Department for Transport

We published Mark Wild’s initial assessment as HS2 Ltd CEO of HS2’s current position regarding cost and schedule on 18 June 2025.

On 23 March 2026, we published this government’s latest report to Parliament on HS2. This outlined that Mark has been asked to assess how much money and time could be saved by adopting a specification for HS2 that is more in line with the high-speed railways successfully delivered by the rest of the world. The Secretary of State has asked Mark Wild to report back to her before the summer recess. The government will reflect on the early outcomes of this work, alongside progress on engagement with HS2 Ltd’s main suppliers, ahead of publishing the new cost and schedule estimates once they have been fully assured and approved.

Going back to March 2023, the previous Government asked HS2 Ltd to pause some of the works on the section north of Birmingham. In 2025, this Government agreed to pause the works on the section between Curdworth and Handsacre for a further four years until 2029/2030. The four-year deferral of works will allow construction resources to be focused on the cost‑efficient delivery of HS2’s opening stage between Old Oak Common and Birmingham Curzon Street. During this period, essential activity such as the realignment of the A38 and completion of the A5 overbridge will continue. I appreciate that this may be disappointing for local communities, and I want to reiterate my commitment to delivering HS2 to Handsacre.

The Government is committed to ensuring transparency and effective oversight of HS2. The latest update on the project is set out in the Interim Parliamentary Report published via Written Ministerial Statement on 23 March, with a further report due shortly. The Government also maintains regular engagement on the programme through Select Committees.

The Government supports airport expansion where it is in line with the UK’s legal, climate and environmental obligations.

The Government has requested proposals for expansion at Heathrow to provide the capacity boost needed to support connectivity and growth. As part of this we are undertaking a review of the Airports National Policy Statement (ANPS), the modelling for which will consider the impacts of expansion at Heathrow, including on other UK airports. Any updates to the ANPS will be consulted on in the summer.

The Department recognises the importance of safety for children near schools and the Road Safety Strategy (published January 2026) sets a goal of reducing the number of children under 16 killed or seriously injured on roads by 70% by 2035 in Great Britain.

Active travel is a devolved matter for national governments. In England, the Department for Transport uses Active Travel England (ATE) to support authorities to develop a wide range walking and cycling schemes. ATE have developed and published specific guidance on how to improve safety around schools through implementation of School Streets.

The Government is providing £626 million to local authorities in England for walking and cycling schemes for 2026/27 onwards across the spending review period, which may also be used for safety measures around schools amongst a range of other measures.

More information on School Streets, the road safety strategy, and available funding can be found at the following links:

• Consolidated Active Travel Fund: final allocations - GOV.UK
• School Streets: how to set up and manage a scheme - GOV.UK
• Road safety strategy - GOV.UK

The Road Safety Strategy, published earlier this year, has also committed to publishing a new edition of the best practice guidance Setting local speed limits - GOV.UK which gives local authorities clearer, more up‑to‑date best‑practice standards.

The decision not to proceed with the Public Service Obligation (PSO) was a matter for Cornwall Council. The Department continues to work with Cornwall Council to explore commercial options for the route. It is important to note that connectivity continues to be preserved with flights operating between Newquay to London Stansted with additional services to London Gatwick being introduced in June.

As driving tests taking place in March contribute to the total tests provided in the 2025 to 2026 financial year, the Driver and Vehicle Standards Agency (DVSA) will not be able to provide a final overall figure until April at the earliest.

The average waiting time in weeks, as of February 2026, was 21.6 weeks.

DVSA is continuing with recruitment campaigns across the country to provide as many tests as possible. A full-time driving examiner (DE) can be expected to add approximately 1,200 tests per year to the booking system.

Examiner capacity is rising, with 1,556 full-time equivalent (FTE) examiners now in post supported by ongoing recruitment and training changes. The 1,556 FTE DEs in February 2026 is an increase of 108 when compared to the number of DEs in February 2025 (1,448 FTEs).

As driving tests taking place in March contribute to the total tests provided in the 2025 to 2026 financial year, the Driver and Vehicle Standards Agency (DVSA) will not be able to provide a final overall figure until April at the earliest.

The average waiting time in weeks, as of February 2026, was 21.6 weeks.

