Department for Transport

The DVLA does not routinely collect data on the prevalence of different physical plate types fitted to vehicles.

The Department for Transport is reviewing motoring offences and is consulting on introducing penalty points and vehicle seizure for being in charge of a vehicle with an incorrect/altered/false number plate and will consider whether legislative changes are needed to strengthen DVLA’s regulatory and enforcement powers. The DVLA works with police forces and the National Police Chiefs’ Council on enforcement activity to tackle the criminal use of non-compliant number plates.

The Government keeps the legislative framework for registration plates under review, including whether further measures are needed. It is already an offence to display a registration mark that does not comply with the Road Vehicles (Display of Registration Marks) Regulations 2001.

The DVLA is considering options to strengthen and audit the Register of Number Plate Suppliers. DVLA enforcement officers work with the police and Trading Standards on compliance activity and investigations. Officials engage regularly with DVLA and policing partners, including police forces and the National Police Chiefs’ Council, on the prevalence and enforcement of non-compliant plates, including show plates.

As stated in the Road Safety Strategy, the Government has made a commitment to pursue legislative reform for micromobility vehicles when parliamentary time allows.

We understand the importance of now providing a clear legislative timeline and we are working with colleagues across government to deliver this. We will provide an update when a timeline has been agreed.

Like other road users, cyclists are required to comply with road traffic law in the interest of their own safety and that of other road users. Cycling on the pavement and on footpaths is an offence under Section 72 of the Highway Act 1835, other than in designated areas such as on bridleways and shared use routes.

Rule 64 of The Highway Code states that you must not cycle on a pavement.

As set out in the Road Safety Strategy published on 7 January, more work is needed to raise overall awareness of the Highway Code. We are considering options in this area, and further details will be shared in due course.

The Department for Transport has had no such discussions with Holyhead Port Authorities; however, we understand that the closure was the result of a technical issue with a vessel, which blocked a key berth and prevented other vessels from operating. As transport in Wales is devolved, it is for the Welsh Government to decide what steps may be necessary. In 2025 the Welsh Government established the Irish Sea Resilience Taskforce, and the Department for Transport continues to engage with and support the taskforce’s work alongside the port to strengthen resilience and operational readiness.

We are currently reviewing the Airports National Policy Statement (ANPS) and plan to consult on a revised ANPS in July 2026. The Department also plans to publish updated aviation passenger forecasts alongside the consultation. These forecasts will take account of the potential impact of the building of a third runway at Heathrow on flights from non-London airports. As part of the review of the ANPS, the Department is also considering domestic connectivity from Heathrow.

Construction enabling works for the Lower Thames Crossing have now begun on both sides of the River Thames. Ground works are underway to create haul roads and site compounds. Site compounds are under construction and utility works have commenced with connections to these. Ecological and archaeological works are also ongoing, as are extensive pre-construction surveys.

The project continues to progress through the required assurance and governance processes. The next iteration of the business case will be developed ahead of seeking private sector investment.

The project follows the standard Five Case Business Case model used for government projects. Funding decisions continue to undergo rigorous scrutiny and appraisal in line with Department for Transport standards and HM Treasury Green Book principles. The economic dimension of the business case will keep assessing Value for Money alongside the other four dimensions.

I met with the car sharing sector in November to discuss challenges, opportunities, and how the Government can help create a supportive environment for car sharing services for people across the UK. As part of this, I heard about the barriers facing different kinds of car sharing services, including peer-to-peer services. My Department is actively considering the experiences shared by stakeholders along with the wider evidence base to develop appropriate measures to support the sector.

The Driver and Vehicle Standards Agency’s (DVSA) main priority is upholding road safety standards while it works hard to reduce car practical driving test waiting times. The agency is intensifying its efforts to reduce waiting times, including in Wales, and improve access to driving tests that will break down barriers to opportunity as part of the government’s Plan for Change.

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

Following a recent recruitment campaign, one new entrant driving examiner has recently started in Monmouth and is currently undertaking training.

Eight new entrant driving examiners are scheduled to start training in May and June. Following successful completion of training, one will be joining Abergavenny test centre, two for Merthyr Tydfil, two for Newport, two for Swansea and one will be joining Llanelli test centre.

A further eight offers of employment have been made, which are still in pre-employment checks, for Cardiff, Newport, Bridgend, Swansea, Llanelli and Carmarthen test centre.

National Highways is responsible for setting pay awards that are both affordable and aligned within its overall RIS3 budget. During 2022, the organisation awarded a larger pay deal compared to the core Civil Service and as such took the decision to not offer the £1500 non-consolidated payment.

The Government is committed to supporting the long-term strength and competitiveness of our bus manufacturing sector. In March 2025, the Minister for Roads and Buses launched the UK Bus Manufacturing Expert Panel, bringing together industry experts and local leaders to ensure the UK remains a leader in bus manufacturing. A key objective of the panel is to develop a pipeline of future bus orders to give better planning certainty to the sector and UK-based manufacturers. This pipeline has been published at: 10-year zero emission bus order pipeline - GOV.UK.

