Department for Transport

Recognition of trade unions and provision of facility time is a matter for train operating companies as employers.

This Government is continuing to invest in the UK rail network at record levels, including at least £445 million of investment in the rail network in Wales announced at the Spending Review and backed up by the Prime Minister's recent endorsement of the Transport for Wales vision for the future of Welsh rail. This will support the creation of thousands of jobs, the building of new homes and improving opportunities for communities all across Wales.

Since December an additional late evening service has been added on the line between Reading and Gatwick Airport allowing more opportunities for passengers from South Wales to get to the airport. In the future, passengers from South Wales may be able to change trains at the new Old Oak Common station for fast and frequent connections to Heathrow Airport once main line trains begin stopping there.

Officials from the Department for Transport regularly attend meetings to discuss matters of national security, defence and resilience as well as the associated public communications required to deliver these lines of efforts.

As set out in the Strategic Defence Review, the national conversation will be a multi-year, cross-departmental effort designed to deliver on the whole-of-society approach to national security and defence allowing Government, the private sector and public to play their part in strengthening the UK’s resilience to any potential future shocks. This work addresses the risks and threats the UK faces, including those below and above the threshold of an armed attack.

The Department for Transport is actively supporting this work through teams including those in the Resilience, Analysis, International and Sanctions Directorate and the Transport Security Directorate.

The Government has kickstarted the deployment of zero emission heavy goods vehicles (HGVs) and their supporting charging and fuelling infrastructure through initiatives such as the Plug-In Truck Grant, the Depot Charging Scheme, and the Zero Emission HGV and Infrastructure Demonstrator (ZEHID) programme.

These initiatives are open to all businesses, including SMEs, to support the uptake of zero emission HGVs by lowering upfront costs and supporting the provision of dedicated HGV charging infrastructure. We also work with trade bodies, such as the Road Haulage Association - for whom 85% of their membership is SMEs, to promote such initiatives.

National Highways currently anticipate completion of works on the M1 (Northbound) between junctions 12 and 13 by the end of March 2026, subject to the findings of National Highways' own investigation into whether the drainage issues identified extend beyond the current locations.

Train operating companies are expected to maintain the ticket office opening hours set out in Schedule 17 to the Ticketing and Settlement Agreement (TSA) throughout their transfer to DfT Operator and as Great British Railways (GBR) is established. As part of wider rail reform and the move to GBR, we are considering if changes to the TSA are needed to ensure GBR can fulfil its role as directing mind for the railways in Great Britain.

As announced in February 2025, the Plug-in Motorcycle Grant will close at the end of financial year 2025/26 or when current funds are exhausted, whichever comes first.

In 2024, mopeds and motorcycles accounted for 0.4% of domestic transport greenhouse gas emissions in the UK. Available funding is being targeted at higher emission segments such as cars, vans, and heavy duty vehicles.

Ending the £500 Plug-in Motorcycle Grant is not expected to have a significant impact on uptake of zero emission motorcycles or on riders. The Government, working with industry, will monitor the development of the zero emission motorcycle market and the need for any further interventions on an ongoing basis.

As announced in February 2025, the Plug-in Motorcycle Grant will close at the end of financial year 2025/26 or when current funds are exhausted, whichever comes first.

In 2024, mopeds and motorcycles accounted for 0.4% of domestic transport greenhouse gas emissions in the UK. Available funding is being targeted at higher emission segments such as cars, vans, and heavy duty vehicles.

Ending the £500 Plug-in Motorcycle Grant is not expected to have a significant impact on uptake of zero emission motorcycles or on riders. The Government, working with industry, will monitor the development of the zero emission motorcycle market and the need for any further interventions on an ongoing basis.

As announced in February 2025, the Plug-in Motorcycle Grant will close at the end of financial year 2025/26 or when current funds are exhausted, whichever comes first.

In 2024, mopeds and motorcycles accounted for 0.4% of domestic transport greenhouse gas emissions in the UK. Available funding is being targeted at higher emission segments such as cars, vans, and heavy duty vehicles.

