Department for Transport

We intend to launch the CMDC7 and ZEVI2 competitions in Spring 2026. The budgets will be announced when the competitions launch and will be funded from the recently announced UK SHORE £448m budget for the 2026 – 2030 financial period.

Departmental officials have discussed the case for promoting greater use of coastal and other domestic short-sea shipping routes with the British Ports Association and with the UK Major Ports Group on several recent occasions. The Government remains committed to incentivising modal shift.

Domestic shipping routes are an important part of the UK maritime sector and wider economy. Such routes accounted for 71.2 million tonnes of freight moved in 2024. Moving freight in this way can be environmentally beneficial and improve inland transport efficiency. We support the shift towards greater use of waterborne freight, and Government intends to undertake a comprehensive review of the potential for waterborne freight and the barriers that currently constrain its growth.

Shipping is a commercial market, and demand for shipping goods stems from wider economic demand, but it is important the sector can respond to those opportunities. Government continually considers the UK offer to attract shipping businesses to base themselves, and operate in, the UK market. Recent improvements to Tonnage Tax for shipping operators have proved successful.

The Department also remains committed to increasing the number of seafaring jobs in the UK. The apprenticeship levy is available for use in the maritime industry, including for ratings apprenticeships, and the Department and MCA continues to fund 50% of a cadetship through the £18m Support for Maritime Training (SMarT) fund.

The taskforce was given a strategic remit to set the direction for government policy, in order to identify short- and long-term actions that may stabilise or reduce motor insurance premiums, but not the cost of motorcycle insurance specifically. The scope of the taskforce was agreed by ministers at the Department for Transport and HM Treasury, as the co-chairing departments.

Addressing international emissions from shipping is critical and it is important action is taken globally through the International Maritime Organization (IMO). The Government firmly supported adoption of a global market-based measure, the IMO Net-Zero Framework, last autumn and is disappointed the decision has been postponed. We continue to work with other IMO Member States to secure adoption.

The Government also wants to ensure decarbonisation continues here in the UK and has proposed to expand the UK Emissions Trading Scheme (ETS) to emissions from international voyages from 2028. If the IMO Net-Zero Framework is adopted, the Government will review the scope of the UK ETS to assess the effectiveness and fairness of the system for operators as set out in the consultation on the proposed expansion of UK ETS to emissions from international voyages from 2028 published in November 2025.

We are currently considering the views received from consultation on, and Parliamentary scrutiny of, the draft revised National Policy Statement for Ports, and will lay a final text in Parliament in due course.

In line with the recommendation of the Transport Select Committee, we are considering further guidance on how developers assess carbon emissions as part of Environmental Impact Assessments.

The difference is due to a difference in rounding. The estimates provided in the Department’s previous response were sourced from the published Budget document, where numbers are rounded to the nearest £5m. The OBR choose to round figures to the nearest £1m in their own publications, including their Economic and Fiscal Outlook published in November 2025.

We are aware of at least nine ports, harbours, marinas, terminals and wharves that do have live operational shore power units allowing some vessels to run on shore power today, and at least another two locations that are currently installing shore power. Of these eleven locations, six of them received R&D funding through the UK Shipping Office for Reducing Emissions (UK SHORE) programme.

In addition, the Government ran a call for evidence on Net Zero Ports which gathered evidence about the current grid capacity of ports and future grid capacity at ports, including what may be driving the increased energy demand at ports. We will consider this evidence as future policy is developed.

The policies set out in the Government’s Maritime Decarbonisation Strategy will encourage more investment in maritime decarbonisation, including shore power rollout at more ports. This Government will continue to support Ofgem, the independent regulator, in their work to incentivise network companies to invest strategically ahead of need, ensuring that future grid capacity planning reflects the emerging demands from electrifying sectors, including ports.

The code of practice will set out measures to ensure fairness and manage any concerns of GBR preferencing its own retail arm. We expect the code will ensure that the retail industry management functions managed by GBR will have reporting lines that are separate and distinct from its operational and commercial arm – with appropriate information safeguards also put in place. The full detail of the code will be produced in consultation with industry, via a process led by the Office of Rail and Road.