DVSA is continuing with recruitment campaigns across the country to provide as many tests as possible. A full-time driving examiner (DE) can be expected to add approximately 1,200 tests per year to the booking system.

Examiner capacity is rising, with 1,556 full-time equivalent (FTE) examiners now in post supported by ongoing recruitment and training changes. The 1,556 FTE DEs in February 2026 is an increase of 108 when compared to the number of DEs in February 2025 (1,448 FTEs).

There are no plans for either sort of enquiry, as Network Rail has apologised (as I have, as the former chair) for the prolonged time the works have taken, and the inconvenience it has caused to residents and businesses. It has also, through the former Chief Executive, Sir Andrew Haines, made sure that lessons have been learned about the false optimism which accompanied the original plan and timescale for the works, and those learnings have been applied to other projects and schemes.

I agreed with Network Rail that they would focus on getting Botley Road reopened by August, and progress is continuing on developing Network Rail’s plans to deliver the new platform and western entrance. Network Rail will present credible plans to the department to deliver this work over the coming months.

I am very sorry that these delays have impacted the local community and businesses in the area, which is why I agreed that Network Rail should make goodwill payments totalling £850,000 to businesses most impacted by the works. Network Rail, working with the Valuation Office and Oxford City Council, also agreed a reduction of up to 15% in business rates, backdated to 2023. Finally, a range of mitigation measures, including reimbursement of residents parking, provision of dedicated buses for those with mobility impairments and improvements to local roads have been put in place to reduce the impacts on residents.

The British Transport Police’s (BTP) budget is set annually by the British Transport Police Authority (BTPA), following proposals from the Force and views from industry. BTP's costs are passed on to individual Train Operating Companies, Network Rail, and all other bodies who provide railway services. This is set out in the Railways and Transport Safety Act 2003.

We are not planning any changes to this primary legislation and so the cost of BTP will continue to be passed on to the rail industry.

Active Travel England published research on the benefits of active travel investment in February this year. This research can be viewed at: www.gov.uk/government/publications/evaluating-the-impact-of-active-travel-investment.

No. The Spending Review settlement for the current period is not dependent on the consideration of the top speed of HS2.

The minimum legal age at which an individual can take a driving test is 17 (or 16 in specific circumstances where an exemption applies). The same minimum legal age applies for individuals starting to learn to drive on public roads with an approved driving instructor or an eligible supervising driver.

The time it takes to progress through learning, testing and licensing depends on the individual and how long it takes them to develop the necessary skills and competences. To improve safety, we are consulting on introducing a minimum learning period in Great Britain (GB), to make sure learner drivers get the necessary time and training to prepare themselves for a lifetime of driving. This would allow learners more time to gain essential experience, for example in different weather conditions, before driving independently and reduce the risk to themselves and other drivers.

Should we introduce a mandatory minimum learning period for learner drivers following the consultation, the current minimum legal age requirements for driving would not change.

Northern Ireland requires that Restricted ‘R’ plates are displayed for 12 months from the date of passing a driving test, but Restricted ‘R’ plates are not required in GB. Optional Probationary ‘P’ plates may be displayed in GB to signal to other drivers that the driver is a new driver, but they are not mandatory.

The Department for Transport has not issued guidance regarding the provision of official cars to Ministers outside the Government Car Service.

The Public Accounts Committee recommendation referred to the draft legislation of the previous Government. This Government has been clear it is committed to a relentless focus on passengers, as set out for example in the response to the consultation on the Railways Bill in November 2025. Through this Bill we are putting in place a clear passenger-focused framework for the reformed railway, including new duties on the Great British Railways (GBR) to promote the interests of users and potential users of railway passenger services. The Bill also provides for the Secretary of State to issue a Long-Term Rail Strategy, that will set out the overarching vision for the railway, and GBR will then reflect this in its business plan that will cover both track and train. The combined effect of the Long-Term Rail Strategy, the integrated business plan, statutory passenger duties - plus the creation of a new Passenger Watchdog - together provide a comprehensive and coherent passenger-focused framework.

While employment policy sits primarily with the Department for Work and Pensions, the Department for Transport considers the impacts of transport affordability and accessibility through its policy development and funding decisions. This includes supporting lower fares, service provision and improvements to the accessibility of the transport network.

