Department for Transport

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

The 10‑year zero‑emission bus order pipeline published on 16 March 2026 does not provide a specific estimate for how many of the forecast UK‑wide zero‑emission bus purchases are expected to be for bus fleets in Scotland.

The Department’s dataset is based on voluntary returns from bus operators and local transport authorities across Great Britain. Data from bus operators was supplied at an aggregate level, not split by region.

The first national evaluation of the e-scooter rental trials was published on the Department’s website in 2022. The evaluation captured evidence on the impact of schemes, including on usage and safety.

A second national evaluation started in 2025 and is expected to report in 2027. This evaluation aims to gather updated evidence on usage, what journeys e-scooters are replacing, integration with public transport, and their safety both on the road and for other road users, compared to other modes.

In July 2025, the Government introduced the English Devolution and Community Empowerment Bill. The Bill includes measures empowering local leaders to license shared cycle schemes. This legislation may also extend to shared e-scooter and other shared micromobility schemes in future.

The Department continues to work closely with disabled people and representative organisations, like Transport for All, to ensure their voices are heard, that the challenges are understood and that we are actively working together to drive the change to make transport and travel increasingly accessible and barrier-free.

We recognise the challenges and issues identified in Transport for All’s report both in terms of transport-mode specific issues as well as the cross-cutting themes of financial burden, information provision and inability to take up green transport options due to accessibility barriers.

Collectively, the Department is committed to a transport network that puts disabled passengers at its heart, removing barriers and promoting opportunity. Recent measures to deliver this include improving accessibility and personal safety at bus stops and stations through the Bus Services Act, publishing the Aviation Accessibility Task and Finish Group’s recommendations, and launching the Rail Accessibility Roadmap.

To specifically drive strategic and legislative change, accessibility will be a core theme of the forthcoming Integrated National Transport Strategy. We will also shortly be publishing an Accessible Transport Vision to set out the key priorities for accessible travel for this Government. Later this year, we will publish an Accessible Travel Charter. The Charter will set clear expectations for transport providers to implement accessibility best practice - not as another layer of regulation, but as a clear articulation of the commitments for accessible transport that every operator should meet.

The department is also continuing its work to build accessibility into electric vehicle charging points and the future provision of connected and autonomous vehicles. We will also be publishing the third Cycling and Walking Investment Strategy and are consulting upon changes to mobility device legislation recognising the importance of personal mobility specifically and as part of the end-to end journeys that disabled people want and need to make.

As set out in the guidance for public authorities on the Public Sector Equality Duty, the general duty involves consciously thinking about the equality aims while making decisions. There is no prescribed process for doing or recording this.

Due regard for the Public Sector Equality Duty was exercised throughout the development of the guidance including during the policy design, consultation, and drafting stages. As I set out in my response to question no. 121404, ahead of publishing the guidance I had due regard to impacts on people with protected characteristics, particularly disabled people, in making decisions regarding the guidance. This was supported by engagement with organisations representing disabled people and input from the Disabled Persons Transport Advisory Committee, the statutory advisory body on disability transport issues, and a statutory consultee for this guidance under the Bus Services Act 2025. This shows a proportionate, evidence based consideration for the Duty.

Delivery of floating bus stops, and use of the guidance in doing so, is a local authority responsibility. The guidance clearly states that accessibility requirements and the Public Sector Equality Duty apply to all measures within the document. Local authorities are therefore best placed to carry out such an assessment on the provision and design of floating bus stops in their area. The guidance is statutory, and local authorities must have regard to it.

The Government has confirmed investment of over £3 billion from 2026/27 for the rest of the spending review period to support local leaders and bus operators across the country to improve bus services for millions of passengers. This funding includes a £3 million Bus Franchising Support Fund in 2026/27 for Mayoral Strategic Authorities in the process of developing and implementing bus franchising schemes, which is designed to aid transition. We have also allocated further funding of approximately £10 million per year until 2029 to a franchising support package for local authorities that are actively seeking to transition to a franchised network. MSAs can also use funding allocated to them under the Local Authority Bus Grant to support their transition to franchising where they choose to do so.