Ending the £500 Plug-in Motorcycle Grant is not expected to have a significant impact on uptake of zero emission motorcycles or on riders. The Government, working with industry, will monitor the development of the zero emission motorcycle market and the need for any further interventions on an ongoing basis.

As announced in February 2025, the Plug-in Motorcycle Grant will close at the end of financial year 2025/26 or when current funds are exhausted, whichever comes first.

In 2024, mopeds and motorcycles accounted for 0.4% of domestic transport greenhouse gas emissions in the UK. Available funding is being targeted at higher emission segments such as cars, vans, and heavy duty vehicles.

Ending the £500 Plug-in Motorcycle Grant is not expected to have a significant impact on uptake of zero emission motorcycles or on riders. The Government, working with industry, will monitor the development of the zero emission motorcycle market and the need for any further interventions on an ongoing basis.

As announced in February 2025, the Plug-in Motorcycle Grant will close at either the end of financial year 2025/26 or when current funds are exhausted, whichever comes first.

Since 1990, annual greenhouse gas emissions from mopeds and motorcycles have declined from 0.7MTCO2e to 0.5 MTCO2e in 2024, accounting for 0.4% of domestic transport greenhouse gas emissions in the UK.

The Government continues to promote access to clean mobility, including by investing £7.5 billion to support industry and drivers to transition to zero emission vehicles.

As announced in February 2025, the Plug-in Motorcycle Grant will close at either the end of financial year 2025/26 or when current funds are exhausted, whichever comes first.

Since 1990, annual greenhouse gas emissions from mopeds and motorcycles have declined from 0.7MTCO2e to 0.5 MTCO2e in 2024, accounting for 0.4% of domestic transport greenhouse gas emissions in the UK.

The Government continues to promote access to clean mobility, including by investing £7.5 billion to support industry and drivers to transition to zero emission vehicles.

As announced in February 2025, the Plug-in Motorcycle Grant will close at either the end of financial year 2025/26 or when current funds are exhausted, whichever comes first.

Since 1990, annual greenhouse gas emissions from mopeds and motorcycles have declined from 0.7MTCO2e to 0.5 MTCO2e in 2024, accounting for 0.4% of domestic transport greenhouse gas emissions in the UK.

The Government continues to promote access to clean mobility, including by investing £7.5 billion to support industry and drivers to transition to zero emission vehicles.

The UK Civil Aviation Authority (CAA) keeps the evidential basis for colour vision testing under regular review. The Colour Assessment and Diagnosis (CAD) test, developed with City University London, is currently the only advanced colour vision test accepted by the CAA because independent analysis has shown that it, along with anomaloscopes when used correctly, provides 100% sensitivity and specificity. The CAD test is also used by other aviation authorities including the United States’ Federal Aviation Authority, Australia’s Civil Aviation Safety Authority and the Civil Aviation Authority of New Zealand.

We recognise the importance of this issue for the pilot community and will continue to monitor emerging evidence and international practice carefully. International bodies, including the International Civil Aviation Organization (ICAO) and the European Union Aviation Safety Agency (EASA), are also actively examining developments in this area. EASA has commissioned a major research programme on colour vision in aviation, expected to conclude in 2026, which may inform future policy. The Government’s priority remains maintaining the high level of aviation safety expected in the UK.

The Department regularly engages with stakeholders on transport to Heathrow, in line with the Statement of Approach to engagement during the ANPS review. The Government recognises the vital role that surface access will play as part of any future expansion of Heathrow Airport. As part of the review of the Airports National Policy Statement (ANPS), launched on 22 October 2025, we will consider the transport infrastructure required to support a third runway, including rail connectivity and mode share targets. This will include considering the impacts for travellers from different regions.

The Government has been clear that expansion must be affordable and delivered in the best interest of passengers. Scheme costs should be minimised and financed through private funding, including any surface transport costs.

While it would not be appropriate to pre-empt the outcome of the ANPS review at this stage, it will be the responsibility of any expansion promoter to set out a surface access strategy demonstrating how they will meet the requirements set out in the ANPS.