The Government is supporting affordability by extending the £3 bus fare cap in England to March 2027, freezing regulated rail fares until March 2027, and providing over £700 million to local authorities in 2025/26 through the Local Authority Bus Grant to help maintain and improve bus services.

Alongside this, the Department is investing in accessibility through programmes such as Access for All and is developing an Accessible Travel Charter to help improve the end‑to‑end journey experience. These measures support older people and others with accessibility needs to travel with greater confidence, helping them to access and sustain employment where they choose to do so.

The Driver and Vehicle Licensing Agency (DVLA) is part of the British Standards Institution (BSI) committee that has recently reviewed the current standard for number plates, BS AU 145e. The proposed amendments to the British Standard include measures intended to prevent raised or ‘ghost’ characteristics, requiring finished plates to be flat.

The BSI’s consultation closed on 13 December 2025 and responses are being considered. Any updates will be communicated by the BSI.

The Government published its Road Safety Strategy on 7 January, setting out its vision for a safer future on our roads for all. As part of this, the Department for Transport has published a consultation which seeks views on the introduction of penalty points and vehicle seizure for the offence of being in charge of a motor vehicle with an incorrect/altered/false number plate. The consultation can be found online at https://www.gov.uk/government/consultations/proposed-changes-to-penalties-for-motoring-offences and is open until 11 May 2026.

There are no current plans to publish a national strategy on HGV parking and welfare facilities.

Work is underway in the Department to improve understanding of lorry parking capacity and demand and driver welfare needs, including a national survey of lorry parking. The survey will provide a fresh baseline on the availability of secure lorry parking and HGV driver welfare provision and is scheduled to be published in the autumn.

The survey was last conducted in 2022 and provided the evidence base for the design of the HGV Parking Matched Funding Grant Scheme. Working with industry, this scheme is delivering up to £35.7 million in joint investment to enhance truck stops across England. The scheme is helping to improve driver welfare facilities, lorry parking provision, site security and decarbonisation.

This investment is on top of up to £30 million in investment by National Highways and industry at truck stops and motorway service areas along the strategic road network.

The government is also prioritising improvements to the planning system. Strengthened policy on freight and logistics has been proposed in the recent consultation on the National Planning Policy Framework (NPPF) to improve the consideration of freight, including lorry parking, in the planning system.

The objectives and funding for GBR in the next funding period (running from April 2029 to March 2034) will be determined via the coming funding and objective-setting process.

Services in North Shropshire are provided by Transport for Wales (TfW) in accordance with its Train Service Requirement which is agreed with the Department with respect to services at stations in England. The Department keeps the performance and connectivity of the rail network under continual review including through regular engagement with TfW. There are no active proposals to increase services on this route.

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.

The findings of Thatcham Research’s analysis align with the Department's wider understanding of the issues considered. The Department will continue to consider this analysis, and wider evidence sources, in its ongoing work to develop future policy and uphold the highest vehicle safety standards.

The research indicates that the risk of fire is comparatively the lowest in battery electric vehicles - 1 per 100,000 per year.

The taskforce secretariat met regularly with interested parties, including consumer groups and industry representatives. However, the taskforce did not meet with motorcyclist stakeholders specifically.

The Department has not undertaken a specific impact assessment of the safety implications of the Passenger Railway Services (Public Ownership) Bill following Royal Assent, as the safety regime is not changing. However, the Government continues to monitor safety across the rail network, tracks emerging issues, and conducts five-yearly post-implementation reviews of rail safety regulations to ensure these remain fit for purpose. As we establish Great British Railways, arrangements are in place to ensure that this transition is managed and implemented safely. These include rigorous validation processes overseen by the Office of Rail and Road, supported by expert advice from across the industry, to ensure that any changes are introduced safely and effectively.

The Government has confirmed a record £7.3 billion investment into local highways maintenance over the next four years. This multi-year settlement gives authorities – including authorities across Sussex such as East Sussex and West Sussex – the certainty they need to plan ahead and shift away from short-term fixes to proactive, preventative maintenance. As part of this investment, combined, East Sussex and West Sussex are eligible to receive a total of £243,263,000 over the next four years - East Sussex is eligible to receive a total of £105,736,000 for the next four years and West Sussex is eligible to receive £137,527,000 for the next four years.