The locations, routes and dates of approval for the departures from standard allowing steel crash barrier to be replaced with new steel barrier, rather than concrete, are as follows:

• M4 Junctions 13-14: 20/08/2025

• M6 Junction 37-38: 12/05/25

• M5 Junctions 23-24: 24/04/24

• A1(M) Junctions 37-38: 02/12/24

The reason for permitting departures from standard allowing the replacement of life-expired steel barrier with new steel barrier and not concrete barrier is due to the affordability of concrete barrier schemes – this can be either due to the cost of the concrete barrier in isolation or the additional works which would be required in order to change the barrier provision from steel barrier to concrete barrier.

Plans for upgrades to rigid concrete barrier:

Given the availability of new higher-containment modular precast concrete barriers, and higher-containment steel barriers, a tiered approach has now been adopted for the renewal of existing central reserve barriers.  The highest tier is the provision of rigid, higher-containment concrete barrier.  This can be relaxed to the provision of a non-rigid, higher-containment concrete barrier or a higher-containment steel barrier. However, this is only permitted if supported by a documented justification and risk assessment.

This government takes road safety very seriously, and reducing the numbers of people killed and seriously injured on our roads is a key priority. On 7 January 2026 we published our Road Safety Strategy. The strategy sets an ambitious target to reduce the number of people killed or seriously injured on British roads by 65%, and 70% for children by 2035.

We are also providing £7.3 billion of capital funding between 2026-27 and 2029-30 to maintain local roads across the country.

The Government has also announced that a total of just under £25 billion, comprising both capital and revenue funding, will be invested in the Strategic Road Network over the five-year period 2026/27 to 2030/31. Further details, including annual funding profiles and the split between capital and revenue funding, will be set out in the Third Road Investment Strategy, to be published in March 2026.

Local highway authorities have a duty under Section 41 of the Highways Act 1980 to maintain the public highway network in their area. The Act does not set out specific standards for maintenance, as it is for each individual local highway authority to assess which parts of its network need repair and what standards should be applied, based upon their local knowledge and circumstances.

There are occasions where potholes need to be repaired quickly for safety reasons, but temporary quick fixes should be avoided wherever possible in favour of a proper risk-based asset management approach. This is a core aspect of the Code of Practice for Well-managed highways infrastructure, which states that “when determining the balance between preventative and reactive maintenance, authorities should adopt the principle that prevention is better than cure”. This is available online, at: https://www.ciht.org.uk/ukrlg-home/code-of-practice/.

Livery reflects who is responsible for the service, not who owns the trains. Aside from some devolved services, where there are instances of ownership by the devolved authority, rolling stock is leased from rolling stock companies and managed day-to-day by the train operator. There is currently one Northern unit in temporary promotional Bee Network livery operating on Manchester‑area services, highlighting the forthcoming tap‑and‑go contactless integration on local rail; this is a branding exercise only and does not change ownership or leasing arrangements. As there are currently no rail services devolved to Greater Manchester, any trains operating on the GBR network would carry GBR livery rather than Bee Network branding. Through partnerships with GBR, there could be opportunities for external co-branding of rolling stock where Mayoral Strategic Authorities take a financial stake in service provision.

The Government knows how important affordable and reliable public transport services are in enabling people to get to education, work, access vital services, and keep communities connected. We are freezing rail fares, from March, for the first time in 30 years, putting money back in passengers’ pockets and easing the cost of living for hard working people.

In the South East, our expansion of Pay As You Go with contactless ticketing has already simplified the complicated web of tickets to Peak and one Off-Peak price. This will allow passengers greater flexibility in their choice of tickets, with some seeing a reduction in their ticket price.

An industry round-table, chaired by the then Maritime Minister, was held in Blackpool in May 2025. The round-table brought key stakeholders from across the maritime industry together to discuss the promotion of maritime careers in the North West. The Department is engaging with Skills England and the Department for Work and Pensions on the provision of maritime apprenticeships and will continue to advocate for growing maritime careers and apprenticeships with employers in the North West.

Following updates to the Highway Code in 2022, the department ran THINK! advertising campaigns nationally to raise awareness of the changes.

