Department for Transport

As more train operators are brought into public ownership through the Department for Transport Operator and the establishment of Great British Railways, we must continue to ensure that passengers and taxpayers receive a fair deal. Since the pandemic, the level of taxpayer subsidy provided to the railway industry has increased from under a quarter of total income in 2018/19 to almost half in 2023/24. Our goal is to balance affordability for both passengers and taxpayers, while ensuring the railway’s long-term financial sustainability.

Three train operating companies have transferred into public ownership since July 2024, South Western Railway, c2c and Greater Anglia. The leasing arrangements for both c2c and Greater Anglia were novated on their existing terms and it is the intention to transfer the remaining operators from the private to public sector on existing lease terms. The annual cost of rolling stock to operators is published on an annual basis by the Office for Rail and Road.

All Department for Transport contracted operators offer some form of group discount, with some offering substantial savings for groups of 10 or more people. Additionally, many train operators participate in the GroupSave offer, for groups of three to nine people travelling together. As more train operators are taken into public ownership through the Department for Transport Operator and into the establishment of Great British Railways, it will have the opportunity to provide a more consistent passenger offer across the network.

Great British Railways (GBR) will work in partnership with Mayoral Strategic Authorities (MSAs) and their transport agencies to ensure local priorities are reflected in rail planning and delivery. These partnerships will enable closer integration with local transport networks while balancing local influence with GBR’s responsibility for the wider regional and national network.

GBR will also maintain and strengthen collaborative arrangements with Transport for London (TfL), recognising its role in operating London Overground and Elizabeth Line services on the national network and supporting seamless journeys across modes.

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.

While it would not be appropriate to pre-empt the outcome of the ANPS review at this stage, I can say 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.

As the Government has announced, Transport Focus will be strengthened to become the Passenger Watchdog. It will continue its operations throughout the transition period and can start building up its capability shortly after the Railways Bill receives Royal Assent. We expect the watchdog will be fully established with all of its new powers within 12 months of this.

"Traffic Advisory Leaflet 01/13: Reducing Sign Clutter", has been withdrawn and superseded by the updated Chapter 1 of the Traffic Signs Manual, published in 2018. Section 2.3 provides guidance on reducing sign clutter.

International rail and sail through-ticketing that includes rail and ferry services is a matter for the train operators and ferry operators. Under Great British Railways (GBR) there will be a less fragmented system and GBR will want to consider future ticketing decisions.

We are overhauling the fares and ticketing system to make it easier for passengers to trust that they are buying the right ticket and getting the best fare, and the move to Great British Railways will also help ensure passengers get a more consistent offer across the network.

We are already making positive changes, including through expanding ticketing innovations such as Pay as You Go across the South East, working with Transport for West Midlands and Transport for Greater Manchester on contactless Pay as You Go pilots in Manchester and the West Midlands, and delivering Digital Pay as You Go trials in the North and East Midlands. For most passengers this brings with it a best price promise on the day of travel. We have also supported London North Eastern Railway to trial easier to understand fares on some long-distance routes, allowing passengers to benefit from increased flexibility at lower prices than before.

On 22 October the Government formally commenced the review of the Airports National Policy Statement (ANPS), which provides the primary basis for decision-making on whether to grant development consent for a new runway at Heathrow. The review will reflect important changes in legislation, policy, and data and set the four tests that any proposed scheme must meet on economic growth, climate, air quality and noise.

As part of the review, the Government will develop analysis on the economic and environmental impacts of expansion at Heathrow, which will inform the four tests. We expect to publish any revisions to the ANPS for consultation by summer 2026, together with supporting assessments.

The below table sets out holding responses issued by National Highways in England, and the Yorkshire and North East (YNE) operational region (the smallest for which data is available) in each of the last five financial years.

The increase between pre and post March 2023 is a result of the change in how NH records and monitors its data.

National Highways currently has four planning applications on holding recommendations relating specifically to Moor Farm Junction on the A19.

GBR will be required to have a performance and incentives scheme that covers planned and unplanned disruption to protect all users operating services on the network.