A portion of this funding is designated as incentive funding and is contingent on local highway authorities demonstrating that they have effective plans to fix and prevent potholes in their area.

To support further improvement in the condition of local roads, the Department introduced a new traffic-light rating system for all local highway authorities in England. 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 road, and whether they do so using best practice. East Sussex received an amber rating, with individual scorecards showing amber for condition, spend and best practice. West Sussex received an amber rating, with individual scorecards showing amber for condition, green for spend and amber for best practice.

Local authorities can improve their ratings by adopting more best practice in highways maintenance, such as a greater focus on preventative maintenance to avoid potholes from forming in the first place, and by adopting innovative approaches such as those trialled through the Government's £30 million Live Labs 2 programme. The programme has been extended by a year to help councils access and adopt more innovative approaches to maintenance, including uptake of longer-lasting, low-carbon materials that reduce costs, emissions and disruption while keeping roads in better condition for longer.

Officials meet regularly with local authorities and their representative bodies to discuss a wide range of local transport issues. The Department also supports councils through its update to the Code of Practice for Well Managed Highway Infrastructure, which will provide guidance to help authorities further strengthen their highways management practices.

The Government has confirmed a record £7.3 billion investment into local highways maintenance over the next four years. This multi-year settlement gives authorities – including authorities across Sussex such as East Sussex and West Sussex – the certainty they need to plan ahead and shift away from short-term fixes to proactive, preventative maintenance. As part of this investment, combined, East Sussex and West Sussex are eligible to receive a total of £243,263,000 over the next four years - East Sussex is eligible to receive a total of £105,736,000 for the next four years and West Sussex is eligible to receive £137,527,000 for the next four years.

A portion of this funding is designated as incentive funding and is contingent on local highway authorities demonstrating that they have effective plans to fix and prevent potholes in their area.

To support further improvement in the condition of local roads, the Department introduced a new traffic-light rating system for all local highway authorities in England. 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 road, and whether they do so using best practice. East Sussex received an amber rating, with individual scorecards showing amber for condition, spend and best practice. West Sussex received an amber rating, with individual scorecards showing amber for condition, green for spend and amber for best practice.

Local authorities can improve their ratings by adopting more best practice in highways maintenance, such as a greater focus on preventative maintenance to avoid potholes from forming in the first place, and by adopting innovative approaches such as those trialled through the Government's £30 million Live Labs 2 programme. The programme has been extended by a year to help councils access and adopt more innovative approaches to maintenance, including uptake of longer-lasting, low-carbon materials that reduce costs, emissions and disruption while keeping roads in better condition for longer.

Officials meet regularly with local authorities and their representative bodies to discuss a wide range of local transport issues. The Department also supports councils through its update to the Code of Practice for Well Managed Highway Infrastructure, which will provide guidance to help authorities further strengthen their highways management practices.

The Government has confirmed a record £7.3 billion investment into local highways maintenance over the next four years. This multi-year settlement gives authorities – including authorities across Sussex such as East Sussex and West Sussex – the certainty they need to plan ahead and shift away from short-term fixes to proactive, preventative maintenance. As part of this investment, combined, East Sussex and West Sussex are eligible to receive a total of £243,263,000 over the next four years - East Sussex is eligible to receive a total of £105,736,000 for the next four years and West Sussex is eligible to receive £137,527,000 for the next four years.

A portion of this funding is designated as incentive funding and is contingent on local highway authorities demonstrating that they have effective plans to fix and prevent potholes in their area.

To support further improvement in the condition of local roads, the Department introduced a new traffic-light rating system for all local highway authorities in England. 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 road, and whether they do so using best practice. East Sussex received an amber rating, with individual scorecards showing amber for condition, spend and best practice. West Sussex received an amber rating, with individual scorecards showing amber for condition, green for spend and amber for best practice.

Local authorities can improve their ratings by adopting more best practice in highways maintenance, such as a greater focus on preventative maintenance to avoid potholes from forming in the first place, and by adopting innovative approaches such as those trialled through the Government's £30 million Live Labs 2 programme. The programme has been extended by a year to help councils access and adopt more innovative approaches to maintenance, including uptake of longer-lasting, low-carbon materials that reduce costs, emissions and disruption while keeping roads in better condition for longer.