Local authorities are responsible for delivering road safety education and have a statutory duty to take steps both to reduce and prevent collisions. THINK! Highway Code campaign resources are available for local authorities to download from the THINK! website and are free to use for educational purposes: https://www.think.gov.uk/campaign/highway-code-changes/.

Via the THINK! campaign, we are also running year-round radio filler adverts across England and Wales encouraging compliance with the Highway Code.

Guidance to improve safety for those walking, cycling and horse riding. We will also continue to promote the changes via THINK! and Department for Transport social media channels, as well as through partner organisations.

In addition to the Highway Code activity, THINK! also runs paid advertising campaigns focused on the priority issues of speed, drink driving and drug driving. The primary audience for these campaigns is young men aged 17-24, who are four times more likely to be killed or seriously injured on the road than drivers aged 25 and over. All THINK! campaigns are run nationally, therefore rural Somerset is included.

As set out in the Road Safety Strategy, more work is needed to continue embedding these changes and overall awareness of the Highway Code. We are considering options in this area, and further details will be shared in due course.

I refer the Rt Honourable Gentleman to the answer given on 3 February 2026 to question number 108310.

The motor insurance taskforce focused on driving down the cost of claims, with a view to stabilising and ultimately, reducing the premiums that drivers of all ages pay. The cross-government taskforce’s final report highlights the wider range of areas in which government is taking action; including taking steps to address vehicle theft and the cost of repairs. The government will continue to deliver against the actions set out in this report.

Motor insurers are responsible for setting the terms and conditions of the policies that they offer, and it is for them to decide the level of risk that they take in issuing any policy to a given applicant. Motor insurers use a wide range of criteria to assess the potential risk a driver poses, and this includes the age of the applicant, the type of vehicle being insured, the postal area where the applicant lives and the driving experience of the applicant.

The setting of premiums is a commercial decision for individual insurers based on their underwriting experience. The government does not intervene or seek to control the market.

We have not made a specific assessment on younger drivers, however the latest industry data shows that the average cost of motor insurance premiums has decreased, following the peaks seen between 2022 and 2024, government remains alert to developments in the cost of premiums and claims costs. The government will continue to engage closely with sector stakeholders as we deliver the actions set out in the taskforce report.

The motor insurance taskforce focused on driving down the cost of claims, with a view to stabilising and ultimately, reducing the premiums that drivers of all ages pay. The cross-government taskforce’s final report highlights the wider range of areas in which government is taking action; including taking steps to address vehicle theft and the cost of repairs. The government will continue to deliver against the actions set out in this report.

Motor insurers are responsible for setting the terms and conditions of the policies that they offer, and it is for them to decide the level of risk that they take in issuing any policy to a given applicant. Motor insurers use a wide range of criteria to assess the potential risk a driver poses, and this includes the age of the applicant, the type of vehicle being insured, the postal area where the applicant lives and the driving experience of the applicant.

The setting of premiums is a commercial decision for individual insurers based on their underwriting experience. The government does not intervene or seek to control the market.

We have not made a specific assessment on younger drivers, however the latest industry data shows that the average cost of motor insurance premiums has decreased, following the peaks seen between 2022 and 2024, government remains alert to developments in the cost of premiums and claims costs. The government will continue to engage closely with sector stakeholders as we deliver the actions set out in the taskforce report.

The work of the motor insurance taskforce focused on issues and concerns associated with the cost of insurance premiums and claims that are shared across the UK.

The taskforce heard representations that some of the unique features of the motor insurance market in Northern Ireland have led to increasing costs there. Some of those, such as road safety and costs associated with taking claims through the judicial system, are devolved matters for the Northern Ireland Executive to consider. The government will continue to work constructively with the Executive on relevant areas of policy.

The taskforce met for the first time on 16 October 2024 and subsequently met on 28 April 2025 and 21 July 2025, which was the final meeting of the taskforce. Taskforce members were the Home Office, Ministry of Justice, Department for Education, Department for Business and Trade, Financial Conduct Authority and the Competition and Markets Authority as well as the Department for Transport and HM Treasury, who were the co-chairs.

