Department for Transport

The statutory guidance on the provision and design of floating bus stops is a joint publication between the Department and Active Travel England (ATE). Stakeholder engagement on the development of the guidance was undertaken by officials from both organisations. As part of this process, an external body Transport for All was commissioned to run workshops with a range of disability and road user groups and individuals with lived experience of disability to ensure the recommendations reflect their needs. The groups represented included:

• Age UK
• All-Party Parliamentary Group for Cycling and Walking
• Bikeability Trust
• Campaign for Better Transport
• Confederation for Passenger Transport
• Cycling UK
• Guide Dogs
• Mencap
• Motability Foundation
• Parliamentary Advisory Council for Transport Safety
• Policy Connect
• Transport for All
• Transport for All members
• Wheels for Wellbeing
• Walk Wheel Cycle Trust

The Disabled Persons Transport Advisory Committee were consulted. The Department and ATE also sought feedback from the Urban Transport Group, Living Streets, Guide Dogs, RNIB, Transport for London, and ATE’s Technical Oversight and Advisory Group.

The Department is currently discussing the detail and timing of that work with Greater Manchester Combined Authority.

Stellantis has advised, as of March 2026, that there are estimated to be 10,300 vehicles that may be in use on the road that have not been rectified - out of a total estimated at c148,000 in-scope vehicles.

Both Stellantis and the Driver and Vehicle Standards Agency (DVSA) continue to work to ensure that motorists who have not yet engaged with Stellantis are aware of the need to get their vehicles rectified.

The DfT funds DFTO Train Operating Companies directly for a range of activities including training, agreed during the rolling business planning process. This is currently not through DfT Operator Limited.

The DFTO Annual Report and Accounts 2025-2026 will include the staff costs for all DFTO Group employees on a consolidated basis. The breakdown of staff costs by individual Train Operating Company will be available in the individual Annual Report and Accounts of each Train Operating Company.

As part of its planned maintenance activities including replanting new trees, adding nutrients to the soil and grass cutting, National Highways will begin removing both redundant biodegradable and plastic tree guards adjacent to A14 Cambridge to Huntingdon scheme. National Highways has scheduled this work to start this month (March 2026).

DfT Operator Ltd (DFTO) is the government’s public sector rail owning group. As a head office it is responsible for overseeing its rail operator subsidiary companies. DfT Operator Ltd therefore has minimal external trading activity and therefore it is not currently required to achieve a specific return on capital employed.

The Government does, however, expect DFTO Group to make efficiencies and savings through public ownership of rail services and from rail reform with the creation of Great British Railways. These efficiencies contribute to the more than 50 per cent reduction in the rail passenger services subsidy from £2.4 billion in 2024-25.

I refer the Hon Member to the answer of 116574.

The Minister for Local Transport met with the car sharing sector in November to discuss challenges, opportunities, and how Government can help create a supportive environment for car sharing services for people across the UK.

The Department is actively considering the experiences shared by stakeholders along with the wider evidence base to develop appropriate measures to support the sector, including peer-to-peer car sharing services.

Work to update the Setting Local Speed Limits guidance is expected to commence shortly. No timetable has yet been set for the publication of the revised guidance.

This update will ensure the guidance remains aligned with current policy priorities and emerging evidence. The detailed scope and content of the updated guidance will be developed as that work progresses.

I refer the Hon. Member to the Answer given on 5th March to PQ UIN 116052.

In February the Prime Minister and the First Minister endorsed Transport for Wales’ ‘Today, Tomorrow, Together’ vision for rail investment in Wales, confirming that it should form the basis of the Wales Rail Board’s future pipeline of projects.

The vision document includes a proposed scheme to reinstate a spur from the Ebbw Valley Line to Abertillery. As part of its role in prioritising rail enhancements for Wales to inform future spending reviews, the Wales Rail Board will consider the timing and scope of this scheme, including any associated enhancement of the main Ebbw Valley branch line such as opening a station at Crumlin.

No recent discussions have been had, as these are operational matters which are the responsibility of the train operating companies. However, all train operating companies must adhere to relevant health and safety legislation to be able to operate on the railways. This is enforced by the independent railway safety regulator, the Office of Rail and Road.

