Passenger numbers at Old Oak Common will depend on multiple factors including: what HS2 services are running at that point (including whether Euston has opened as the London terminus); the assumed Great Western Main Line calling pattern; and the assumed Elizabeth Line train frequency.

Following the Network North announcement, detailed modelling and analysis is currently being undertaken for a number of different scenarios, with the aim to provide the best overall service provision for passengers across the rail system as a whole.

Detailed modelling and analysis is ongoing to determine the optimum service pattern under different scenarios, to inform decisions on calling patterns and frequencies at Old Oak Common.

The Government takes the issue of fare evasion and fraud very seriously. We currently do not hold estimates for the amount of money lost to railway fraud, however in 2023 the Rail Delivery Group estimated that in a normal year, approximately £240 million is lost through fare evasion on Great Britain's railways.

To reduce fare evasion, in January 2023 we increased the value of the penalty fare to £100, plus the price of the single fare to the intended destination. DfT operators are also contractually incentivised to reduce ticketless travel on their network.

The industry steering group that oversees timetable introduction concluded that there were too many outstanding issues to have confidence that the new East Coast Main Line timetable can be delivered robustly in December 2024.

Timetable production and access rights issues are governed by Network Rail’s Network Code, which is regulated by the ORR as the independent regulator to the rail industry. We expect the rail industry to work through these issues in order to deliver the upgraded timetable and realise the benefits of £4bn investment in track and train on the East Coast Main Line.

Passenger numbers at Old Oak Common will depend on multiple factors including: what HS2 services are running at that point (including whether Euston has opened as the London terminus); the assumed Great Western Main Line calling pattern; and the assumed Elizabeth Line train frequency.

Following the Network North announcement, detailed modelling and analysis is currently being undertaken for a number of different scenarios, with the aim to provide the best overall service provision for passengers across the rail system as a whole.

We expect passengers on inter-city services to have a choice to alight or load at Old Oak Common or Paddington. Detailed modelling is being undertaken, with the support of TfL, to consider various scenarios and understand likely passenger route choices (which are based on a combination of journey time, wait time, train frequency and congestion).

As noted in the last report to Parliament, HS2 cost estimates are currently being revised in light of the scope changes arising from the Network North announcement.

Within the Target Cost for Phase One, the budget allocated by HS2 Ltd for Old Oak Common station, including contingency for risk, is £1.67bn (2019 prices). As Old Oak Common is being designed and delivered as a single, integrated station this budget includes the costs for delivering both the HS2 and conventional rail elements.

A copy of the outline track and platform layout as presently drafted will be made available to place in the Library of the House.  Please see the Key Plan attached which was submitted with the Old Oak Common Station Schedule 17 application.

The indicative average walking times illustrated below are derived from pedestrian modelling analysis of the busiest periods of the day (peak AM and PM hour demand). All waiting times on concourse and platform are excluded.

• Journey time between HS2 trains and the Elizabeth line services - circa 5 mins
• Journey time between HS2 trains and the Great Western local services – circa 5 mins 30 sec
• Journey time between HS2 trains and the Great Western inter-city services – circa 6 mins

The Government has committed in Network North to delivering Midlands Rail Hub in full and increasing funding to £1.75bn, and we have recently released £123m to Network Rail to move the first phase into the detailed design stage. As the scheme progresses through this next stage, we will work with key partners to identify and pursue opportunities for private funding.

We note with interest the reports in the media about the application from Virgin Trains, and welcome open access applications where they provide improved connectivity and choice for passengers and do not disproportionately impact taxpayers. Access to the rail network, however, is ultimately a decision for the Office of Rail and Road in its role as independent regulator for the rail industry. The Department therefore awaits further engagement from the ORR and Network Rail on Virgin’s proposals and will provide its views as part of the relevant industry consultation, as is standard process for all open access applications.

Passenger numbers at Old Oak Common will depend on multiple factors including: what HS2 services are running at that point (including whether Euston has opened as the London terminus); the assumed Great Western Main Line calling pattern; and the assumed Elizabeth Line train frequency.

Following the Network North announcement, detailed modelling and analysis is currently being undertaken for a number of different scenarios, with the aim to provide the best overall service provision for passengers across the rail system as a whole.

This includes timetable development and operational modelling to support a consideration of the optimum Elizabeth Line frequency at Old Oak Common.

Network Rail has identified that it has an incomplete record of pathway assets, that is why it is undertaking a national project to address this.

The pathway south of Crewe Station has an anticipated cost of c.£600k.

Avanti West Coast (AWC) has made significant progress in recovering from recent poor reliability and punctuality, but we are clear that performance is still not good enough and there is more to do. Officials continue to closely monitor and review AWC’s progress to a sustained recovery, restoring services reliably on the West Coast Main Line and delivering good value for the taxpayer. Officials regularly meet with AWC senior management to review performance and we will always hold AWC to account for matters within its control.

Over the next few months AWC is working to introduce a brand-new fleet of bi-mode Hitachi trains offering more space and a quieter journey for passengers along the North Wales mainline.

