The Department for Transport does not routinely assess the adequacy of rail connectivity on a constituency-by-constituency basis. However, the Department considers connectivity impacts as part of its wider appraisal of rail services and infrastructure investment.

The Department engages regularly with Network Rail and the Train Operating Companies (TOCs) on the impact of extreme weather and climate change on rail service reliability across the network, including on routes serving rural areas such as West Dorset.

Network Rail has developed Weather Resilience and Climate Change Adaptation (WRCCA) plans to identify climate-related risks and improve the resilience and reliability of the rail infrastructure affected by flooding, storms, heatwaves, and other extreme weather events. In early 2026, the TOCs, including those serving West Dorset, also completed their first WRCCA plans, focusing on weather and climate risks to stations, services, staff, and customers.

In advance of the establishment of Great British Railways, Network Rail and the TOCs, supported by the Department, are working together increasingly closely to take a holistic view of climate risks to the rail network and to develop adaptation plans.

The Department works closely with train operators and Network Rail to improve reliability and performance on services across the network, including those serving West Dorset.

Improvement activity includes targeted work to address infrastructure reliability, timetable resilience, and staffing availability. Operators are also working with Network Rail to reduce disruption from infrastructure failures and external factors such as trespass and weather-related incidents.

The Department works closely with train operators and Network Rail to improve reliability and performance on services across the network, including those serving West Dorset.

Improvement activity includes targeted work to address infrastructure reliability, timetable resilience, and staffing availability. Operators are also working with Network Rail to reduce disruption from infrastructure failures and external factors such as trespass and weather-related incidents.

The maintenance of earthworks is the responsibility of the asset owner, specifically Network Rail for the mainline railway network, National Highways for the strategic road network and Local Authorities for local roads. The technical expertise needed to analyse how specific types of earthworks will be affected by the changing climate sits within those organisations and interventions to adapt the engineering and maintenance of these assets are being initiated and driven by them. The Department for Transport closely monitors the performance of the rail and road networks to assure itself that Network Rail and National Highways are taking effective measures to ensure climate resilience. The Office of Rail and Road are also responsible for ensuring that Network Rail is satisfactorily managing all risks that affect the safety of the railway.

The closure of UK bioethanol production in the UK this year represents a significant loss in capacity. However, it is not considered likely to impact the manufacture or supply of E10 petrol in the UK. It is expected that the supply of bioethanol for petrol suppliers will continue to be met by both bioethanol produced at the remaining UK plants and by imports. The US-UK Economic Prosperity Deal (EPD) does not impact the number of litres of ethanol that will be supplied in the UK as renewable transport fuel.

Any proposals to change legislation covering the bioethanol content of petrol, to move from E10 to E20 for example, would be subject to extensive public consultation, and include a full assessment of impacts. There is no timeline for the introduction of E20 petrol in the UK, as no decision has been made to mandate E20 or to make any other changes to ethanol blending permitted in petrol standards. The Department will be setting up an expert working group later this year to investigate the feasibility of increasing the level of ethanol blending in petrol in the UK beyond E10.

The closure of UK bioethanol production in the UK this year represents a significant loss in capacity. However, it is not considered likely to impact the manufacture or supply of E10 petrol in the UK. It is expected that the supply of bioethanol for petrol suppliers will continue to be met by both bioethanol produced at the remaining UK plants and by imports. The US-UK Economic Prosperity Deal (EPD) does not impact the number of litres of ethanol that will be supplied in the UK as renewable transport fuel.

Any proposals to change legislation covering the bioethanol content of petrol, to move from E10 to E20 for example, would be subject to extensive public consultation, and include a full assessment of impacts. There is no timeline for the introduction of E20 petrol in the UK, as no decision has been made to mandate E20 or to make any other changes to ethanol blending permitted in petrol standards. The Department will be setting up an expert working group later this year to investigate the feasibility of increasing the level of ethanol blending in petrol in the UK beyond E10.