We do not plan to publish the minutes or summaries of meetings as they cover the formulation and development of ‘live’ government policy and to do so would hinder future policy development as it could inhibit a free exchange of views.

The work of the motor insurance taskforce focused on issues and concerns associated with the cost of insurance premiums and claims that are shared across the UK.

The taskforce heard representations that some of the unique features of the motor insurance market in Northern Ireland have led to increasing costs there. Some of those, such as road safety and costs associated with taking claims through the judicial system, are devolved matters for the Northern Ireland Executive to consider. The government will continue to work constructively with the Executive on relevant areas of policy.

The taskforce met for the first time on 16 October 2024 and subsequently met on 28 April 2025 and 21 July 2025, which was the final meeting of the taskforce. Taskforce members were the Home Office, Ministry of Justice, Department for Education, Department for Business and Trade, Financial Conduct Authority and the Competition and Markets Authority as well as the Department for Transport and HM Treasury, who were the co-chairs.

We do not plan to publish the minutes or summaries of meetings as they cover the formulation and development of ‘live’ government policy and to do so would hinder future policy development as it could inhibit a free exchange of views.

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 power to set local speed limits, including 20mph limits and 20mph zones remains with traffic authorities. Any authority that wishes to install such schemes has the Department’s full backing. We believe that traffic authorities are best placed to decide where lower limits will be effective on the roads for which they are responsible, and that consultation and community support should be at the heart of the process.

As outlined in the Road Safety Strategy, the Government will be reviewing and updating its guidance on ‘Setting Local Speed Limits’. This will support local authorities in making well‑informed decisions about managing speed on their roads.

In November 2025, we published research and analysis on “Effectiveness of targets for road safety” which can be found here: Effectiveness of targets for road safety - GOV.UK. The evidence suggests that targets play a role in reducing fatalities, but their impact cannot be separated from wider road safety strategies.

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 ambitious targets to reduce the number of people killed or seriously injured on British roads by 65%, and 70% for children, by 2035. This target will focus the efforts of road safety partners across Britain, with measures to protect vulnerable road users, update vehicle safety technologies and review motoring offences.

The Strategy also includes a set of Safety Performance Indicators to provide an understanding of performance against the commitments made in the strategy, including the targets.

All of this will be supported and monitored by a new Road Safety Board which I will chair.

The Department is committed to publishing the integrated national transport strategy shortly, which will set the long‑term vision for domestic transport across England.

My Department is not responsible for the procurement of buses and so does not hold this information.

The Civil Aviation Authority (CAA), as the independent economic regulator, is currently considering options for the future regulatory framework for Heathrow, including how costs are controlled and risks are allocated, with a decision on a preferred regulatory model for expansion expected in the summer. The government is aware of the need for a clear direction of travel to enable investment.

In parallel, the Government launched a review of the Airports National Policy Statement (ANPS) on 22 October which is the policy framework that any future development consent order for expansion at Heathrow will be examined against. The Government expects to consult on any proposed amendments to the ANPS by the summer, alongside Parliamentary scrutiny in line with statutory processes.

This government believes in the importance of rail investment to support economic growth and bring connections to people all across the country. The type and level of investment is determined by the needs of passengers, rail users and the network, while delivering value for money and meeting the government’s priorities.

Data on road traffic casualties on the roads in Great Britain is collected via the STATS19 process. The most recently available STATS19 dataset is for 2024 and was published by DfT in September 2025:

https://www.data.gov.uk/dataset/cb7ae6f0-4be6-4935-9277-47e5ce24a11f/road-safety-data.

STATS19 does not record the barrier type and so it is not possible to ascertain the answers to points (a) and (b).

Based on the available asset data, there are approximately 10,400km of vehicle restraint barriers on the Strategic Road Network (SRN) operated by National Highways, which is made up of barriers in the central reservation and verges. This comprises 9,300km of steel barrier, 870km of concrete barrier and 230km of wire barrier.

1% (equivalent to approximately 100km of barrier) is categorised as the worst condition banding (i.e 'severely corroded / unserviceable / at end of life'). National Highways prioritises for intervention those assets in the worst condition and barriers in higher risk locations, such as the central reservation.

