Department for Transport

As I set out in response to Question 116553, when the previous government introduced Highway Code rule H1 in 2022, they did not initiate or plan for any assessment of their introduction of the rule. Like the previous government, this government does not see the need to undertake any assessment of this common-sense rule on road safety.

The government has established Great British Energy and is committed to significantly increasing the amount of renewable energy generation in the UK by 2030.

Network Rail purchases electricity for the railway and is committed to transitioning to renewable energy for both the electricity it uses for its own operations, and the electricity to power trains. Network Rail already generates some of this electricity on the rail estate and is continuing the roll out of new renewable generation assets (primarily solar) on the estate.

The Government has committed £7.5 billion over the next decade to support industry and the public as they transition to zero emission 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 will continue to work with industry and monitor the development of the zero emission motorcycle market and the need for any further interventions on an ongoing basis.

Clear and consistent electric vehicle (EV) signage is essential to support the EV transition, ensuring drivers can confidently and safely undertake journeys. We’re modernising EV road signage so drivers can more easily find chargers.

Changes announced in July 2025 allow signing from major A-roads for charging hubs with at least 12 ultra-rapid chargepoints and the same level of facilities as existing A-road services.

We will continue to work with industry to improve EV signage. We are currently engaging with stakeholders on what further changes would be valuable for signage on motorways, major A-roads and on local roads.

Clear and consistent electric vehicle (EV) signage is essential to support the EV transition, ensuring drivers can confidently and safely undertake journeys. We’re modernising EV road signage so drivers can more easily find chargers.

Changes announced in July 2025 allow signing from major A-roads for charging hubs with at least 12 ultra-rapid chargepoints and the same level of facilities as existing A-road services.

We will continue to work with industry to improve EV signage. We are currently engaging with stakeholders on what further changes would be valuable for signage on motorways, major A-roads and on local roads.

Clear and consistent electric vehicle (EV) signage is essential to support the EV transition, ensuring drivers can confidently and safely undertake journeys. We’re modernising EV road signage so drivers can more easily find chargers.

Changes announced in July 2025 allow signing from major A-roads for charging hubs with at least 12 ultra-rapid chargepoints and the same level of facilities as existing A-road services.

We will continue to work with industry to improve EV signage. We are currently engaging with stakeholders on what further changes would be valuable for signage on motorways, major A-roads and on local roads.

The Department keeps its guidance to licensing authorities under review. The Government is legislating to increase consistency in the sector so that regardless of where a passenger travels, they can be confident the services that they use are subject to robust licensing standards.

The UK Airspace Design Service (UKADS) must follow the processes for airspace change, including environmental requirements, set by the Civil Aviation Authority (CAA) in line with the Government’s Air Navigation Directions and Air Navigation Guidance.

Any airspace change proposal must follow the CAA’s CAP1616 airspace change process. CAP1616 sets out how sponsors of airspace change, including the UKADS, must undertake comprehensive environmental assessments for airspace options which are under consideration. There are also requirements for airspace change sponsors to provide sufficient information and carry out consultation with those who may be affected by a change, before any final proposals are submitted.

A consultation on potential changes to the Air Navigation Directions and Air Navigation Guidance closed on 26 January 2026 and the outcome will be published later this year.

The Secretary of State has not had any discussions with the trade unions about the establishment of collective bargaining agreements under Great British Railways (GBR). This is a matter for rail employers to take forward as plans for GBR progress, and the trade unions will be updated on such matters through the Rail Engagement Group.

There are detailed requirements that must be satisfied before vehicles can be sold or registered in the UK. The lighting system fitted to motorcycles is included in the pre-registration assessment which requires that headlamps are approved to internationally recognised standards to ensure that they are bright enough to light the road ahead but not so bright as to dazzle other road users. Headlamp operation and aim is also routinely checked as part of the annual MoT inspection.

No recent UK assessment has been made of the effectiveness of dipped motorcycle headlamps but in response to public concerns raised about glare from vehicle headlamps an international glare prevention taskforce has been established at the United Nations Economic Commission for Europe. UK officials and vehicle manufacturers’ representatives are actively involved in the work of the group which is reviewing existing requirements and looking at potential measures to reduce the occurrence of headlamp glare.

There are detailed requirements that must be satisfied before vehicles can be sold or registered in the UK. The lighting system fitted to motorcycles is included in the pre-registration assessment which requires that headlamps are approved to internationally recognised standards to ensure that they are bright enough to light the road ahead but not so bright as to dazzle other road users. Headlamp operation and aim is also routinely checked as part of the annual MoT inspection.

