil Aviation (Consumer Protection and Regulatory Reform) Bill, which is currently in the Commons.

The Competition and Markets Authority (CMA) has concurrent powers with the CAA, and the two regulators work together closely to ensure the appropriate regulator acts within the specific circumstances.

The Civil Aviation Authority (CAA) is an independent regulator and is responsible for deciding how to use its enforcement powers. It considers intelligence about potential breaches, including cases involving denied boarding due to overbooking, and prioritises enforcement activity in line with its published prioritisation principles.

The Government is strengthening the CAA’s consumer enforcement powers through the Civil Aviation (Consumer Protection and Regulatory Reform) Bill, including by giving it powers to impose financial penalties.

Network Rail has considered the use of blue lighting at stations, including its potential application to trespass, anti-social behaviour and suicide prevention. Previous trials and wider research have produced mixed results, and there is currently insufficient robust evidence to demonstrate that blue lighting is an effective standalone measure for reducing trespass or anti-social behaviour.

Blue lights were trialled by Network Rail at only a few stations, including Gatwick Airport station, over a decade ago, with some positive results in respect of reducing trespass and vandalism. However, when this trial was expanded to other stations, the train operators were not able to demonstrate any direct benefits, therefore the initiative was closed.

There is currently limited demand for a further trial of blue lighting given the significant challenges in demonstrating direct correlation between the introduction of the technology and any effect that may then occur in reductions of trespass and vandalism.

Network Rail therefore does not currently advocate its widespread deployment for these purposes, although targeted use could be considered where justified by local risk and appropriately evaluated.

Our approach remains to use evidence-based and proportionate interventions alongside established station safety, security and lighting standards, and we continue to work with international partners through the International Union of Railways to consider the evidence base for blue lighting.

Following the UK's exit from the EU on 1 January 2021, all relevant training and licensing elements, including theoretical exams, must be completed under UK regulatory oversight. The UK Civil Aviation Authority cannot accept training conducted under European Union Aviation Safety Association (EASA) oversight following EU Exit, as there is no longer a shared regulatory framework or mutual recognition agreement.

The Government has been clear that it will work to reset the relationship with Europe, to strengthen ties and tackle barriers to trade. Establishing an effective aviation licensing and approvals regime that supports UK aviation remains a priority for us, and the UK is keen to establish closer cooperation on personnel licensing approvals where possible to ease the current burden on UK and EU personnel and industry.

The Bill already provides a framework for proportionate and accountable rulemaking. The Civil Aviation Authority will be required to consult those it considers likely to be affected before making rules, including general aviation stakeholders where relevant. The framework also ensures appropriate ministerial oversight, with Ministers setting the CAA's strategic priorities and objectives, retaining powers of direction, and being able to reserve specified matters to the Secretary of State.

Charges for air navigation services are set by the CAA through an established process which includes safeguards such as targeted consultation and rights of appeal. Charges follow the internationally recognised ‘user pays’ principle and general aviation is largely exempt.

The Maritime and Coastguard Agency are in the process of initiating discussions with the Civil Aviation Authority on the appropriate regulatory arrangements to enable the testing of the interoperability of unmanned surface craft and airborne drones.

The power to levy tolls at the Severn Crossings under the Severn Bridges Act 1992 expired on 7 January 2018. Severn River Crossings plc published annual accounts for years ending 31 December, except for the final year of tolling when the accounting period was extended. For the year ending 31 December 2016, toll income was £103.2million. For the 373-day period ending 0001 on 8 January 2018, toll income was £108.6million.

We expect to see a journey time improvement of 5-6 minutes between Hull and Manchester and up to a minute between Hull and Leeds in comparison to today.

New trains will be in operation on services to and from Hull by December 2034. They may be introduced on this route sooner, but this will need to be considered alongside the unit delivery schedule and driver training plan.

The Government consulted on proposed changes to penalties for motoring offences between January and May 2026 and is currently analysing the responses received.

The consultation sought views on a range of drink- and drug-driving measures, including whether random breath testing powers, mirroring those in Northern Ireland, should be introduced in England and Wales. It did not specifically consult on making random drug testing mandatory for drivers of taxis and private hire vehicles, commercial vehicles, or buses and coaches.

The Government keeps all road safety policies under review and will continue to consider evidence on measures to improve road safety.

The Rolling Stock and Infrastructure Strategy does not alter the legal framework governing procurement or competition. Rolling stock and rail service procurements will continue to be conducted in accordance with the relevant procurement legislation and other applicable legal requirements, including non-discrimination against treaty state suppliers, with the aim of securing the best value for passengers and taxpayers.