HS2 will deliver faster, more reliable journeys between London and Scotland, while providing additional capacity on the West Coast Main Line to support improved rail services.

The final timetable has not yet been agreed and will be subject to consultation closer to the start of service. However, current assumptions involve maintaining the frequency of services from London to Glasgow and delivering significantly faster end-to-end journeys for passengers.

HS2 will deliver significant benefits for Scotland. Subject to future timetable and operational development, HS2 will aim to maintain the frequency of services to Scotland, increase the number of available seats for Anglo-Scot journeys and deliver an end-to-end journey experience that is an estimated 20 minutes faster.

What assessment has the Secretary of State made of the potential impact of HS2 on west coast main line services between Glasgow and London?

The Government's national transport strategy, Better Connected, published on 2 April 2026, committed to updating the Traffic Signs Regulations and General Directions. The proposed changes include the introduction of side road zebra crossings in England, supporting safer, more accessible and convenient crossing facilities for people walking and wheeling.

In developing these changes the Department will be considering all relevant evidence.

The Department has received representations from the Mayor of London and Transport for London regarding the potential devolution of Great Northern Inner rail services. These services operate both within Greater London and to destinations beyond the Greater London boundary. The Government continues to engage with the Mayor of London and Transport for London on these proposals.

Transport in London is devolved to the Mayor and Transport for London, as such the Government has made no assessment of the number of working days lost across the broader London commuter base as a result of industrial action by members of the National Union of Rail, Maritime and Transport Workers on the London Underground since 1 April 2026.

The Government has made no assessment of the total direct cost to the United Kingdom economy of industrial action on the London Underground since 1 April 2026 due to London Transport being devolved.

The Department requires its operators to plan services and rail timetables that are designed to meet expected passenger demand and provide value for money for the taxpayer.

From December, GTR will be increasing the frequency of the weekday off-peak and Saturday service between Moorgate and Hertford North from two to four trains an hour.

Network Rail will work with GTR to ensure delivery is in line with industry processes.

The Department does not currently collect specific data on collisions or injuries involving e-bikes operated through hire schemes.

We will consult comprehensively on all aspects of licensing for shared cycle schemes, including potential data-sharing requirements in due course.

We will then implement licensing through a combination of regulations and guidance.

I, too, want to see more cycling in London, and in towns and cities across the UK. Dockless cycles are one way to support that aim. We want to empower local leaders to shape shared cycle schemes so that they can deliver the greatest possible benefits and mitigate any possible issues. We will introduce local licensing regulations and guidance in the coming months.

We are seeing Lime bike leg injuries, antisocial parking, and pedestrian crossings being ignored—and one constituent of mine has even had multiple surgeries after a hit and run by a child on a hacked Lime bike. Every week the costs to the NHS and local authorities soar, while profits for the venture capitalists in California who started these companies go through the roof. I am really keen to see safer cycling in London—I am a keen cyclist myself—so will the Minister set out when the really important new regulations for the dockless e-bike sector will kick in for Londoners?

The Government is working closely with local authorities in Greater London to support efforts to reduce traffic congestion. We have provided significant funding to support improvements to the capital’s road network. For example, we have provided £54.3 million of funding to the Greater London Authority (GLA) for the Gallows Corner scheme; however, delivery of this scheme is a matter for the GLA and Transport for London.

More broadly, London boroughs will be eligible for over £272 million of highways maintenance funding over the next four years. This funding will help boroughs plan ahead, adopt preventative maintenance, and improve the long-term condition of their roads.

Transport in London is devolved, and Transport for London provides Local Implementation Plan funding to boroughs for schemes aligned with the Mayor’s Transport Strategy. These include accessible public transport improvements and active travel schemes that help improve safety, encourage modal shift, and reduce congestion.

The Department for Transport (DfT) requires HS2 Ltd to prioritise the health, safety, and wellbeing of its workforce and the public. Safety performance is closely tracked and monitored, and, where performance falls short, remedial action is required. DfT officials work closely with HS2 Ltd to review safety performance, and overall health and safety indicators are reported to and discussed at the Programme Performance Board, attended by DfT and HS2 Ltd senior officials.

Through HS2’s “Safe at Heart” strategy, safety is embedded into all decision-making and operational activities. In all sectors, including the London Tunnels, stringent processes are in place to protect all workers, including occupational health assessments and strict training requirements. Across the programme, comprehensive risk assessments and control processes are regularly reviewed, updated, and assured by HS2 Ltd and its supply chain partners.