National Highways has assessed the safety performance of the 6-mile section of the A483 between Oswestry and the Welsh Border, which includes the Llynclys Crossroads. Improvements to the route are being considered for delivery as part of the Safety National Programme within RIS3, which is due to be published later in March.

The Department for Transport’s programme of work to identify, develop and provide enhanced data and insights capabilities on the freight and logistics system will be delivered through multiple projects over the next few years.

Further detail on projects will be shared in the upcoming freight plan due to be published this spring. The forthcoming change to update the road freight values of time in the Transport Analysis Guidance (TAG) is an example of this work and is expected to be released in May 2026.

As and when the department shares advice on transport infrastructure for the National Infrastructure and Service Transformation Authority (NISTA) and the UK Infrastructure Pipeline, it is informed by the best available evidence. This evidence includes data and insights on the freight and logistics system, which is being enhanced by the programme of work.

Department for Transport ministers and officials hold regular discussions with representatives from the logistics and haulage industry to understand the sector’s priorities, including for improving driver welfare and rest facilities.

The Freight Council met on the 11 February under the chair of the Minister for Aviation, Maritime and Security and was an opportunity for the industry to raise concerns, including on welfare facilities for HGV drivers.

More recently, on the 25 February the Minister for Aviation, Maritime and Security and the Policing Minister Sarah Jones jointly hosted a freight roundtable with representatives from the haulage sector, trade bodies and police in attendance. Ministers heard directly from the sector on their concerns relating to freight crime including HGV parking and drivers' welfare.

The Department recognises that a shortage of secure HGV parking can have impacts on the haulage industry, including on driver welfare.

A national survey of lorry parking is underway which will provide a fresh baseline on the availability of secure lorry parking and HGV driver welfare provision. The 2026 survey 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. With industry, this scheme is delivering up to £35.7 million in joint investment to enhance truck stops across England. The Department has commissioned an independent evaluation of the scheme to consider its application and delivery process, the role of the scheme in improving lorry driver facilities, including security, in England and the impact of the site improvements for drivers. This analysis is underway and due to be finalised in Summer 2026.

Following the November roundtable, the Department is actively considering the experiences shared by stakeholders along with the wider evidence base to develop appropriate measures to support the sector. This includes the role of local authorities in creating a positive environment for car sharing services in their local areas and how government can best support this.

The Department is considering how best to support local authorities in ensuring a supportive environment for car sharing services in their local areas and more information will follow in due course.

The Government understands the value of shared transport, including car sharing schemes, to reduce emissions and congestion, improve air quality and supports efforts to make it available to more people in the UK.

The Department is actively considering the experiences shared by stakeholders along with the wider evidence base to develop appropriate measures to support the sector.

The Minister for Local Transport met with the car sharing sector in November to discuss challenges, opportunities, and how Government can help create a supportive environment for car sharing services for people across the UK.

While there is currently no national car sharing policy framework, the Department is actively considering the experiences shared by stakeholders along with the wider evidence base to develop appropriate measures to support the sector, including peer-to-peer car sharing services.

The cross-government taskforce on motor insurance was formed in October 2024, to fulfil the government’s commitment to tackling the soaring cost of motor insurance in the UK.

The taskforce worked across government, bringing together departments and independent regulators to understand the complexities of the market and to agree a set of actions.

Government departments and regulators are acting to address the broader factors that contribute to the cost of claims, such as vehicle theft and the cost of repairs. Though the taskforce has now concluded, the government will continue its work to deliver against the actions set out in the report.

The £2 billion Electric Car Grant (ECG) is encouraging more drivers to purchase EVs by reducing upfront costs by up to £3750. Since launch in July 2025, the grant has helped over 75,000 drivers to choose an EV.

The grant has been designed to make lower-cost, sustainably manufactured EVs more widely available and only applies to vehicles priced at or below £37,000.

Industry intelligence suggests that some EVs on the used market are now similar in price to their petrol and diesel equivalents, with two in five used EVs available for under £20,000.

The Government’s £400 million Local Electric Vehicle Infrastructure (LEVI) Fund is expected to deliver over 100,000 further local public charge points for drivers without off-street parking.

The Department is also working with local authorities to encourage the use of cross-pavement solutions and in July last year, announced the £25 million EV Pavement Channel Grant. This will ensure that more people without off-street parking can benefit from cheaper and more convenient domestic EV charging.