The cost of loading and subsequently removing the announcement was £350; this was proportionate as a means of informing passengers about the freeze of regulated rail fares.

Public ownership is not a silver bullet but a vital step towards rebuilding trust and pride in our railways. Due to seasonal variations, it will take time for the impact of public ownership to be fully reflected in performance trend data. Public ownership has, however, already contributed to a reduction in fees that would otherwise have been paid to private operators, and these reductions will continue as more operators are brought into public ownership. According to the ORR, in the period from July to September 2025, journey numbers were 8% higher and passenger revenue 6% more than in the same quarter in the previous year (when adjusted for inflation). The Department currently expects the rail passenger services subsidy in 2025/26 to be c£0.3bn lower than the £2.4bn in 2024/25.

Most new train procurements since 1996 have included provision of CCTV. National Rail Contracts and Service Agreements between the Government and train operators impose obligations that where CCTV is installed or upgraded, operators are contractually required to comply with relevant CCTV guidance and industry standards.

Where CCTV is provided, train operators are expected to follow the Rail Safety and Standards Board (RSSB) Rail Industry Standard for On-Train Camera Monitoring Systems. This standard sets out requirements for camera placement, image quality, secure data storage and integration with passenger alarms.

The RSSB Key Train Requirements also emphasise the importance of internal CCTV as an element of passenger security, including good coverage, reliable performance and proper maintenance over the life of the train. The Key Train Requirements document assists rolling stock procurers, specifiers, manufacturers, and system suppliers to compile procurement specifications for new and refurbished trains.

As we move towards public ownership we will be working with train operators to ensure equipment is working and retention periods are adhered to.

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.

Ensuring that passengers can access compensation when they face delays is a key part of delivering a fair deal for passengers on the railway.

We have one of the most generous Delay Repay systems in Europe. We continue to make progress on improving the ease with which passengers can claim Delay Repay, with the majority of Department for Transport contracted train operators offering automated 'one-click' compensation, and as we do so, we will continue to engage stakeholders where appropriate.

Delivering Great British Railways (GBR) offers the opportunity to go further, removing fragmentation and making it easier and more convenient for passengers to claim Delay Repay, including through the upcoming GBR website and app.

Ensuring that passengers can access compensation when they face delays is a key part of delivering a fair deal for passengers on the railway.

We have one of the most generous Delay Repay systems in Europe. We continue to make progress on improving the ease with which passengers can claim Delay Repay, with the majority of Department for Transport contracted train operators offering automated 'one-click' compensation, and as we do so, we will continue to engage stakeholders where appropriate.

Delivering Great British Railways (GBR) offers the opportunity to go further, removing fragmentation and making it easier and more convenient for passengers to claim Delay Repay, including through the upcoming GBR website and app.

Most public charge points have not received any public subsidy. The average amount of public funding per charge point under the closed On-Street Residential Chargepoint Scheme (ORCS), is currently approximately £3,500 for completed projects. This is subject to change as some projects have not yet completed. The Local Electric Vehicle Infrastructure Capital Fund allocated £343m to local authorities in England and is expected to deliver at least 100,000 charge points by leveraging significant private investment alongside public funds.

Information on the amount of public funding and number of charge points supported is published quarterly and available here: https://assets.publishing.service.gov.uk/media/69245447ba812a67cb6a5673/electric-vehicle-charging-device-grant-scheme-statistics-october-2025.ods

The Department for Transport published local road maintenance ratings on 11 January, measuring how well each local highway authority is maintaining its local roads and making use of its increased government funding. The methodology used to calculate the ratings is available online, at: www.gov.uk/government/publications/methodology-used-to-calculate-ratings-for-local-road-maintenance

The Department will also be evaluating the effectiveness of its local highways maintenance funding in line with the methodologies set out in its Transport Analysis Guidance and the Treasury's Magenta Book.

