The Ticketing and Settlement Agreement is a contract between the Train Operating Companies and the Rail Delivery Group, and sets out the industry led process that train operators must follow when proposing changes to ticket offices. It is a long-standing and well-established process.

Under the Ticketing and Settlement Agreement, when proposing major changes to ticket office opening hours (including closures) operators are required, amongst other things, to take into account the adequacy of the proposed alternatives in relation to the needs of passengers. We would also expect operators to consider equality related needs of passengers and make this clear in the notice sent to other operators and passenger groups.

When proposing major changes to ticket office opening hours, including closures, operators are required to take into account the adequacy of the proposed alternatives in relation to the needs of all passengers; and to include this in the notice of the proposal sent to other operators and passenger groups. We would also expect operators to consider other equality related needs and make this clear in the notice sent to other operators and passenger groups.

Together with industry, we want to improve and modernise the passenger experience by moving staff out from ticket offices to provide more help and advice in customer focused roles. No currently staffed station will be unstaffed as a result of industry changes, and train operators will ensure staff are well located to meet passenger needs in future.

The number of trains that are planned to operate varies slightly from day to day for a variety of reasons, including planned and unplanned engineering works. The Department does not record the total number of trains planned to run each day. Overall, the planned timetable change in December 2022 will maintain services at similar levels to today, while improving punctuality and reliability for passengers in many areas. Service levels remain around ten percent lower than in 2019.

There is a process already set out in the Ticketing and Settlement Agreement which train operating companies must follow to commence proposed closures of ticket offices, which includes public and industry engagement.

We want to move staff from behind the ticket office screens to more visible and accessible roles around stations which better support customers and train operating companies have set out early proposals for station retail reform. Any decisions which are taken will be made in accordance with the TSA and the relevant guidance.

The Secretary of State has held no recent discussions directly with train operating companies about ticket offices.

The Secretary of State has held no recent discussions directly with train operating companies about ticket offices.

Our railways are on financial life support. We have lost a quarter of our passengers and the Government has spent £16 billion during the pandemic, equivalent to nearly £600 per household, irrespective of whether they use the railways, to keep subsidising the railway. We need to make our railways fit for the future and want a fair deal for staff, passengers, and taxpayers so the railway does not take money away from other essential public services such as the NHS.

Unions are threatening industrial action before talks have even begun. Strikes should be the last resort, not the first. They will stop customers choosing rail, and those passengers might never return, killing services and jobs. The RMT trade union are balloting 40,000 members from across England, Wales and Scotland for industrial action and we would expect the relevant devolved authorities to be engaging with the employers in affected areas.

Train operating companies are the employers of rail staff, not the Government. They, therefore, individually negotiate with trade unions on matters such as pay.

The Department has a commercial relationship with train operators, and we maintain a public register of rail contracts available on the Government website at: https://www.gov.uk/guidance/public-register-of-rail-passenger-contracts. This contains guidance on how to request information and what information we are unable to publish.

The Ticketing and Settlement Agreement (TSA) Ticket Office Guidance is not subject to a public consultation.

An impact assessment of electricity price fluctuations on Network Rail’s Traction Decarbonisation Network Strategy (TDNS) has not been undertaken. TDNS is a long-term strategy that provides advice about the most appropriate technology (electrification, battery, or hydrogen) to power trains on each section of the network, based on certain assumptions. While the electricity price changes are expected to be short-term, the analysis that informs TDNS will need to be updated as technology develops.

No decision has been made on national rail fares for 2022. The Government is considering a variety of options and we will announce our decision in due course.

The recent increase in electricity prices is part of a wider trend that has affected a number of European countries and industry sectors. It is too early to predict when prices will stabilise.

The Government does not intervene in setting the price Network Rail (NR) charges train and freight operating companies for electricity and NR does not set traction electricity charges for train operators. NR procures traction electricity on behalf of the rail industry, which is then charged to operators at the price that NR pays. This means that Network Rail does not set the price or make a profit or loss in this process. If market electricity prices change, the risk or benefit rests with train and freight operators. For the vast majority of operators, the price has risen 6% for this winter compared to last winter.

Each train and freight operator is responsible for determining its own strategy for locking into future traction electricity prices. These strategies are then enacted by Network Rail according to the Traction Electricity Rules referenced in Track Access contracts. The process replicates what operators would need to do if they bought directly from an energy supplier. The Department now operates a business planning process with train operators agreeing annual business plan budgets which will also include the planned costs of electricity used by relevant operators. Any emerging increases in NR electricity charges will be considered by operators themselves and absorbed as part of their agreed overall business plan outputs and budget available. The Department does not currently consider this a material financial risk to currently agreed budgets.

The recent increase in electricity prices is part of a wider trend that has affected a number of European countries and industry sectors. It is too early to predict when prices will stabilise.