The closure of UK bioethanol production in the UK this year represents a significant loss in capacity. However, it is not considered likely to impact the manufacture or supply of E10 petrol in the UK. It is expected that the supply of bioethanol for petrol suppliers will continue to be met by both bioethanol produced at the remaining UK plants and by imports. The US-UK Economic Prosperity Deal (EPD) does not impact the number of litres of ethanol that will be supplied in the UK as renewable transport fuel.

Any proposals to change legislation covering the bioethanol content of petrol, to move from E10 to E20 for example, would be subject to extensive public consultation, and include a full assessment of impacts. There is no timeline for the introduction of E20 petrol in the UK, as no decision has been made to mandate E20 or to make any other changes to ethanol blending permitted in petrol standards. The Department will be setting up an expert working group later this year to investigate the feasibility of increasing the level of ethanol blending in petrol in the UK beyond E10.

We are committed to improving the accessibility of the railway and recognise the social and economic benefits this brings to communities.

Since 2006 the Access for All programme has installed accessible, step free routes at over 270 stations plus a range of smaller scale access improvements at around 1500 stations.

In May 2024, the previous government agreed the publication of a list of 50 additional stations selected for initial feasibility work, which included Dorchester South railway station.

Network Rail have now completed all 50 feasibility studies and we will shortly be announcing which of those stations will progress.

I am pleased that Dorset Council have already pledged some funding for the project but would welcome any further contributions that could be found.

We are committed to improving the accessibility of the railway and recognise the social and economic benefits this brings to communities.

Since 2006 the Access for All programme has installed accessible, step free routes at over 270 stations plus a range of smaller scale access improvements at around 1500 stations.

In May 2024, the previous government agreed the publication of a list of 50 additional stations selected for initial feasibility work, which included Dorchester South railway station.

Network Rail have now completed all 50 feasibility studies and we will shortly be announcing which of those stations will progress.

I am pleased that Dorset Council have already pledged some funding for the project but would welcome any further contributions that could be found.

We are committed to improving the accessibility of the railway and recognise the social and economic benefits this brings to communities.

Since 2006 the Access for All programme has installed accessible, step free routes at over 270 stations plus a range of smaller scale access improvements at around 1500 stations.

In May 2024, the previous government agreed the publication of a list of 50 additional stations selected for initial feasibility work, which included Dorchester South railway station.

Network Rail have now completed all 50 feasibility studies and we will shortly be announcing which of those stations will progress.

I am pleased that Dorset Council have already pledged some funding for the project but would welcome any further contributions that could be found.

We are committed to improving the accessibility of the railway and recognise the social and economic benefits this brings to communities.

Since 2006 the Access for All programme has installed accessible, step free routes at over 270 stations plus a range of smaller scale access improvements at around 1500 stations.

In May 2024, the previous government agreed the publication of a list of 50 additional stations selected for initial feasibility work, which included Dorchester South railway station.

Network Rail have now completed all 50 feasibility studies and we will shortly be announcing which of those stations will progress.

I am pleased that Dorset Council have already pledged some funding for the project but would welcome any further contributions that could be found.

Rail replacement services operated by train operating companies must meet the needs of disabled passengers. This includes using vehicles compliant with the Public Service Vehicles Accessibility Regulations 2000 (PSVAR). The train operators can only use non-PSVAR compliant vehicles when no compliant vehicle is available under the current exemption which will expire in July 2026. The Office of Rail and Road (ORR) collects data on the levels of compliance with the PSVAR from the train operators. The ORR’s Annual Consumer Report for 2024/2025 showed that 96 per cent of rail replacement vehicles met required standards.

Regulatory requirements apply to South Western Railway (SWR) to ensure rail replacement buses meet the necessary standards on accessibility. SWR works with its rail replacement providers to ensure services are accessible as far as possible, but if accessible options are not available, SWR will arrange alternative accessible transport.