The new framework will allow GBR to strategically plan the best use of the network.  This will include working with operators like freight and open access to identify services vital to growing the economy. GBR will be required to design and consult on its access and use policy which will include how it will take capacity allocation, access and charging decisions. The ORR will be a statutory consultee on GBR’s access and use policies, able to hold GBR to account, ensuring decisions are fair and consistent with its duties, and through its new and robust appeals function will be able to hold GBR to account, ensuring decisions are fair and consistent with its duties. The ORR will be able apply remedies including to direct GBR to change a decision or substitute a GBR decision with its own.

To date the Secretary of State has not had any meetings with Yutong on the supply of buses and batteries to the UK.

The information on the number of Yutong electric buses operating in the UK is already published as part of the vehicle licensing statistics.

The Department does not hold data on whether batteries manufactured by Yutong are supplied separately to bus companies operating in the UK.

GBR will be required to have a performance and incentives scheme that covers planned and unplanned disruption to protect all users operating services on the network.

The Government will outline its position on this Bill during the scheduled second reading.

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.

As part of the consideration of potential improvements to Moor Farm junction, analysis underpinning value for money assessments will look at the value of delays to road freight, with Transport Analysis Guidance being updated to reflect the latest position on this in due course.

As part of the consideration of potential improvements to Moor Farm junction, analysis underpinning value for money assessments will look at the value of delays to road freight, with Transport Analysis Guidance being updated to reflect the latest position on this in due course.

The Impact Assessment presents an estimate of the set-up costs for Great British Railways and the Passenger Watchdog of approximately £200-400 million, with total transitional costs representing around 1-2% of the annual operational costs for DfT contracted operators and Network Rail combined. This investment will set GBR up on the right footing to achieve benefits for users and realise financial efficiencies once fully established.

This builds on our continuing programme to bring all currently franchised services into public ownership. This will save the taxpayer up to £150 million a year in fees that would otherwise have been paid to private operators.

This Government is committed to meeting our obligations under the Windsor Framework relating to the approval of vehicles for the market in Northern Ireland, and to ensuring that dealers and consumers in NI are not restricted in their choice of vehicles.

Since the requirements for vehicle approval in Great Britain are derived from the EU's it makes sense to consider amendments made by the EU favourably. This government closely monitors those amendments and takes an explicit presumption in favour of alignment with them.

Under the 1993 Railways Act, the Department is required to publish and consult on a draft licence, and this will not change with the Railways Bill. We intend to consult on the draft GBR licence during the Bill Passage. This will give interested parties the opportunity to share their views on the proposed contents. Further details will be made available in due course.

The previous Government paused works between Delta Junction and Handsacre Junction in March 2023. HS2 Ltd provided an estimate at the time in 2023 that the cost of demobilisation of these works was c.£35m (2019 prices). Further deferral will not incur demobilisation costs as the work has already been demobilised.

Any additional costs are being considered as part of Mark Wild’s comprehensive review of HS2. As part of his reset work, he will advise on a revised cost estimate and schedule for HS2, including the scope between Delta Junction and Handsacre Junction.

The Department has regular meetings with Mayor Richard Parker and his officials, with discussions covering a range of transport issues.

My officials are in regular contact with West Midlands Combined Authority about the continuing design work for Aldridge, which is forecast to complete next year.

The Department publishes statistics on concessionary travel in England in the Concessionary Travel Statistics release, which are based on survey data collected from Travel Concession Authorities (TCAs). Concessionary travel relates to when eligible people travel on reduced (or free) fares.

The latest concessionary travel statistics, including figures on concessionary bus passenger journeys in England for the year ending March 2019 to the year ending March 2024 for older and disabled people are provided in the table below:

More information can be found in the Department’s Concessionary Travel Statistics release, which is available on GOV.UK: https://www.gov.uk/government/statistics/concessionary-travel-statistics-year-ending-march-2024

The Department does not currently hold data separately for elderly and disabled concessionary passenger journeys.

Data for the year ending March 2025 is not currently available but is scheduled for publication on GOV.UK on 26 November 2025.