The Department for Transport does not have a planned timetable for the rollout of franchised bus services in MSA areas because decisions on whether and when to introduce franchised bus services are for local leaders to take.

Department for Transport Ministers regularly meet with Cabinet colleagues to discuss a range of issues, including British bus manufacturing. The Government is committed to supporting the long-term strength and competitiveness of our bus manufacturing sector. In March 2025, the Minister for Roads and Buses launched the UK Bus Manufacturing Expert Panel, bringing together industry experts and local leaders to ensure the UK remains a leader in bus manufacturing. A key objective of the panel is to develop a pipeline of future bus orders to give better planning certainty to the sector and UK-based manufacturers, which was published on 16 March 2026.

The total value of severance payments is set out in the department’s Annual Report and Accounts, which are available for the last three years.

Under the Highways Act 1980, responsibility for planning, prioritising and delivering maintenance on local roads sits with the relevant local authority, who are best placed to understand local network needs and manage works on their assets.

This is supported by the statutory Co-ordination Code of Practice and the national permit scheme, which sets clear requirements to plan works effectively, minimise disruption and avoid unnecessary occupation of the highway. These include controls on the timing and duration of works, strengthened permit validity windows, and the use of sanctions where closures overrun.

The Department does not currently plan to introduce new national standards for assessing the economic or community impacts of extended roadworks. However, we regularly review statutory guidance such as the Co-ordination Code of Practice to ensure that authorities continue to apply consistent, evidence‑based methods for minimising disruption and coordinating works effectively.

In January 2026, the Department also introduced a new rating system for local highway authorities, measuring how well they are maintaining their local roads and whether they do so using best practice. As part of this, the ratings consider what actions local highway authorities are taking to reduce disruption to road users from street and road works. The ratings will be updated annually, and the Department is providing dedicated support to red-rated local highway authorities to help them improve and adopt best practice.

The Government does not operate a mandated or voluntary lorry parking security accreditation system. Trucks stops and Motorway Service Areas set their own security standards unless they voluntarily join a private accreditation scheme. Therefore, the Department for Transport does not hold this information.

I refer the noble Lord to the answer I gave to question HL 14964 on 9 March, in which I outlined that, under the United Nations Convention on the Law of the Sea, any vessel with a valid flag status has the right to innocent passage through the UK’s territorial sea.

The Department cannot provide legal advice regarding domestic sanctions regulations in specific cases due to the Department’s role in administering and enforcing transport sanctions, such as through civil monetary penalties. It is the responsibility of the master and/or owner of the vessel to ensure that they comply with all UK maritime and sanctions law while under UK jurisdiction. Similarly, the decision whether to allow a vessel to dock is a matter for the respective port or harbour authority, who are also responsible for ensuring compliance with UK sanctions legislation. We encourage all entities to seek their own independent legal advice and to review the respective sanctions guidance provided via the government website.

My Department recognises the importance of social value in public procurement, and government procurement policy requires Central Government Departments to apply a minimum 10% weighting. Whilst this 10% minimum weighting is not mandatory for Local Authorities, many already apply this voluntarily.

The UK Bus Manufacturing Expert Panel, which ran from March 2025 to March 2026, concluded with a set of agreed mayoral commitments on zero emission buses including:

• To apply a minimum 10% social value weighting in all future bus procurement tenders, with yearly reviews on the weighting informed by data and lessons learned from bus fleet procurement exercises.
• To agree a consistent approach to social value, capturing and delivering UK wide benefits in addition to local benefits, where relevant and proportionate, in future bus fleet procurement tenders.
• To develop best practice social value questions, which could be used as a standardised base questionnaire in future tender documents, ensuring consistency and transparency, by September and in time to inform the next large bus fleet MCA procurement exercises.

The agreed commitments, can be found here: link.

The process of determining whether costs are disproportionate to benefits does itself amount to an economic test.

As of January 2026, 20.3% of rapid and ultra-rapid EV chargers were in rural areas, higher than the proportion of the population of England and Wales that live in rural areas (17.5%).