A further meeting of the Hammersmith Bridge Taskforce will be held after funding arrangements for the Structures Fund have been confirmed. My officials will be in touch with relevant stakeholders in due course.

The Department is providing all local transport authorities (LTAs) with multi-year consolidated funding settlements, delivering our commitment in the English Devolution White Paper to simplify funding. These consolidated local transport settlements will give LTAs greater freedom and flexibility to make the investment decisions that best impact their local areas. LTAs can therefore use this funding to introduce or upgrade bus stops in their areas if they wish to do so.

On 20 November 2025 the Department wrote to local authorities requesting they put on hold certain designs of floating bus stop which require people to board or alight directly from or into a cycle track. This applies to new schemes at the design stage.

Local authorities must have regard to the statutory guidance on floating bus stop provision and design published on 26 January and available at: https://www.gov.uk/government/publications/floating-bus-stops-provision-and-design/floating-bus-stops-provision-and-design.

As stated in the answer to Question 113159 the Driver and Vehicle Standards Agency (DVSA) keeps its recruitment activity under regular review to ensure it attracts applications from as wide a pool as possible, and not just from those who may have a driving instructor background.

The use of the GOV.UK instructor page is primarily intended to provide information and services for approved driving instructors, however, all driving examiner vacancies are publicly advertised on Civil Service Jobs on the GOV.UK website and DVSA also publishes information about available career opportunities through its “Working for DVSA” pages on GOV.UK.

DVSA does not hold centrally a snapshot of the total number of driving examiner vacancies by calendar month but continually reviews its workforce requirements in response to customer demand and operational need. Recruitment is managed through ongoing and periodic national and regional campaigns rather than fixed monthly vacancy totals.

As part of this approach, DVSA has continued to run national recruitment campaigns for driving examiners, including a campaign launched in February 2026 advertising multiple driving examiner posts across the country. These campaigns are intended to address recruitment pressures and improve driving test capacity, particularly in areas with the greatest demand.

As stated in the answer to Question 113159 the Driver and Vehicle Standards Agency (DVSA) keeps its recruitment activity under regular review to ensure it attracts applications from as wide a pool as possible, and not just from those who may have a driving instructor background.

The use of the GOV.UK instructor page is primarily intended to provide information and services for approved driving instructors, however, all driving examiner vacancies are publicly advertised on Civil Service Jobs on the GOV.UK website and DVSA also publishes information about available career opportunities through its “Working for DVSA” pages on GOV.UK.

DVSA does not hold centrally a snapshot of the total number of driving examiner vacancies by calendar month but continually reviews its workforce requirements in response to customer demand and operational need. Recruitment is managed through ongoing and periodic national and regional campaigns rather than fixed monthly vacancy totals.

As part of this approach, DVSA has continued to run national recruitment campaigns for driving examiners, including a campaign launched in February 2026 advertising multiple driving examiner posts across the country. These campaigns are intended to address recruitment pressures and improve driving test capacity, particularly in areas with the greatest demand.

Spending plans for the period from 2025-26 to 2028-29 were agreed with HM Treasury as part of the Spending Review 2025 settlement and can be found at https://www.gov.uk/government/publications/spending-review-2025-document.

They were amended as part of the Autumn Budget 2025 and can be found at [page 146] https://assets.publishing.service.gov.uk/media/Budget_2025.

DVSA does not have a separate standards checks for trainers of ADIs. If a driving instructor wishes to train driving instructors, they do not need an extra qualification.

The Official Register of Driving Instructor Training (ORDIT) scheme was suspended by the previous Government in November 2023. The Driver and Vehicle Standards Agency recognises the importance of ORBIT and will engage with the industry and discuss how and when the scheme should resume.

The English Devolution and Community Empowerment Bill, currently being considered by the House of Lords, seeks to provide a power for the Secretary of State to set in regulations requirements that must be met for any taxi or private hire vehicle licence to be issued and held.