To safeguard against anti-competitive practices, HS2 Ltd is subject to and compliant with public procurement legislation and Government policy. This includes publishing direct contract opportunities and clearly defined evaluation criteria to ensure fair treatment of suppliers and equality of opportunity. In accordance with relevant regulations, Conflicts of Interest are formally declared and managed appropriately, and appropriate oversight and documented justification is required for all procurement decisions.

Recruitment practices are governed through individual contractual requirements and form part of wider contract management. HS2 Ltd sets clear expectations for contractors and sub-contractors, particularly in relation to safety. Its whistleblowing policy encourages individuals to raise concerns about unsafe, unethical, or fraudulent behaviour, which are then investigated by an independent team, in line with relevant legislation.

The Department for Transport is responsible for setting the regulatory structure within which local licensing authorities in England license the taxi and private hire vehicle trades but ultimately the licensing process is left at the discretion of local authorities. We work closely with Transport for London on a range of issues but the operation of private hire driver licensing is a matter solely for them.

The Department does not collect data on the processing times of licence applications but expects authorities to administer the system efficiently, including the processing of all applications when they have the necessary information.

The Department’s best practice guidance to licensing authorities in England makes clear that taxi and private hire vehicle licensing is a statutory function, and it is important for authorities to consider how best to deliver this service in a timely and efficient manner.

The only English county that does not have a direct train service from London is Shropshire.

The department requires its operators to plan services and rail timetables that are designed to meet expected passenger demand and provide value for money for the taxpayer.  Looking ahead to GBR, this offers us the opportunity to go further with optimising train services and driving up utilisation. Through GBR’s directing mind function, services and timetables will be developed in a coherent fashion that drives up network performance and improves the journey experience.

Data on journeys specific to commuting or strictly from Essex into London are not available. However, the Office of Rail and Road collects regional rail usage figures presented below in Table 1.

Table 1: Journeys between London (region) and Essex (million passenger journeys)

Source: Regional rail usage | ORR Data Portal

Ahead of the establishment of GBR, integrated leadership teams are being set up across publicly owned train operators and Network Rail routes to increase collaboration and accountability, in turn delivering improvements for passengers and freight users. Jamie Burles, Integrated Managing Director, will drive this change across the Anglia region.

Responsibility for decisions on most of the London road network rests with the London boroughs, while Transport for London (TfL) is responsible for the Red Routes. The introduction of 20mph speed limits on all these roads is a matter for local determination, either by Boroughs or TfL, and the Department does not intervene in those decisions.

The Department’s comprehensive three-year evaluation of the effect of 20mph signed-only limits was published on 22 November 2018. It substantially strengthened the evidence base on perceptions, speeds and early outcomes associated with 20mph speed limits. The evaluation can be viewed online.

A London study published on the TFL website shows 35% fewer collisions, 34% fewer fatal/serious injuries, and 46% fewer child casualties on 20‑mph roads.

The Department has not undertaken a specific assessment of the economic impact of reconnecting London to the Marches by rail. Any future proposals would be considered in accordance with established Department appraisal guidance, including analysis of effects on connectivity, regional development and the wider economy. The Department has also responded to the Office of Rail and Road (ORR) on current applications submitted by open access operators.

As transport in London is devolved to TfL, the Mayor of London is responsible for managing the impact of strike action on London’s transport network. Nevertheless, the Government continues to encourage all sides to work together to resolve this dispute as quickly as possible.

As part of the Road Safety Strategy, the Department for Transport has published a public consultation on proposed changes to penalties for motoring offences, including seat belt usage. The consultation seeks views on strengthening sanctions for non‑compliance with seat belt requirements, including the potential introduction of penalty points, and additional penalty points for drivers who do not ensure child passengers are appropriately restrained.

No decisions have been taken, including on the detailed scope of any changes or how they would apply in practice. The consultation closes on 11 May 2026. Policy decisions will be taken after the consultation has closed and stakeholders’ views have been considered.

The Department for Transport expects to save approximately £1.8m per year upon completion of the Whitehall Rationalisation programme, once relocation and dual running costs are considered and the Departments moving into Great Minster House start contributing to building lease costs.