There are currently over 26,378 open-access 50kW+ chargers in the UK. This includes over 6,400 charge points within one mile of the Strategic Road Network (SRN, motorways and major A-roads in England), which have more than quadrupled in the last three years (July 2022 – October 2025, Zapmap).

The Government will continue to work closely with industry to target support where it is needed, including gaps in charging provision on the SRN. This includes support through a £10 million innovation fund, which is open to applications until later this month.

The Department for Transport (DfT) views the cyber security of its sector as a priority and works with partners across UK government and law enforcement to employ policy and legislative levers to drive cyber security resilience levels up.

DfT is responsible for regulating cyber security in the transport sector, working with partners such as the Civil Aviation Authority to introduce relevant standards, guidance, and policy to ensure the cyber resilience of our essential services. We are supporting the Cyber Security & Resilience (Network & Information Systems) Bill currently going through Parliament which will strengthen our defences and ensure that more essential digital services than ever before are protected.

The Rail North Partnership (which is a collaboration between Transport for the North and the Department for Transport to manage the Northern and TransPennine Express rail contracts) has regular discussions with Northern about the levels of service and passenger demand and its capacity to meet these across its network.

Every effort is taken to ensure the planned formation of trains is provided. However unfortunately there may be occasions when this is not possible due to more trains than usual requiring repair.

The Secretary of State established the Rail Engagement Group as a means of ensuring sustained dialogue with the trade unions about key matters facing the railway, as we work towards establishing Great British Railways (GBR). What collective bargaining arrangements might look like under GBR is one of the important matters that the Rail Engagement Group will be discussing as our plans for GBR develop.

In accordance with TUPE regulations, existing train operator staff transferring to the public-sector operator do so with their contractual terms and conditions protected. We are engaging with trade union leaders on all relevant matters in this area through the Rail Engagement Group. The trade unions will be consulted at the earliest opportunity, if any changes to their members’ terms and conditions are being proposed as part of the transition to Great British Railways (GBR). In the meantime, we are keeping trade union leaders informed on matters through the Rail Engagement Group.

Regarding pensions under GBR, I can confirm that we plan for the Railways Pension Scheme to continue to be the primary vehicle through which most rail employees build up their pension provision. The protections within the 1993 Railways Act remain unchanged by the Railways Bill currently going through parliament.

The independent safety and economic regulator, the Office of Rail and Road, holds Network Rail to account for its management of railway infrastructure, including the effectiveness of any performance and safety mitigations that are either planned via the Periodic Review process or which subsequently become necessary. The Department for Transport is clear that performance and safety are priorities for the Government.

Network Rail’s next Delivery Plan update will be published in due course.

Platform 4 is now the employer following a TUPE process. While trade union recognition agreements were not transferred from Network Rail to Platform 4 under TUPE, Platform 4 has held discussions with the trade unions about recognition, with further discussions intended shortly.

The expansion of the UK ETS to domestic maritime is designed to cut emissions and accelerate investment in cleaner vessels and technologies.

The Impact Assessment that accompanies the UK ETS Authority’s final response to the “UK Emissions Trading Scheme Scope Expansion: maritime sector” consultation, presents analysis on the overall cost of the UK ETS to shipping operators. The cost to each individual operator will depend on their level of emissions, whether they choose to invest in measures to reduce these emissions, and the carbon price trajectory over time. Costs for individual operators, including Isle of Wight services, will reflect their emissions profile, how quickly they adopt fuel saving or low carbon measures, and the trajectory of the carbon price over time.

The Department for Transport has commissioned an independent evaluation of the HGV Parking and Driver Welfare Matched Funding Scheme, to consider the application and delivery process, the role of the scheme in improving lorry driver facilities in England and the impact of the site improvements for drivers. The report is due to be published in Summer 2026.

Business case documents and the benefit-cost ratios (BCRs) for major schemes, including relevant schemes in the Rail Network Enhancement Pipeline, will be published on gov.uk when the full business case is approved. BCRs are not always published until the final approval.

It should be noted that BCRs are only one element of decision-making on proposed rail infrastructure projects and should be considered within the context of the five-case business model (Strategic, Economic, Financial, Commercial and Management) used in Government.