No recent UK assessment has been made of the effectiveness of dipped motorcycle headlamps but in response to public concerns raised about glare from vehicle headlamps an international glare prevention taskforce has been established at the United Nations Economic Commission for Europe. UK officials and vehicle manufacturers’ representatives are actively involved in the work of the group which is reviewing existing requirements and looking at potential measures to reduce the occurrence of headlamp glare.

There are detailed requirements that must be satisfied before vehicles can be sold or registered in the UK. The lighting system fitted to motorcycles is included in the pre-registration assessment which requires that headlamps are approved to internationally recognised standards to ensure that they are bright enough to light the road ahead but not so bright as to dazzle other road users. Headlamp operation and aim is also routinely checked as part of the annual MoT inspection.

No recent UK assessment has been made of the effectiveness of dipped motorcycle headlamps but in response to public concerns raised about glare from vehicle headlamps an international glare prevention taskforce has been established at the United Nations Economic Commission for Europe. UK officials and vehicle manufacturers’ representatives are actively involved in the work of the group which is reviewing existing requirements and looking at potential measures to reduce the occurrence of headlamp glare.

Significant analysis was undertaken during the development of the Sustainable Aviation Fuel (SAF) Mandate. Government considered global production capacity and the UK’s ability to access SAF for a range of SAF conversion processes, including hydroprocessed esters and fatty acids (HEFA). To ensure the SAF Mandate reflects the latest technological and commercial developments, there is continuous monitoring of trends and impacts of the Mandate.

HEFA will play an important role in the global SAF sector, particularly in the early years of the Mandate. However, the HEFA cap is to encourage the development of new technology pathways so that meeting the SAF Mandate is not reliant on HEFA feedstocks, which are likely to become scarcer. We have carefully balanced setting the HEFA cap in a way that recognises the fact HEFA is the only currently commercially available type of SAF to mitigate against unintended consequences.

The corresponding EU SAF Mandate does not place a cap on HEFA, however, the EU’s overarching Renewable Energy Directive does place a limit on certain feedstocks that can be used across transport uses. Officials regularly engage with European counterparts and stakeholders to understand policy developments in the EU and share learnings from SAF policy.

Significant analysis was undertaken during the development of the Sustainable Aviation Fuel (SAF) Mandate. Government considered global production capacity and the UK’s ability to access SAF for a range of SAF conversion processes, including hydroprocessed esters and fatty acids (HEFA). To ensure the SAF Mandate reflects the latest technological and commercial developments, there is continuous monitoring of trends and impacts of the Mandate.

HEFA will play an important role in the global SAF sector, particularly in the early years of the Mandate. However, the HEFA cap is to encourage the development of new technology pathways so that meeting the SAF Mandate is not reliant on HEFA feedstocks, which are likely to become scarcer. We have carefully balanced setting the HEFA cap in a way that recognises the fact HEFA is the only currently commercially available type of SAF to mitigate against unintended consequences.

The corresponding EU SAF Mandate does not place a cap on HEFA, however, the EU’s overarching Renewable Energy Directive does place a limit on certain feedstocks that can be used across transport uses. Officials regularly engage with European counterparts and stakeholders to understand policy developments in the EU and share learnings from SAF policy.

Significant analysis was undertaken during the development of the Sustainable Aviation Fuel (SAF) Mandate. Government considered global production capacity and the UK’s ability to access SAF for a range of SAF conversion processes, including hydroprocessed esters and fatty acids (HEFA). To ensure the SAF Mandate reflects the latest technological and commercial developments, there is continuous monitoring of trends and impacts of the Mandate.

HEFA will play an important role in the global SAF sector, particularly in the early years of the Mandate. However, the HEFA cap is to encourage the development of new technology pathways so that meeting the SAF Mandate is not reliant on HEFA feedstocks, which are likely to become scarcer. We have carefully balanced setting the HEFA cap in a way that recognises the fact HEFA is the only currently commercially available type of SAF to mitigate against unintended consequences.

The corresponding EU SAF Mandate does not place a cap on HEFA, however, the EU’s overarching Renewable Energy Directive does place a limit on certain feedstocks that can be used across transport uses. Officials regularly engage with European counterparts and stakeholders to understand policy developments in the EU and share learnings from SAF policy.

Significant analysis was undertaken during the development of the Sustainable Aviation Fuel (SAF) Mandate. Government considered global production capacity and the UK’s ability to access SAF for a range of SAF conversion processes, including hydroprocessed esters and fatty acids (HEFA). To ensure the SAF Mandate reflects the latest technological and commercial developments, there is continuous monitoring of trends and impacts of the Mandate.

HEFA will play an important role in the global SAF sector, particularly in the early years of the Mandate. However, the HEFA cap is to encourage the development of new technology pathways so that meeting the SAF Mandate is not reliant on HEFA feedstocks, which are likely to become scarcer. We have carefully balanced setting the HEFA cap in a way that recognises the fact HEFA is the only currently commercially available type of SAF to mitigate against unintended consequences.