Separately, on 12 March 26, my Department announced an additional £73.2 million of funding for 484 zero emission buses through the Zero Emission Bus Regional Area Programme (ZEBRA) for which UK manufacturers have already won the majority of orders for the 2,500 buses delivered so far.

We are also providing further opportunities for UK manufacturers with the £15.6 billion of funding available over five years to improve local transport across some of the biggest city regions, giving local leaders the ability to allocate funding to upgrade and decarbonise their fleets.

The driver licensing framework in Great Britain is designed to be balanced and proportionate. Drivers of all ages are legally required to notify the Driver and Vehicle Licensing Agency (DVLA) if they develop a medical condition, or if an existing condition worsens, that may affect their ability to drive.

Driving licences expire at the age of 70 and must be renewed every three years thereafter. This renewal process provides a regular opportunity for older drivers to consider their health and fitness to drive, recognising that health and vision may deteriorate with age.

All drivers are responsible for ensuring that they meet the statutory eyesight standards, including the use of corrective lenses where required. Where a driver declares a medical condition that may affect vision, the DVLA may require a vision assessment, which can be accessed for free at Specsavers. These examinations are conducted in accordance with DVLA specifications to determine whether the legal visual standards are met. Drivers can submit the results of an eyesight test done by another optician as long as it includes an ‘Esterman visual test’.

Depending on the outcome of the assessment and the information provided, a driver may retain their licence, be issued with a time-limited licence subject to ongoing review, or where an individual does not meet the required standards, their driving licence will be revoked or their application refused.

Further information on the eyesight standards for driving is available on the GOV.UK website at: https://www.gov.uk/driving-eyesight-rules. The Department for Transport is currently consulting on proposals to introduce mandatory eyesight testing for drivers aged 70 and over. Further details are available at: https://www.gov.uk/government/publications/road-safety-strategy and https://www.gov.uk/government/consultations/introducing-mandatory-eyesight-testing-for-older-drivers.

The DVLA is currently experiencing an increase in both the volume and complexity of driving licence applications from people with one or more medical conditions. 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.

Three workshops were held on the floating bus stop guidance, one in-person (17 November 2025) and two online (18 and 24 November 2025). All three workshops were facilitated by Transport for All and attended by officials from the Department and ATE. They consisted of facilitated discussions about the draft guidance.

The groups attending and representing the interests of disabled people were Guide Dogs, Mencap, Motability Foundation, Transport for All and Wheels for Wellbeing. Age UK represented issues affecting older people, including mobility and accessibility. Seventeen disabled people with lived experience attended, representing eight different impairment types and using 12 types of mobility aids. Other groups represented included the All-Party Parliamentary Group on Cycling and Walking, Bikeability Trust, Campaign for Better Transport, Confederation of Passenger Transport, Cycling UK, Parliamentary Advisory Council for Transport Safety, Policy Connect, and Walk Wheel Cycle Trust.

Officials from the department held meetings online to discuss the guidance with representatives from the Disabled Persons Transport Advisory Committee (DPTAC) on 9 June 2025 and 19 January 2026, with Guide Dogs on 17 October 2025, and with Living Streets on 22 October 2025.

All of the above organisations and the Royal National Institute of Blind People, were asked to comment on the draft guidance, circulated via email, from 26 November to 2 December 2025. The department and ATE also sought feedback from the Urban Transport Group, Transport for London, and ATE’s Technical Oversight and Advisory Group.

A full list of those involved in the consultation process is included in the guidance: www.gov.uk/government/publications/floating-bus-stops-provision-and-design/floating-bus-stops-provision-and-design#consultation-requirements.

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

Three workshops were held on the floating bus stop guidance, facilitated by Transport for All (TfA). The participants included organisations representing disabled people and TfA members with lived experience of disability. The department also circulated the draft guidance for comment to a range of groups from 26 November to 2 December 2025. A list of those involved is included in the guidance at https://www.gov.uk/government/publications/floating-bus-stops-provision-and-design

A range of comments and representations were received from seven organisations representing the needs of disabled people. For example these included the need for consistent design approaches; the need to prioritise accessibility; the role of behaviour change and enforcement alongside design; concerns about shared-use bus boarders; and many comments on detailed design points.

This information was used to inform the final version of the guidance which was cleared through my office in the usual way.

Current National Highways data (up to 28 February 2026) shows that there are 1,418 sub-catchments containing locations that have a high-flood risk (out of a total of 10,873 sub-catchments along the Strategic Road Network).

Catchments are defined as a group of all the drainage systems and the adjacent land they drain between two geographical high points of the Strategic Road Network. Catchments are typically further divided into sub-catchments, such as one for each carriageway direction or junction.

National Highways operates a comprehensive road inspection and maintenance programme. Drainage assets are inspected and maintained in line with the Design Manual for Roads and Bridges. Where flooding hotspots are identified, inspections are carried out more frequently, and improvements are considered.

The third Road Investment Strategy (RIS3) is due to be published later in March. It will confirm the funding and objectives for National Highways’ investment in the strategic road network over the five-year period from 2026/27 to 2030/31.

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.