The Government does not intervene in setting the price Network Rail (NR) charges train and freight operating companies for electricity and NR does not set traction electricity charges for train operators. NR procures traction electricity on behalf of the rail industry, which is then charged to operators at the price that NR pays. This means that Network Rail does not set the price or make a profit or loss in this process. If market electricity prices change, the risk or benefit rests with train and freight operators. For the vast majority of operators, the price has risen 6% for this winter compared to last winter.

Each train and freight operator is responsible for determining its own strategy for locking into future traction electricity prices. These strategies are then enacted by Network Rail according to the Traction Electricity Rules referenced in Track Access contracts. The process replicates what operators would need to do if they bought directly from an energy supplier. The Department now operates a business planning process with train operators agreeing annual business plan budgets which will also include the planned costs of electricity used by relevant operators. Any emerging increases in NR electricity charges will be considered by operators themselves and absorbed as part of their agreed overall business plan outputs and budget available. The Department does not currently consider this a material financial risk to currently agreed budgets.

The recent increase in electricity prices is part of a wider trend that has affected a number of European countries and industry sectors. It is too early to predict when prices will stabilise.

The Government does not intervene in setting the price Network Rail (NR) charges train and freight operating companies for electricity and NR does not set traction electricity charges for train operators. NR procures traction electricity on behalf of the rail industry, which is then charged to operators at the price that NR pays. This means that Network Rail does not set the price or make a profit or loss in this process. If market electricity prices change, the risk or benefit rests with train and freight operators. For the vast majority of operators, the price has risen 6% for this winter compared to last winter.

Each train and freight operator is responsible for determining its own strategy for locking into future traction electricity prices. These strategies are then enacted by Network Rail according to the Traction Electricity Rules referenced in Track Access contracts. The process replicates what operators would need to do if they bought directly from an energy supplier. The Department now operates a business planning process with train operators agreeing annual business plan budgets which will also include the planned costs of electricity used by relevant operators. Any emerging increases in NR electricity charges will be considered by operators themselves and absorbed as part of their agreed overall business plan outputs and budget available. The Department does not currently consider this a material financial risk to currently agreed budgets.

The recent increase in electricity prices is part of a wider trend that has affected a number of European countries and industry sectors. It is too early to predict when prices will stabilise.

The Government does not intervene in setting the price Network Rail (NR) charges train and freight operating companies for electricity and NR does not set traction electricity charges for train operators. NR procures traction electricity on behalf of the rail industry, which is then charged to operators at the price that NR pays. This means that Network Rail does not set the price or make a profit or loss in this process. If market electricity prices change, the risk or benefit rests with train and freight operators. For the vast majority of operators, the price has risen 6% for this winter compared to last winter.

Each train and freight operator is responsible for determining its own strategy for locking into future traction electricity prices. These strategies are then enacted by Network Rail according to the Traction Electricity Rules referenced in Track Access contracts. The process replicates what operators would need to do if they bought directly from an energy supplier. The Department now operates a business planning process with train operators agreeing annual business plan budgets which will also include the planned costs of electricity used by relevant operators. Any emerging increases in NR electricity charges will be considered by operators themselves and absorbed as part of their agreed overall business plan outputs and budget available. The Department does not currently consider this a material financial risk to currently agreed budgets.

Network Rail (NR) does not set traction electricity charges for train operators. Network Rail procures traction electricity on behalf of the rail industry, which is then charged to operators at the price that NR pays. This means that Network Rail does not set the price or make a profit or loss in this process. If market electricity prices change, the risk or benefit rests with train and freight operators.

Each train and freight operator has its own strategy for securing future traction electricity prices. These strategies are then enacted by Network Rail according to the Traction Electricity Rules referenced in Track Access contracts. The process replicates what operators would need to do if they bought directly from an energy supplier.

Schedule 17 of the Ticketing and Settlement Agreement (TSA) sets out the process for making changes to ticket offices, which includes changing the hours they are open or proposing any closures. The TSA requires consultation with Transport Focus and London Travel Watch. This agreement is still in place and rail operators must follow this as it is a requirement of their Office of Rail and Road operating licence.

Schedule 17 of the Ticketing and Settlement Agreement (TSA) sets out the process for making changes to ticket offices, which includes changing the hours they are open or proposing any closures. The TSA requires consultation with Transport Focus and London Travel Watch. This agreement is still in place and rail operators must follow this as it is a requirement of their Office of Rail and Road operating licence.

No such discussions have taken place. Schedule 17 of the Ticketing and Settlement Agreement (TSA) sets out the process for making changes to ticket offices, which includes changing the hours they are open or proposing any closures. The TSA requires consultation with Transport Focus and London Travel Watch. This agreement is still in place and rail operators must follow this as it is a requirement of their Office of Rail and Road operating licence.