We remain committed to accelerating the roll-out of affordable charging infrastructure so that everyone, no matter where they live or work, can make the transition to an EV. As of March 2025, the Government and industry have supported the installation of 118,321 publicly available charging devices in England and Wales.

The Zero Emission Vehicle (ZEV) Mandate and the Government’s Electric Car Grant both require vehicle manufacturers to provide a warranty of at least 8 years or 100,000 miles on electric vehicle (EV) batteries, ensuring vehicles and their batteries have long useable lives.

The latest evidence on vehicle lifespans shows that EVs last just as long as their petrol equivalents. Battery replacements remain rare, and do not require the full vehicle to be disposed of. The number and proportion of vehicles scrapped annually is not expected to be affected by the transition to ZEVs.

The latest evidence on electric vehicle (EV) battery lifespans shows that average degradation is much slower than originally expected, with different studies suggesting the average battery retains between 81.6 and 85% of its original capacity after eight years. Battery replacements remain rare and do not require the full vehicle to be scrapped. Old batteries must be recycled.

The Zero Emission Vehicle Mandate regulations require manufacturers to provide a warranty of 8 years or 100,000 miles on EV batteries. During the warranty period, if battery capacity drops below 70% for cars or 65% for vans, the manufacturer must provide a replacement battery. Additionally, eligibility for the Government’s Electric Car Grant requires manufacturers to offer customers a 2-year extension on the warranty to 10 years, ensuring vehicles and their batteries have long useable lives. The Government expects a significant positive downstream effect in the used EV market.

The Government is exploring options to adopt battery health regulations which would provide consumers with clearer information on an EV’s remaining battery capacity. These measures would further strengthen consumer confidence in second-hand EV purchases.

The latest evidence on electric vehicle (EV) battery lifespans shows that average degradation is much slower than originally expected, with different studies suggesting the average battery retains between 81.6 and 85% of its original capacity after eight years. Battery replacements remain rare and do not require the full vehicle to be scrapped. Old batteries must be recycled.

The Zero Emission Vehicle Mandate regulations require manufacturers to provide a warranty of 8 years or 100,000 miles on EV batteries. During the warranty period, if battery capacity drops below 70% for cars or 65% for vans, the manufacturer must provide a replacement battery. Additionally, eligibility for the Government’s Electric Car Grant requires manufacturers to offer customers a 2-year extension on the warranty to 10 years, ensuring vehicles and their batteries have long useable lives. The Government expects a significant positive downstream effect in the used EV market.

The Government is exploring options to adopt battery health regulations which would provide consumers with clearer information on an EV’s remaining battery capacity. These measures would further strengthen consumer confidence in second-hand EV purchases.

Southeastern (SET) have plans to improve services, increase capacity and reduce crowding to/from Maidstone East from May 2026. These include the reintroduction of Mainline services to London Blackfriars at peak times from Maidstone East; additional services between Charing Cross and Maidstone East on weekdays; and more off-peak services between London Victoria and Ashford International via Maidstone East.

SET are also exploring further options for the December 2026 timetable.

SET are always exploring the possibility of providing extra capacity where needed. This is not always feasible due to a variety of reasons, including platform lengths, rolling stock availability and funding considerations.

Southeastern (SET) have plans to improve services, increase capacity and reduce crowding to/from Maidstone East from May 2026. These include the reintroduction of Mainline services to London Blackfriars at peak times from Maidstone East; additional services between Charing Cross and Maidstone East on weekdays; and more off-peak services between London Victoria and Ashford International via Maidstone East.

SET are also exploring further options for the December 2026 timetable.

SET are always exploring the possibility of providing extra capacity where needed. This is not always feasible due to a variety of reasons, including platform lengths, rolling stock availability and funding considerations.

Southeastern (SET) have plans to improve services, increase capacity and reduce crowding to/from Maidstone East from May 2026. These include the reintroduction of Mainline services to London Blackfriars at peak times from Maidstone East; additional services between Charing Cross and Maidstone East on weekdays; and more off-peak services between London Victoria and Ashford International via Maidstone East.

SET are also exploring further options for the December 2026 timetable.

SET are always exploring the possibility of providing extra capacity where needed. This is not always feasible due to a variety of reasons, including platform lengths, rolling stock availability and funding considerations.