The Department for Transport engaged with various stakeholder organisations before and during the consultative process. The Department is currently considering the responses to the consultation and a further announcement will be made in due course.

The Driver and Vehicle Standards Agency (DVSA) has a market surveillance unit (MSU), which inspects vehicles, trailers and equipment to make sure they meet safety and environmental standards.

The DVSA’s MSU, often working with trading standards, takes enforcement action against retailers selling electrically assisted pedal cycles (EAPC) that do not meet regulations. Between April 2022 and December 2023, it prosecuted seven EPAC retailers for selling products that did not meet requirements, including excess power.

The DVSA’s MSU will continue with the broad market surveillance of the EAPC market to ensure industry compliance, including investigating the sale of motor kits that exceed legal limits where intelligence suggest this is a problem area.

The Low Traffic Neighbourhood Review research report published in March was the final version of that document. This research report informed draft statutory guidance on implementing Low Traffic Neighbourhoods, which was published at the same time. It is this draft statutory guidance which I was referencing in Monday’s debate, when I spoke of a final version being published this summer.

To support the zero emission van market, the Government has already introduced regulatory flexibilities for electric vans by increasing the regulatory weight threshold from 3.5 tonnes to 4.25 tonnes for driver licence and operator licence rules.

The Department carried out a call-for-evidence on MOT testing last year, which, among other things, asked the public for views on changing MOT testing rules for 3.5t-4.25t zero emission vans. The findings have since been analysed and the Government published its response in January.

Officials have continued to engage with industry on the issues of MOT testing, drivers’ hours and tachographs for 3.5t-4.25t zero emission vans to understand how Government can remove barriers to decarbonisation for fleets. Safety is a primary consideration in assessing any changes to regulatory weight thresholds.

To support the zero emission van market, the Government has already introduced regulatory flexibilities for electric vans by increasing the regulatory weight threshold from 3.5 tonnes to 4.25 tonnes for driver licence and operator licence rules.

The Department carried out a call-for-evidence on MOT testing last year, which, among other things, asked the public for views on changing MOT testing rules for 3.5t-4.25t zero emission vans. The findings have since been analysed and the Government published its response in January.

Officials have continued to engage with industry on the issues of MOT testing, drivers’ hours and tachographs for 3.5t-4.25t zero emission vans to understand how Government can remove barriers to decarbonisation for fleets. Safety is a primary consideration in assessing any changes to regulatory weight thresholds.

To support the zero emission van market, the Government has already introduced regulatory flexibilities for electric vans by increasing the regulatory weight threshold from 3.5 tonnes to 4.25 tonnes for driver licence and operator licence rules.

The Department carried out a call-for-evidence on MOT testing last year, which, among other things, asked the public for views on changing MOT testing rules for 3.5t-4.25t zero emission vans. The findings have since been analysed and the Government published its response in January.

Officials have continued to engage with industry on the issues of MOT testing, drivers’ hours and tachographs for 3.5t-4.25t zero emission vans to understand how Government can remove barriers to decarbonisation for fleets. Safety is a primary consideration in assessing any changes to regulatory weight thresholds.

To support the zero emission van market, the Government has already introduced regulatory flexibilities for electric vans by increasing the regulatory weight threshold from 3.5 tonnes to 4.25 tonnes for driver licence and operator licence rules.

The Department carried out a call-for-evidence on MOT testing last year, which, among other things, asked the public for views on changing MOT testing rules for 3.5t-4.25t zero emission vans. The findings have since been analysed and the Government published its response in January.

Officials have continued to engage with industry on the issues of MOT testing, drivers’ hours and tachographs for 3.5t-4.25t zero emission vans to understand how Government can remove barriers to decarbonisation for fleets. Safety is a primary consideration in assessing any changes to regulatory weight thresholds.

To support the zero emission van market, the Government has already introduced regulatory flexibilities for electric vans by increasing the regulatory weight threshold from 3.5 tonnes to 4.25 tonnes for driver licence and operator licence rules.

The Department carried out a call-for-evidence on MOT testing last year, which, among other things, asked the public for views on changing MOT testing rules for 3.5t-4.25t zero emission vans. The findings have since been analysed and the Government published its response in January.

Officials have continued to engage with industry on the issues of MOT testing, drivers’ hours and tachographs for 3.5t-4.25t zero emission vans to understand how Government can remove barriers to decarbonisation for fleets. Safety is a primary consideration in assessing any changes to regulatory weight thresholds.

To support the zero emission van market, the Government has already introduced regulatory flexibilities for electric vans by increasing the regulatory weight threshold from 3.5 tonnes to 4.25 tonnes for driver licence and operator licence rules.

The Department carried out a call-for-evidence on MOT testing last year, which, among other things, asked the public for views on changing MOT testing rules for 3.5t-4.25t zero emission vans. The findings have since been analysed and the Government published its response in January.

Officials have continued to engage with industry on the issues of MOT testing, drivers’ hours and tachographs for 3.5t-4.25t zero emission vans to understand how Government can remove barriers to decarbonisation for fleets. Safety is a primary consideration in assessing any changes to regulatory weight thresholds.