Officials meet regularly with local authorities and their representative bodies to discuss a wide range of local transport issues. The Department also supports councils through its update to the Code of Practice for Well Managed Highway Infrastructure, which will provide guidance to help authorities further strengthen their highways management practices.

The Government has confirmed a record £7.3 billion investment into local highways maintenance over the next four years. This multi-year settlement gives authorities – including authorities across Sussex such as East Sussex and West Sussex – the certainty they need to plan ahead and shift away from short-term fixes to proactive, preventative maintenance. As part of this investment, combined, East Sussex and West Sussex are eligible to receive a total of £243,263,000 over the next four years - East Sussex is eligible to receive a total of £105,736,000 for the next four years and West Sussex is eligible to receive £137,527,000 for the next four years.

A portion of this funding is designated as incentive funding and is contingent on local highway authorities demonstrating that they have effective plans to fix and prevent potholes in their area.

To support further improvement in the condition of local roads, the Department introduced a new traffic-light rating system for all local highway authorities in England. 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 road, and whether they do so using best practice. East Sussex received an amber rating, with individual scorecards showing amber for condition, spend and best practice. West Sussex received an amber rating, with individual scorecards showing amber for condition, green for spend and amber for best practice.

Local authorities can improve their ratings by adopting more best practice in highways maintenance, such as a greater focus on preventative maintenance to avoid potholes from forming in the first place, and by adopting innovative approaches such as those trialled through the Government's £30 million Live Labs 2 programme. The programme has been extended by a year to help councils access and adopt more innovative approaches to maintenance, including uptake of longer-lasting, low-carbon materials that reduce costs, emissions and disruption while keeping roads in better condition for longer.

Officials meet regularly with local authorities and their representative bodies to discuss a wide range of local transport issues. The Department also supports councils through its update to the Code of Practice for Well Managed Highway Infrastructure, which will provide guidance to help authorities further strengthen their highways management practices.

The Government has confirmed a record £7.3 billion investment into local highways maintenance over the next four years. This multi-year settlement gives authorities – including authorities across Sussex such as East Sussex and West Sussex – the certainty they need to plan ahead and shift away from short-term fixes to proactive, preventative maintenance. As part of this investment, combined, East Sussex and West Sussex are eligible to receive a total of £243,263,000 over the next four years - East Sussex is eligible to receive a total of £105,736,000 for the next four years and West Sussex is eligible to receive £137,527,000 for the next four years.

A portion of this funding is designated as incentive funding and is contingent on local highway authorities demonstrating that they have effective plans to fix and prevent potholes in their area.

To support further improvement in the condition of local roads, the Department introduced a new traffic-light rating system for all local highway authorities in England. 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 road, and whether they do so using best practice. East Sussex received an amber rating, with individual scorecards showing amber for condition, spend and best practice. West Sussex received an amber rating, with individual scorecards showing amber for condition, green for spend and amber for best practice.

Local authorities can improve their ratings by adopting more best practice in highways maintenance, such as a greater focus on preventative maintenance to avoid potholes from forming in the first place, and by adopting innovative approaches such as those trialled through the Government's £30 million Live Labs 2 programme. The programme has been extended by a year to help councils access and adopt more innovative approaches to maintenance, including uptake of longer-lasting, low-carbon materials that reduce costs, emissions and disruption while keeping roads in better condition for longer.

Officials meet regularly with local authorities and their representative bodies to discuss a wide range of local transport issues. The Department also supports councils through its update to the Code of Practice for Well Managed Highway Infrastructure, which will provide guidance to help authorities further strengthen their highways management practices.

The Government has confirmed a record £7.3 billion investment into local highways maintenance over the next four years. This multi-year settlement gives authorities – including authorities across Sussex such as East Sussex and West Sussex – the certainty they need to plan ahead and shift away from short-term fixes to proactive, preventative maintenance. As part of this investment, combined, East Sussex and West Sussex are eligible to receive a total of £243,263,000 over the next four years - East Sussex is eligible to receive a total of £105,736,000 for the next four years and West Sussex is eligible to receive £137,527,000 for the next four years.

A portion of this funding is designated as incentive funding and is contingent on local highway authorities demonstrating that they have effective plans to fix and prevent potholes in their area.