The data requested in parts (a) and (b) is currently undergoing verification and will be supplied to the Rt. Hon Member shortly. With respect to part (c), the projected total length of steel to concrete barrier replacement has not yet been finalised for Road Period 3.

The Department for Transport does not currently have plans to update Traffic Advisory Leaflet 1/24.

The Department for Transport undertook a consultation on the potential merits of recommending that local authorities permit motorcycles to use bus lanes in 2024. The responses received to the consultation did not provide a robust evidence base on which to amend the current policy that it is for local authorities to determine whether to allow motorcycles to use bus lanes in their areas.

The Department is working across government and with partners, industry and local transport authorities, to ensure that everyone feels and is safe when travelling by bus. Through the Bus Services Act 2025 we have introduced measures to combat anti-social behaviour (ASB) on the bus network. This includes mandating training for staff working in the bus industry, introducing a power to enable the Secretary of State to publish statutory guidance on the inclusivity of bus stations and stops and giving local transport authorities the power to create byelaws and deploy officers who can deal with ASB and fare evasion on the bus network.

In addition, the Department previously provided £2.5 million to pilot five Transport Safety Officer (TSO) teams on the network. The pilots ended in March 2025, and a full evaluation of the programme will be published in due course. We have also recently published TSO practitioner guidance for local authorities wanting to implement a scheme in their area.

Details of the analysis carried out on the consultation responses are given in the consultation outcome published on 21 November 2024 and available at:

www.gov.uk/government/consultations/motorcycles-in-bus-lanes/outcome/motorcycles-in-bus-lanes-consultation-outcome.

The consultation response was informed by analysis commissioned by the Department. A copy of this report will be placed in the House library at the earliest opportunity.

Improving road safety is one of my Department’s highest priorities. Injuries and fatalities from road collisions caused by driving are unacceptable, and this Government will work hard to prevent these tragedies for all road users.

That is why on 7 January 2026, we published our new Road Safety Strategy, setting out our vision for a safer future on our roads for all.

Following updates to the Highway Code in 2022, the department ran large-scale THINK! advertising campaigns to raise awareness of the changes.

Via the THINK! campaign, we are also running year-round radio filler adverts encouraging compliance with the guidance to improve safety for those walking, cycling and horse riding. We will also continue to promote the changes via THINK! and Department for Transport social media channels, as well as through partner organisations.

However, as set out in the strategy, more work is needed to continue embedding these changes and overall awareness of the Highway Code. We are considering options in this area, and further details will be shared in due course.

As our road environment and technologies evolve, providing education for all road users throughout their lifetime is vital to improving road safety. As announced in the strategy to support a Lifelong Learning approach in the UK, the government will publish for the first time national guidance on the development and delivery of road safety education, training and publicity. Alongside this, the government will publish a manual to support the implementation of a Lifelong Learning approach for road safety.

As the UK aviation sector operates predominantly in the private sector, it is for individual airlines to train, recruit and retain pilots to meet today’s demand and the demand of the future.

A training organisation has been approved to deliver a first officer apprenticeship, which would provide training completely cost-free to young people. We are working with the Department for Work and Pensions to encourage airlines to deliver this apprenticeship.

Supporting the UK’s aviation workforce is a key priority for this government and I applaud the efforts of British Airways, TUI and Jet2.com to ensure a sustainable pipeline of future pilots by periodically offering partly or fully funded training programmes.

The Driver and Vehicle Licensing Agency (DVLA) is rolling out a new casework system for driving licence applications where a medical condition must be investigated. This will deliver significant improvements, including improved turnaround times, increased capacity, increased automation, higher levels of digital functionality and increased digital communication.

The DVLA will also be launching a new digital medical services portal in April. These enhancements alongside the recruitment of additional staff to deal with medical applications and answer telephone calls, will deliver real improvements in services and turnaround times for customers.

For planned closures on the M4, National Highways will identify and review diversion routes in advance to ensure they are safe, suitable and appropriate for the surrounding road network, including for heavy goods vehicles.