Electric vehicles (EVs) are typically cheaper to own and run than petrol equivalents when purchased using salary sacrifice or when making use of the best available home off-peak charging tariffs. EVs continue to benefit from preferential tax breaks compared to the most polluting vehicles, including via salary sacrifice, and the Electric Car Grant offers up to £3,750 off eligible new EVs.

Drivers of a new EV can save as much as £1,400 a year compared to petrol car drivers on running and maintenance costs if they can charge at home using off-peak tariffs. A breakdown of how this is calculated is available here: https://cleanenergy.campaign.gov.uk/electric-vehicle/.

Analysis suggests that the average EV driver will pay around £20 a month under the Government’s eVED proposals once the new policy starts in 2028, roughly half the equivalent rate for a petrol car.

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

The Department is also currently undertaking a new National Lorry Parking Survey which will provide up to date and comprehensive evidence on the availability and quality of lorry parking in England, including regional differences. The survey's findings will inform policy development on HGV parking and welfare, as well as providing data to support planning applications for new facilities. The survey is due to be published in Autumn 2026.

There has been no assessment of differences between HGV driver facilities in England compared with other European countries, nor is such an assessment planned in future.

Lifecycle analysis of UK road vehicles, conducted by Ricardo Energy & Environment on behalf of the Department for Transport, shows that the lifetime carbon emissions of electric vehicles are lower than equivalent petrol and diesel vehicles. Over its lifetime, including manufacture, a battery electric car will save approximately 65% greenhouse gas emissions compared to an equivalent petrol car. As the UK’s electricity supply is increasingly decarbonised, savings are expected to grow to approximately 76% by 2030 and 81% by 2050. These lifecycle emissions reductions are consistent across vehicle types, with battery electric articulated heavy goods vehicles expected to save approximately 74-78% greenhouse gas emissions compared to equivalent diesel trucks by 2030. The study can be found here: https://www.gov.uk/government/publications/lifecycle-analysis-of-uk-road-vehicles.

The Secretary of State has made no such assessment. The setting of premiums is a commercial decision for insurers, and the Government does not intervene or seek to control the market.

The Driver and Vehicle Standards Agency have market surveillance powers to tackle the supply of e-bikes, including modified e-bikes, where users are being deliberately misled about where such vehicles can and cannot be used.

In addition, the police have the power to seize such vehicles where they are used on the road under Section 165A of the Road Traffic Act 1988. This is because they would be being ridden without insurance.

The Secretary of State is not considering any tighter restrictions on sales.

The previous Government updated the Highway Code in 2022 to improve road safety for people walking, cycling and riding horses including the introduction of a hierarchy of road users.

I understand that the Department for Transport worked with an expert stakeholder group representing different users of the road and conducted a 12-week formal consultation.

Fear of having a bike stolen can be a serious deterrent to those who might want to take up cycling.

Active Travel England is providing funding for local authorities to introduce secure cycle parking. In addition, the British Transport Police are tackling cycle theft at rail stations by both uniformed patrols and use of plain clothes officers at hotspot locations.

On 10 December 2025, my Department announced that local authorities will receive £626 million for active travel between 2026/27 and 2029/30. This funding can be used to support any form of active travel scheme, including secure cycle parking.

The Secretary of State has asked the Chief Executive Officer of DfT Operator Ltd (DFTO) to lead the rollout of the Great British Railways (GBR) branding. Passengers will start to see GBR branding appear on the network in the next couple of months, and over time it will replace existing operator brands and the Network Rail brand. This will include GBR being visible at stations.

Ministers expect the brand rollout to maximise opportunities to grow revenue as well as to ensure value for money in its application. This includes primarily repainting trains when they were due to be repainted by their leasing companies, and changing station signage when it is life expired, rather than necessarily taking a regional approach to a rollout.

The information requested can be found in the Driver and Vehicle Licensing Agency’s Annual Report and Accounts 2024/25 and can be viewed at www.gov.uk/government/publications/dvla-annual-report-and-accounts-2024-to-2025.

The Driver and Vehicle Licensing Agency (DVLA) aims to process all applications as quickly as possible. There are no delays in applications for a provisional licence where there is no medical condition involved. The DVLA’s target for driving licence applications is to dispatch 95 per cent within three working days for straightforward online applications and 90 per cent within ten working days for straightforward paper applications. In the current financial year, the DVLA has achieved 100 per cent for online applications and 99.9 per cent for paper applications.