To support further improvement in the condition of local roads, the Department introduced a new traffic-light rating system for all local highway authorities in England. 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 road, and whether they do so using best practice. East Sussex received an amber rating, with individual scorecards showing amber for condition, spend and best practice. West Sussex received an amber rating, with individual scorecards showing amber for condition, green for spend and amber for best practice.

Local authorities can improve their ratings by adopting more best practice in highways maintenance, such as a greater focus on preventative maintenance to avoid potholes from forming in the first place, and by adopting innovative approaches such as those trialled through the Government's £30 million Live Labs 2 programme. The programme has been extended by a year to help councils access and adopt more innovative approaches to maintenance, including uptake of longer-lasting, low-carbon materials that reduce costs, emissions and disruption while keeping roads in better condition for longer.

Officials meet regularly with local authorities and their representative bodies to discuss a wide range of local transport issues. The Department also supports councils through its update to the Code of Practice for Well Managed Highway Infrastructure, which will provide guidance to help authorities further strengthen their highways management practices.

As part of the Northern Growth Strategy, the government set out its intention to ultimately deliver a North-South new line between Birmingham and Manchester. This is not a reinstatement of HS2 and the government is yet to determine exactly what will be delivered and to what specification. Significant further work is required to develop plans before such decisions are made. We will engage with stakeholders, including Local Authorities, as this work takes place.

Local authorities are responsible for managing the roads under their jurisdiction, drawing on their knowledge of local conditions and the needs of their communities. This includes the power to set local speed limits. Authorities may introduce 20mph limits in areas where people and traffic mix, such as outside schools, and they may also apply enforceable part‑time 20mph limits during specific periods, including school drop‑off and pick‑up times.

Authorities will have our full backing when implementing measures that respond to the concerns of local people.

As set out in the Road Safety Strategy the Government will be reviewing and updating its guidance, including ‘Setting Local Speed Limits’ and the ‘guidance on the use of speed and red‑light cameras’, to further support local authorities in making well‑informed decisions about managing speed on their networks.

The Department for Transport (central), excluding its executive agencies, recruited the following number of external apprentices:

• 2025: 3
• 2024: 8
• 2023: Data cannot be provided. Our recruitment system (Oleeo VX) retains only two years of data in line with our recruitment retention policy; therefore, we cannot supply accurate figures for 2023.
• 2022: Data cannot be provided for the same reason.

The figures reflect candidates at the ‘ready to hire’ stage, having completed pre‑employment checks and accepted formal offers via the Civil Service recruitment portal.

Source of data: These figures are sourced directly from the Department for Transport’s recruitment platform, Oleeo VX, which feeds applicant information into the Civil Service Jobs system.

The answers to Questions 6462 on 9 October 2024, and 89574 on 11 November 2025, provide data covering April 2015 to October 2025 respectively. The attached spreadsheet shows the monthly average waiting time for a car practical driving test at each driving test centre, and zone, for each month between November 2025, and February 2026.

Please note, some driving test centres no longer conduct car tests or have closed. There are also some driving test centres that did not conduct car tests in some individual months.

Network Rail have already undertaken significant adaptation planning and action. They have produced Weather and Resilience Climate Change Adaptation (WRCCA) plans for each of the five regions for CP7 (2024-29); they have reported on their activity under the Adaptation Reporting Powers, with the most recent response submitted in late 2024; and in 2025, they published their Greener Railway Strategy which included adaptation objectives.

Network Rail (NR) is planning to publish its long-term climate change adaptation pathways strategy in March / April 2029. This will take strategy commitments a step further and provide a route-by-route plan of how to respond to current and projected risks.

The Government Recruitment Service does not hold information on whether an applicant was successful as a result of a referral, as such the Driver and Vehicle Standards Agency (DVSA) has had no discussions regarding this.

The table below shows the number of applicants who successfully passed training, to become a driving examiner conducting tests, in each of the last three years:

The above is the total number for the calendar year, and does not necessarily represent when applicants entered the recruitment process. For example, an applicant might have been recruited onto a training course in 2022 but did not pass the training course until 2023.

The Government Recruitment Service does not hold information on whether an applicant was successful as a result of a referral, as such the Driver and Vehicle Standards Agency (DVSA) has had no discussions regarding this.