The Ely Area Capacity Enhancement (EACE) scheme’s Outline Business Case (OBC) had a BCR of 4.89 when the scheme was paused by the previous government in 2022.

The 2019 Outline Business Case for Haughley Junction upgrades indicated a BCR of 0.5.

No BCR assessment has been made of the dualling of single sections of the Clitheroe to Manchester Victoria line at this point.

A full explanation of how highways maintenance funding is allocated is available online at: https://www.gov.uk/government/publications/highways-maintenance-funding-allocations. Local highway authorities can choose to spend Highways Maintenance Block funding on all parts of their highway network. Funding is not specifically for potholes.

Rural-urban classification at the level of local highway authorities is published by the Office for National Statistics and can be found online at https://geoportal.statistics.gov.uk/datasets/ons::rural-urban-classification-2021-of-upper-tier-local-authorities-2023-in-ew/about. Local highway authorities are usually large geographies, most of which include a mix of both rural and urban areas, so the rural-urban classification at this level can only give a broad indication of the overall classification of an area.

A full explanation of how highways maintenance funding is allocated is available online at: https://www.gov.uk/government/publications/highways-maintenance-funding-allocations. Local highway authorities can choose to spend Highways Maintenance Block funding on all parts of their highway network. Funding is not specifically for potholes.

Rural-urban classification at the level of local highway authorities is published by the Office for National Statistics and can be found online at https://geoportal.statistics.gov.uk/datasets/ons::rural-urban-classification-2021-of-upper-tier-local-authorities-2023-in-ew/about. Local highway authorities are usually large geographies, most of which include a mix of both rural and urban areas, so the rural-urban classification at this level can only give a broad indication of the overall classification of an area.

The Public Service Vehicles Accessibility Regulations 2000 (PSVAR) set minimum accessibility requirements for buses and coaches and so support millions of disabled people, including young people and children, to make the journeys important in their lives.

In response to widespread non-compliance in the home-to-school and the rail replacement sector, the government issued exemptions to enable these essential services to continue operating whilst operators procured compliant coaches. The current Medium-Term Exemptions expire on 31st July.

In 2023 the Department undertook a Call for Evidence to understand the efficacy of PSVAR, and we continue to engage regularly with stakeholders, including local authorities, on the impact of the Regulations and how they can support accessible journeys sustainably.

National Highways follows the standards GG903 and GG907 outlined in the Design Manual for Roads and Bridges (DMRB) for diversion routes for unplanned events and planned works and activities.

These standards require NH to coordinate with customers and local traffic authorities and to conduct Customer Audits and annual engagements. National Highways monitor diversion routes for unplanned events through the National Highways operational reporting team.

The Department is aware of the challenges associated with maintaining peat soil affected roads. Under Section 41 of the Highways Act 1980, the statutory responsibility for maintaining the public highway rests with local highway authorities, who are best placed to make decisions based on their local knowledge and circumstances. As such the Department has not undertaken an assessment of the annual cost of maintaining soil affected roads.

To support local highway authorities in the maintenance of their highway networks, the Government has confirmed a record investment of £7.3 billion for local highways maintenance over the next four years. This record investment builds on the investment of £1.6 billion this financial year, a £500 million increase compared to the previous financial year.

Norwegian style drill and blast tunnelling is generally suited to continuous hardrock geology that is not characteristic of most interurban routes in the UK. Instead, the latter frequently involves tunnelling through highly variable ground conditions including clay, weak, weathered or fractured rock and sands and gravels submerged in high-pressure ground water. Modern tunnelboring machines (TBMs) are able to cope with such variable geology and prevent the excavation face of the tunnel catastrophically collapsing before the tunnel is lined with concrete.

That said, the choice of tunnelling method will depend very much on local ground conditions for each major road or rail project. TBMs are frequently tailor-made to suit those ground conditions. The department would always look to tunnelling experts to recommend the most cost-effective method for a particular tunnel and we would not rule out drill-and-blast if it was through suitable rock.