The corresponding EU SAF Mandate does not place a cap on HEFA, however, the EU’s overarching Renewable Energy Directive does place a limit on certain feedstocks that can be used across transport uses. Officials regularly engage with European counterparts and stakeholders to understand policy developments in the EU and share learnings from SAF policy.

Significant analysis was undertaken during the development of the Sustainable Aviation Fuel (SAF) Mandate. Government considered global production capacity and the UK’s ability to access SAF for a range of SAF conversion processes, including hydroprocessed esters and fatty acids (HEFA). To ensure the SAF Mandate reflects the latest technological and commercial developments, there is continuous monitoring of trends and impacts of the Mandate.

HEFA will play an important role in the global SAF sector, particularly in the early years of the Mandate. However, the HEFA cap is to encourage the development of new technology pathways so that meeting the SAF Mandate is not reliant on HEFA feedstocks, which are likely to become scarcer. We have carefully balanced setting the HEFA cap in a way that recognises the fact HEFA is the only currently commercially available type of SAF to mitigate against unintended consequences.

The corresponding EU SAF Mandate does not place a cap on HEFA, however, the EU’s overarching Renewable Energy Directive does place a limit on certain feedstocks that can be used across transport uses. Officials regularly engage with European counterparts and stakeholders to understand policy developments in the EU and share learnings from SAF policy.

Approved Halogen, Xenon and LED light sources have been permitted in road vehicle headlamps for many years; no UK specific assessment has been made of their effect on drivers' safety and visibility for vulnerable road users. Nevertheless, international regulations require more powerful headlamps to be fitted with an automatic washing system to reduce the risk of light being misdirected by dirt on the lens, and with an automatic levelling systems to allow the correction of headlamp aim when the vehicle is loaded.

We know headlamp glare is a real frustration for many drivers and is even discouraging some from driving at night and in the recent Road Safety Strategy we have committed to carrying out further focused research in this area. In advance of the next phase of work we are engaging with the College of Optometrists to better understand the issues and experiences their patients are raising with them.

Approved Halogen, Xenon and LED light sources have been permitted in road vehicle headlamps for many years; no UK specific assessment has been made of their effect on drivers' safety and visibility for vulnerable road users. Nevertheless, international regulations require more powerful headlamps to be fitted with an automatic washing system to reduce the risk of light being misdirected by dirt on the lens, and with an automatic levelling systems to allow the correction of headlamp aim when the vehicle is loaded.

We know headlamp glare is a real frustration for many drivers and is even discouraging some from driving at night and in the recent Road Safety Strategy we have committed to carrying out further focused research in this area. In advance of the next phase of work we are engaging with the College of Optometrists to better understand the issues and experiences their patients are raising with them.

The Department does not hold information on the proportion of tickets sold at these price points.

The Department receives legal advice from the Government Legal Department under an agreed annual fee for legal services provided across the Department, rather than on a matter-by-matter basis. Where external legal advice has been required in relation to Heathrow Airport expansion, the Department has met these costs in line with standard procurement and legal spending processes.

Rail enhancement investment in Wales is detailed below. UKG Enhancements comprise funding from the Rail Network Enhancements Pipeline and the Levelling Up Fund.

The Funding and Outputs Agreement (2018), between the Secretary of State and Welsh Ministers, committed the UK Government to contribute £125m in 2014 prices to the costs of the Core Valley Lines infrastructure enhancement scheme. An agreed inflated figure of £141.25 million was implemented as a budget transfer to the Welsh Government in financial year 2020/21.

UKG Enhancement spend for 2023/24 comprised £19 million from RNEP and £2 million from LUF.

UKG Enhancement spend for 2024/25 comprised £30.5 million from RNEP and £1.5 million from LUF.

Freezing regulated fares is a fully funded policy that will save commuters hundreds of pounds on season tickets and put more money in working people’s pockets. This forms part of the Government’s wider commitment to transform and improve our railways.

All projects in UK SHORE competitions winners are required to provide match-funding from industry, which guarantees sector support and investment. We anticipate the two new competitions will progress innovation even further and attract additional private investment, having a positive impact on future greenhouse gas emissions and interim emissions reductions targets as set out in the Maritime Decarbonisation Strategy. The level of emissions savings and investment will be assessed as part of the project bidding process.

All projects in UK SHORE competitions winners are required to provide match-funding from industry, which guarantees sector support and investment. We anticipate the two new competitions will progress innovation even further and attract additional private investment, having a positive impact on future greenhouse gas emissions and interim emissions reductions targets as set out in the Maritime Decarbonisation Strategy. The level of emissions savings and investment will be assessed as part of the project bidding process.

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

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.