The table below shows the number of applicants who successfully passed training, to become a driving examiner conducting tests, in each of the last three years:

The above is the total number for the calendar year, and does not necessarily represent when applicants entered the recruitment process. For example, an applicant might have been recruited onto a training course in 2022 but did not pass the training course until 2023.

On 12 March it was announced that South Yorkshire Mayoral Combined Authority (SYMCA) will receive a grant of £33.4m to help improve air quality in Sheffield by replacing diesel buses with new zero-emission buses. It is for SYMCA to procure these buses.

The Driver and Vehicle Standards Agency (DVSA) uses the Government Recruitment Service's applicant tracking system, but this does not provide information on how applicants learned about vacancies.

DVSA advertises all driving examiner vacancies on Civil Service Jobs(opens in a new tab) on GOV.UK. DVSA also uses posters in driving test centres and external online job sites to reach a wider pool of applicants.

For campaigns up to November 2025, DVSA used the data available from the Civil Service recruitment standard applicants survey. This shows which advertising routes generate candidates, however the information is limited and does not give 100% coverage.

In December 2025, DVSA introduced a DVSA specific survey. This is sent to everyone who is offered an interview. This is then followed by another survey sent to anyone who successfully moves onto training. The data will be crossed referenced, however DVSA currently only has data for one complete and one ongoing campaign.

For DVSA social media advertising, the current click through rate as of February 2026 was 1.4%. For DVSA direct communications that have been sent to subscribers of jobs at DVSA over the last 12 months, the average click through rate was 4%. It is not possible to say what number of these click throughs resulted in completed applications.

The Driver and Vehicle Standards Agency (DVSA) uses the Government Recruitment Service's applicant tracking system, but this does not provide information on how applicants learned about vacancies.

DVSA advertises all driving examiner vacancies on Civil Service Jobs(opens in a new tab) on GOV.UK. DVSA also uses posters in driving test centres and external online job sites to reach a wider pool of applicants.

For campaigns up to November 2025, DVSA used the data available from the Civil Service recruitment standard applicants survey. This shows which advertising routes generate candidates, however the information is limited and does not give 100% coverage.

In December 2025, DVSA introduced a DVSA specific survey. This is sent to everyone who is offered an interview. This is then followed by another survey sent to anyone who successfully moves onto training. The data will be crossed referenced, however DVSA currently only has data for one complete and one ongoing campaign.

For DVSA social media advertising, the current click through rate as of February 2026 was 1.4%. For DVSA direct communications that have been sent to subscribers of jobs at DVSA over the last 12 months, the average click through rate was 4%. It is not possible to say what number of these click throughs resulted in completed applications.

The Government is committed to improving passenger transport services, so they are more inclusive and enable disabled people to travel safely, confidently and with dignity. As part of our broader mission to break down barriers to opportunity, we recognise that more needs to be done to ensure transport is accessible to all.

Our Bus Services Act 2025 includes a comprehensive package of measures to improve the accessibility and inclusivity of local transport. This includes requiring local authorities to regularly review the accessibility of their bus networks through the development and publishing of a Bus Network Accessibility Plan. We are also providing nearly £700 million a year to local transport authorities through the Local Authority Bus Grant over the next three years to maintain and improve local bus services. These allocations include capital funding for most areas, which can be used to improve the accessibility of transport infrastructure.

The Public Service Vehicles Accessibility Regulations 2000 (PSVAR) set accessibility minimum standards for physical features on board buses and coaches designed to carry over twenty-two passengers and used on local or scheduled services. These include requirements for the size and location of the wheelchair space. 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. We will announce any next steps on PSVAR in the coming weeks.

In March 2025, we launched the UK Bus Manufacturing Expert Panel. Over 12 months, this panel brought together industry experts and local leaders to support UK bus manufacturing, develop a pipeline of future bus orders to give better planning certainty to the sector, and to prioritise passenger-centric bus design. The last meeting of the Panel took place on 18 March, during which we secured agreement from Mayors on a set of commitments, including on adopting standards and driving continuous improvement on accessible and inclusive zero emission bus design.