Since 2023 all licensing authorities have been required to use a national licensing database to facilitate the sharing of information when a taxi or private hire vehicle driver has had a licence refused, suspended or revoked on the grounds of safeguarding, road safety or equality discrimination concerns. The Department for Transport is considering options to reform the regulation of the sector, and as part of this intends to have a national licensing database with the details of every driver, vehicle and private hire vehicle operator licence.

The Government has committed to pursuing legislative reform for micromobility vehicles, which is likely to include e-scooters, when parliamentary time allows. Any regulations will be publicly consulted on before they come into force.

Local authorities employ civil enforcement officers and already have the powers in some circumstances to remove and dispose of abandoned, obstructively or dangerously parked e-scooters and e-cycles.

The police have responsibility for enforcement of illegal use, and the Crime and Policing Bill introduced in 2026 will give the police stronger powers to stop and seize vehicles being used illegally without issuing a warning.

While the Driver and Vehicle Licensing Agency keep its fees under constant review, there are currently no plans to publish a fees strategy.

The Department engages with a wide range of stakeholders in developing policy on street design. My officials and I have met with a range of groups in developing policy on floating bus stops including the Royal National Institute of Blind People, Guide Dogs and the National Federation of the Blind UK.

In line with Treasury guidance, the development of the Business Case for East West Rail will progress as East West Rail Company continues to develop and refine the project.

The Full Business Case will be submitted for approval and then published, once planning consent has been secured, which is standard for this type of project.

The Preferred Route for the M54 to M6 Link Road scheme was announced in September 2018, following public consultation. The route selected provides the highest benefit to the local economy, the best journey time options, and was preferred by most of the respondents to the public consultation. The route includes a two-lane dual carriageway link road between M54 at junction 1 and M6 at junction 11.

Funding for the scheme was confirmed on 8 July 2025, following the conclusion of the Spending Review. The scheme will be formally confirmed as part of the setting of the third Road Investment Strategy (RIS3), planned to be published by the end of March 2026.

The Plug in Motorcycle Grant has supported almost 16,000 vehicle purchases since 2016 and, as announced in February 2025, will close at the end of the 2025/26 financial year or when budgets have been exhausted, whichever comes first.

EV incentives are designed to encourage the transition from internal combustion engine (ICE) vehicles to zero emission vehicles (ZEVs). It is crucial they target the most polluting vehicles to enable the Government to meet its legally binding carbon emission reduction targets. Policy interventions are always kept under review.

The Government is committed to ensuring that public charging infrastructure is accessible for all. In November 2025, the British Standards Institution published the results of a review, commissioned by the Government and Motability Foundation, on changes needed to improve uptake of the Publicly Available Specification (PAS) 1899:2022 standards for charge point accessibility. The recommendations from this review are now being used to inform revisions to the relevant charge point accessibility standards. We will continue to monitor the adoption of the standards and their impact on accessibility to assess the need for further measures.

The Department has no plans to publish the internal modelling or initial business case development which informed the savings from corporate initiatives in the Department’s Efficiency Plan.

The Government takes national security extremely seriously and recognises the systemic challenges of increased connectivity and the cyber security implications for almost every area of government policy, including electric buses. The Department works closely with the transport sector and other government department to understand and respond to cyber vulnerabilities for all transport modes.

The department introduced two new regulations in November 2025: one to strengthen vehicle cybersecurity and one on software updates (UN Reg 155 and UN Reg 156). The cybersecurity regulation sets out requirements to mitigate potential threats in vehicle construction, to monitor emerging threats and to respond to cyber-attacks. The software updating regulation sets out requirements for upgrading software in a safe and secure manner, that is documented and the vehicle's user is fully informed throughout the process.

As part of the National Security Strategy the government is also bolstering our cyber and economic security defences. For example, the national security powers in the Procurement Act 2023 allow the Government to exclude suppliers from public sector procurement, terminate their contracts and debar them from future ones. These powers target risk from individual suppliers – not specific countries – and will be used proportionately based on the threat posed.

We are aware of recent reports from Norway concerning an electric bus manufacturer. Officials are investigating these, and the Transport Secretary will update the Transport Committee once the work is complete.