National Highways will agree diversion routes with the relevant local highway authorities, ensure they are clearly signed in line with national standards and ensure they are monitored while in operation. Diversion routes are kept under review and may be amended where issues are identified.

As part of the Road Safety Strategy, published on 7 January 2026, the department is exploring new sub-categories for rural roads to help target safety and speed management interventions more effectively, ensuring resources are focused where they will have the greatest impact.

Local authorities have a duty under section 122 of the Road Traffic Regulation Act 1984 to manage the safe movement of vehicular and other traffic, including pedestrians, and are best placed to assess matters such as speed management interventions.

Responsible authorities are asked to have regard to the Department for Transport’s Setting Local Speed Limits guidance, which ensures speed limits are set appropriately and consistently while allowing flexibility to respond to local circumstances.

As committed to in the Strategy, the Government will be updating this guidance to further support local authorities in making well‑informed decisions about managing speed on their roads. Final decisions on local speed limits remain with the relevant authority, working with the police who are responsible for enforcement.

Injuries and fatalities from road collisions caused by driving are unacceptable, and this Government will work hard to prevent these tragedies for all road users.

That is why 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 Government’s THINK! road safety campaign delivers paid advertising to change attitudes and behaviours among those at most risk on the road, currently focused on the priority issues of speed, drink driving and drug driving. THINK! campaigns will play a key role in encouraging safer road user behaviours to support delivery of the strategy.

This will include paid campaign activity to raise awareness of any potential significant changes to road safety legislation, with the introduction of these potential changes also supported by wider communications including via DfT social channels and GOV.UK, media engagement and partner and stakeholder networks.

As our road environment and technologies evolve, providing education for all road users throughout their lifetime is vital to improving road safety. As announced in the strategy to support a Lifelong Learning approach in the UK, the Government will publish for the first time national guidance on the development and delivery of road safety education, training and publicity. Alongside this, the Government will publish a manual to support the implementation of a Lifelong Learning approach for road safety.

Surface access strategies give airports the tools they need to stay connected, cut congestion and meet environmental targets. The Department has not undertaken a specific assessment of the potential impact of airport surface access planning conditions and sustainability requirements on the level of car parking and drop-off charges paid by passengers. We continue to engage with operators to ensure that, where airports do choose to charge, they do so in a way that is fair and transparent.

Government launched a review of the Airports National Policy Statement (ANPS) on 22 October, to reflect changes in legislation, policy and data. We will consult on any proposed amendments to the ANPS in summer 2026.

When the ANPS has been reviewed, and depending on the outcome of the review, it will be for scheme promoters to decide when to submit a Development Consent Order application for a third runway scheme but the government’s ambition is for a planning decision this parliament.

The shore power demonstrator trial at Portsmouth International Port was publicly awarded nearly £20m of R&D funding in September 2023. Portsmouth International Port began delivery of the project shortly afterwards as part of the UK SHORE Zero Emission Vessels and Infrastructure (ZEVI) competition.

Most civil and electrical infrastructure works within the port side boundaries of Portsmouth International Port are now complete and the multi-berth shore power units are now on the berths. In November 2025, a successful dry connection test (without the provision of electricity) was completed, where one of the shore power units was plugged into Britanny Ferries’ Guillaume de Normandie vessel.

Separate to the UK SHORE funded project, Portsmouth International Port accepted a connection offer from Scottish and Southern Electricity (SSE). This connection offer was for a 15 Megawatt grid upgrade to secure the grid capacity for the shore power units. The Port is awaiting final details from SSE on energisation of the grid upgrade.

No specific evaluation for this project has yet been completed as the demonstration phase isn’t complete. A technical study is underway for all ZEVI projects, including Portsmouth, that will analyse the data generated throughout the multi-year demonstration period.

The Driver and Vehicle Licensing Agency (DVLA)’s Driver and Vehicle Account provides motorists with a single online place to access all its services and information. The account allows customers to update their driving licence and vehicle information. To open an account, customers must verify their identify through GOV.UK One Login and this verification process includes an external identity check for verification of personal details, including the address. Information about the account can be found at www.gov.uk/driver-vehicles-account.