Driving licence applications where a medical condition must be investigated can take longer to process as the DVLA is often reliant on receiving information from third parties, including medical professionals, before a licence can be issued.

The DVLA is currently experiencing an increase in the volume and complexity of driving licence applications. Unfortunately, this has led to longer waiting times for some customers. In 2024/25 the DVLA made more than 830,000 medical licensing decisions with forecasts showing that more than 925,000 medical applications and notifications will be received in 2025/26.

To keep up with growing customer demand and to offer a better service, the DVLA is updating its online service and is launching a new casework system which will deliver significant improvements to drivers with medical conditions. These enhancements, alongside the recruitment of additional staff to deal with medical applications and answer telephone calls, will deliver real improvements for customers.

The Driver and Vehicle Licensing Agency (DVLA) aims to process all applications as quickly as possible. There are no delays in applications for a provisional licence where there is no medical condition involved. The DVLA’s target for driving licence applications is to dispatch 95 per cent within three working days for straightforward online applications and 90 per cent within ten working days for straightforward paper applications. In the current financial year, the DVLA has achieved 100 per cent for online applications and 99.9 per cent for paper applications.

Driving licence applications where a medical condition must be investigated can take longer to process as the DVLA is often reliant on receiving information from third parties, including medical professionals, before a licence can be issued.

The DVLA is currently experiencing an increase in the volume and complexity of driving licence applications. Unfortunately, this has led to longer waiting times for some customers. In 2024/25 the DVLA made more than 830,000 medical licensing decisions with forecasts showing that more than 925,000 medical applications and notifications will be received in 2025/26.

To keep up with growing customer demand and to offer a better service, the DVLA is updating its online service and is launching a new casework system which will deliver significant improvements to drivers with medical conditions. These enhancements, alongside the recruitment of additional staff to deal with medical applications and answer telephone calls, will deliver real improvements for customers.

The Driver and Vehicle Licensing Agency (DVLA) aims to process all applications as quickly as possible. There are no delays in applications for a provisional licence where there is no medical condition involved. The DVLA’s target for driving licence applications is to dispatch 95 per cent within three working days for straightforward online applications and 90 per cent within ten working days for straightforward paper applications. In the current financial year, the DVLA has achieved 100 per cent for online applications and 99.9 per cent for paper applications.

Driving licence applications where a medical condition must be investigated can take longer to process as the DVLA is often reliant on receiving information from third parties, including medical professionals, before a licence can be issued.

The DVLA is currently experiencing an increase in the volume and complexity of driving licence applications. Unfortunately, this has led to longer waiting times for some customers. In 2024/25 the DVLA made more than 830,000 medical licensing decisions with forecasts showing that more than 925,000 medical applications and notifications will be received in 2025/26.

To keep up with growing customer demand and to offer a better service, the DVLA is updating its online service and is launching a new casework system which will deliver significant improvements to drivers with medical conditions. These enhancements, alongside the recruitment of additional staff to deal with medical applications and answer telephone calls, will deliver real improvements for customers.

The Driver and Vehicle Licensing Agency (DVLA) aims to process all applications as quickly as possible. There are no delays in applications for a provisional licence where there is no medical condition involved. The DVLA’s target for driving licence applications is to dispatch 95 per cent within three working days for straightforward online applications and 90 per cent within ten working days for straightforward paper applications. In the current financial year, the DVLA has achieved 100 per cent for online applications and 99.9 per cent for paper applications.

Driving licence applications where a medical condition must be investigated can take longer to process as the DVLA is often reliant on receiving information from third parties, including medical professionals, before a licence can be issued.

The DVLA is currently experiencing an increase in the volume and complexity of driving licence applications. Unfortunately, this has led to longer waiting times for some customers. In 2024/25 the DVLA made more than 830,000 medical licensing decisions with forecasts showing that more than 925,000 medical applications and notifications will be received in 2025/26.

To keep up with growing customer demand and to offer a better service, the DVLA is updating its online service and is launching a new casework system which will deliver significant improvements to drivers with medical conditions. These enhancements, alongside the recruitment of additional staff to deal with medical applications and answer telephone calls, will deliver real improvements for customers.