The Government is committed to improving passenger transport services, so they are more inclusive and enable disabled people to travel safely, confidently and with dignity. As part of our broader mission to break down barriers to opportunity, we recognise that more needs to be done to ensure transport is accessible to all.

Our Bus Services Act 2025 includes a comprehensive package of measures to improve the accessibility and inclusivity of local transport. This includes requiring local authorities to regularly review the accessibility of their bus networks through the development and publishing of a Bus Network Accessibility Plan. We are also providing nearly £700 million a year to local transport authorities through the Local Authority Bus Grant over the next three years to maintain and improve local bus services. These allocations include capital funding for most areas, which can be used to improve the accessibility of transport infrastructure.

The Public Service Vehicles Accessibility Regulations 2000 (PSVAR) set accessibility minimum standards for physical features on board buses and coaches designed to carry over twenty-two passengers and used on local or scheduled services. These include requirements for the size and location of the wheelchair space. 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. We will announce any next steps on PSVAR in the coming weeks.

In March 2025, we launched the UK Bus Manufacturing Expert Panel. Over 12 months, this panel brought together industry experts and local leaders to support UK bus manufacturing, develop a pipeline of future bus orders to give better planning certainty to the sector, and to prioritise passenger-centric bus design. The last meeting of the Panel took place on 18 March, during which we secured agreement from Mayors on a set of commitments, including on adopting standards and driving continuous improvement on accessible and inclusive zero emission bus design.

The Government is committed to improving passenger transport services, so they are more inclusive and enable disabled people to travel safely, confidently and with dignity. As part of our broader mission to break down barriers to opportunity, we recognise that more needs to be done to ensure transport is accessible to all.

Our Bus Services Act 2025 includes a comprehensive package of measures to improve the accessibility and inclusivity of local transport. This includes requiring local authorities to regularly review the accessibility of their bus networks through the development and publishing of a Bus Network Accessibility Plan. We are also providing nearly £700 million a year to local transport authorities through the Local Authority Bus Grant over the next three years to maintain and improve local bus services. These allocations include capital funding for most areas, which can be used to improve the accessibility of transport infrastructure.

The Public Service Vehicles Accessibility Regulations 2000 (PSVAR) set accessibility minimum standards for physical features on board buses and coaches designed to carry over twenty-two passengers and used on local or scheduled services. These include requirements for the size and location of the wheelchair space. 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. We will announce any next steps on PSVAR in the coming weeks.

In March 2025, we launched the UK Bus Manufacturing Expert Panel. Over 12 months, this panel brought together industry experts and local leaders to support UK bus manufacturing, develop a pipeline of future bus orders to give better planning certainty to the sector, and to prioritise passenger-centric bus design. The last meeting of the Panel took place on 18 March, during which we secured agreement from Mayors on a set of commitments, including on adopting standards and driving continuous improvement on accessible and inclusive zero emission bus design.

The Government is committed to improving passenger transport services, so they are more inclusive and enable disabled people to travel safely, confidently and with dignity. As part of our broader mission to break down barriers to opportunity, we recognise that more needs to be done to ensure transport is accessible to all.

Our Bus Services Act 2025 includes a comprehensive package of measures to improve the accessibility and inclusivity of local transport. This includes requiring local authorities to regularly review the accessibility of their bus networks through the development and publishing of a Bus Network Accessibility Plan. We are also providing nearly £700 million a year to local transport authorities through the Local Authority Bus Grant over the next three years to maintain and improve local bus services. These allocations include capital funding for most areas, which can be used to improve the accessibility of transport infrastructure.

The Public Service Vehicles Accessibility Regulations 2000 (PSVAR) set accessibility minimum standards for physical features on board buses and coaches designed to carry over twenty-two passengers and used on local or scheduled services. These include requirements for the size and location of the wheelchair space. 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. We will announce any next steps on PSVAR in the coming weeks.

In March 2025, we launched the UK Bus Manufacturing Expert Panel. Over 12 months, this panel brought together industry experts and local leaders to support UK bus manufacturing, develop a pipeline of future bus orders to give better planning certainty to the sector, and to prioritise passenger-centric bus design. The last meeting of the Panel took place on 18 March, during which we secured agreement from Mayors on a set of commitments, including on adopting standards and driving continuous improvement on accessible and inclusive zero emission bus design.