Anyone applying for a driving licence for the first time must provide evidence of their identity so that the DVLA can verify and authenticate them. While there is no requirement for an applicant to verify their address, the DVLA does ask applicants applying online to provide current and historical addresses where appropriate to help the identity verification process.

The DVLA also requires proof of identity when a vehicle is first registered. To ensure services are customer friendly and cost effective, when a subsequent application is sent to change the details of a registered keeper there is no requirement to provide proof of identity or address.

It is already an offence to provide false or misleading information and there are no plans to introduce additional checks for driving licence applications or vehicle transactions.

The DVLA’s operational fraud team monitors both vehicle and driving licence records for evidence of fraud and acts on intelligence received from the police and other sources. This includes investigating possible anomalies in the use of addresses provided.

The Driver and Vehicle Licensing Agency (DVLA)’s Driver and Vehicle Account provides motorists with a single online place to access all its services and information. The account allows customers to update their driving licence and vehicle information. To open an account, customers must verify their identify through GOV.UK One Login and this verification process includes an external identity check for verification of personal details, including the address. Information about the account can be found at www.gov.uk/driver-vehicles-account.

Anyone applying for a driving licence for the first time must provide evidence of their identity so that the DVLA can verify and authenticate them. While there is no requirement for an applicant to verify their address, the DVLA does ask applicants applying online to provide current and historical addresses where appropriate to help the identity verification process.

The DVLA also requires proof of identity when a vehicle is first registered. To ensure services are customer friendly and cost effective, when a subsequent application is sent to change the details of a registered keeper there is no requirement to provide proof of identity or address.

It is already an offence to provide false or misleading information and there are no plans to introduce additional checks for driving licence applications or vehicle transactions.

The DVLA’s operational fraud team monitors both vehicle and driving licence records for evidence of fraud and acts on intelligence received from the police and other sources. This includes investigating possible anomalies in the use of addresses provided.

The Driver and Vehicle Licensing Agency (DVLA)’s Driver and Vehicle Account provides motorists with a single online place to access all its services and information. The account allows customers to update their driving licence and vehicle information. To open an account, customers must verify their identify through GOV.UK One Login and this verification process includes an external identity check for verification of personal details, including the address. Information about the account can be found at www.gov.uk/driver-vehicles-account.

Anyone applying for a driving licence for the first time must provide evidence of their identity so that the DVLA can verify and authenticate them. While there is no requirement for an applicant to verify their address, the DVLA does ask applicants applying online to provide current and historical addresses where appropriate to help the identity verification process.

The DVLA also requires proof of identity when a vehicle is first registered. To ensure services are customer friendly and cost effective, when a subsequent application is sent to change the details of a registered keeper there is no requirement to provide proof of identity or address.

It is already an offence to provide false or misleading information and there are no plans to introduce additional checks for driving licence applications or vehicle transactions.

The DVLA’s operational fraud team monitors both vehicle and driving licence records for evidence of fraud and acts on intelligence received from the police and other sources. This includes investigating possible anomalies in the use of addresses provided.

The Driver and Vehicle Licensing Agency (DVLA)’s Driver and Vehicle Account provides motorists with a single online place to access all its services and information. The account allows customers to update their driving licence and vehicle information. To open an account, customers must verify their identify through GOV.UK One Login and this verification process includes an external identity check for verification of personal details, including the address. Information about the account can be found at www.gov.uk/driver-vehicles-account.

Anyone applying for a driving licence for the first time must provide evidence of their identity so that the DVLA can verify and authenticate them. While there is no requirement for an applicant to verify their address, the DVLA does ask applicants applying online to provide current and historical addresses where appropriate to help the identity verification process.

The DVLA also requires proof of identity when a vehicle is first registered. To ensure services are customer friendly and cost effective, when a subsequent application is sent to change the details of a registered keeper there is no requirement to provide proof of identity or address.

It is already an offence to provide false or misleading information and there are no plans to introduce additional checks for driving licence applications or vehicle transactions.

The DVLA’s operational fraud team monitors both vehicle and driving licence records for evidence of fraud and acts on intelligence received from the police and other sources. This includes investigating possible anomalies in the use of addresses provided.