For most tunnelling projects existing statutory consenting routes remain available, and the use of a Private Bill would only be considered where there is a specific and compelling justification.

Network Rail is committed to delivering a safe, reliable railway while reducing costs for taxpayers. Accordingly, it needs to ensure it operates as efficiently as possible. To achieve this, Network Rail is reviewing how it operates across its business. In the review, safety remains the top priority and the efficiency proposals being made focus on management grades and contractors, not frontline operational roles.

Regulation 27 of the Road Vehicles (Registration and Licensing) Regulations 2002 permits the Driver and Vehicle Licensing Agency (DVLA) to release vehicle keeper details in certain limited circumstances, subject to appropriate safeguards.

Vehicle keeper data is only made available to private parking operators who are members of an appropriate Accredited Trade Association (ATA). The ATAs are responsible for setting and enforcing codes of practice for their members. The DVLA undertakes compliance checks and auditing to help ensure that requests for data are made for a proper purpose and that information released is used appropriately.

The safeguards in place to protect personal data are kept under review to ensure they continue to provide appropriate protection.

Local authorities are responsible for setting their own highways maintenance budgets, drawing on a combination of Department for Transport capital funding and their wider local resources.

To support greater transparency, the Department introduced a requirement last year for all local highway authorities to publish annual highways maintenance transparency reports. These set out how each authority plans to spend its Department for Transport highways maintenance allocation, alongside its total planned highways maintenance expenditure from all funding sources. This provides clearer visibility of the extent to which authorities invest above their DfT allocation.

In addition, the Department introduced a new traffic light rating system for all local highway authorities in England on 11 January. All authorities are assessed annually and receive a red, amber or green rating based on the condition of their roads, how much they spend to maintain their roads, and whether they do so using best practice.

As part of the spend scorecard within this rating system, authorities that reported plans to spend 100% of their Departmental allocation received an amber rating. The vast majority of authorities reported plans to invest at least 30% of additional capital from other funding sources to maintain their highway networks, and 113 authorities therefore received a green spend scorecard.

The Department has no current plans to undertake assessment of the effectiveness of the analysis conducted by Thatcham Research.

Where assessment and research are necessary to support policy development and decisions the Government draws on a broad range of evidence. This includes using existing independent evidence, where it is sourced from robust and reliable research, alongside commissioning specific Government-funded studies when necessary to fill evidence gaps or complement and corroborate existing findings.

Data on reported road collisions, including location and whether at a junction, is collected by police forces via the system known as STATS19 and is published annually on gov.uk, which would allow this analysis to be carried out, but it is not analysed at that level of detail centrally.

On 7 January 2026 we published our new Road Safety Strategy, setting out our vision for a safer future on our roads for all. The Strategy sets out the Department’s intention to establish a data-led road safety investigation branch to learn lessons from road incidents, by taking a strategic, thematic approach, focusing on patterns of collisions, injury trends, and systemic safety issues. It will adopt a test-and-learn approach, using real-world evidence to inform targeted safety interventions, data-driven policies, and proactive prevention and enforcement strategies.

The Department provides significant funding for road infrastructure in England, both to local authorities and to National Highways. Road Safety is a crucial consideration in how that money is spent. The government will provide £24 billion of capital funding between 2026-27 and 2029-30 to maintain and improve motorways and local roads across the country. This future funding builds upon the record investment of £1.6 billion in local road maintenance for 2025 to 2026, representing a £500 million increase compared to last year.

New funding arrangements for Mayors and Combined Authorities means less ring-fencing of funds by central Government. We know that many Mayors have ambitious road safety plans and strategies and we look forward to working in partnership with them. The traffic authority has the responsibility of making decisions about the roads under its care, based on its knowledge of the area and taking into account local needs and considerations.

On 9 August 2024, the Disabled Persons Transport Advisory Committee (DPTAC) issued an advice note on floating bus stops following the publication of research by Living Streets. Officials working on the floating bus stop guidance were aware of this advice.

DfT officials met with DPTAC before the guidance was drafted, and consulted them throughout the development of the guidance.

The procurement of buses is carried out by Local Transport Authorities or bus operators, not the Department for Transport.