The Department publishes statistics on concessionary travel in England in the Concessionary Travel Statistics release, which are based on survey data collected from Travel Concession Authorities (TCAs). Concessionary travel relates to when eligible people travel on reduced (or free) fares.

The latest concessionary travel statistics, including figures on concessionary bus passenger journeys in England for the year ending March 2019 to the year ending March 2024 for older and disabled people are provided in the table below:

More information can be found in the Department’s Concessionary Travel Statistics release, which is available on GOV.UK: https://www.gov.uk/government/statistics/concessionary-travel-statistics-year-ending-march-2024

The Department does not currently hold data separately for elderly and disabled concessionary passenger journeys.

Data for the year ending March 2025 is not currently available but is scheduled for publication on GOV.UK on 26 November 2025.

The Department publishes statistics on concessionary travel in England in the Concessionary Travel Statistics release, which are based on survey data collected from Travel Concession Authorities (TCAs). Concessionary travel relates to when eligible people travel on reduced (or free) fares.

The latest concessionary travel statistics, including figures on concessionary bus passenger journeys in England for the year ending March 2019 to the year ending March 2024 for older and disabled people are provided in the table below:

More information can be found in the Department’s Concessionary Travel Statistics release, which is available on GOV.UK: https://www.gov.uk/government/statistics/concessionary-travel-statistics-year-ending-march-2024

The Department does not currently hold data separately for elderly and disabled concessionary passenger journeys.

Data for the year ending March 2025 is not currently available but is scheduled for publication on GOV.UK on 26 November 2025.

The powered mobility device review is already underway, and we intend to consult with the public before the end of the year, to ensure regulations are designed with, not for, disabled people. The consultation will also gather views on the Department’s proposed objectives for the review. We will work with a wide range of stakeholders once the consultation is published to ensure it reaches everyone who would like to contribute.

The latest evidence on the effect of the Elizabeth Line on housing growth and access to employment can be found in the 2024 and 2025 post-opening evaluation reports. Both reports can be found on the Transport for London website.

In summary, the evaluation evidence finds that the Elizabeth Line has had positive impact on both employment growth and housing growth, although the impacts have not been uniform across all areas. The evaluation finds that between 2015 and 2023, employment growth around Elizabeth line stations consistently outperformed the total London average (25% growth around Elizabeth line stations compared to 14% in London). The growth in jobs and connectivity has been accompanied by a surge in housebuilding. 71,000 new homes have been delivered around Elizabeth line stations since 2015. By 2024, the residential property stock around inner London Elizabeth line stations increased by 19% compared to 10% for all inner London.

No post-opening evaluation of Worcestershire Parkway Station has as yet been carried out. However, the measured impact on housing and access to employment of the station are assessed as:

• Housing: Strategic growth area planned for up to 10,000 homes and a new town centre; initial phase aims for 5,000 dwellings and 50 hectares of employment land by 2041.

• Employment: Mixed-use development includes logistics and office space; Midlands Rail Hub proposals could add 140 weekly services, expanding access to jobs in Birmingham, Cardiff, and beyond.

The forecast effects and latest measured effects of the Elizabeth Line are set out in two post-opening evaluation reports published in 2024 and 2025. Both reports can be found on the Transport for London website.

In summary, the evaluation evidence finds that the Elizabeth Line has had positive impact on both employment growth and housing growth, although the impacts have not been uniform across all areas. The evaluation finds that between 2015 and 2023, employment growth around Elizabeth line stations consistently outperformed the total London average (25% growth around Elizabeth line stations compared to 14% in London). The growth in jobs and connectivity has been accompanied by a surge in housebuilding. 71,000 new homes have been delivered around Elizabeth line stations since 2015. By 2024, the residential property stock around inner London Elizabeth line stations increased by 19% compared to 10% for all inner London.

The forecast effects of the opening of the Worcestershire Parkway Station were expected to be: (i) reducing road congestion and road vehicle carbon emissions by reducing road vehicle usage; (ii) address Worcestershire's poor accessibility to and from London arising from the limited frequency and length of journey time of North Cotswold Line services; (iii) transform access to the rail network for Worcestershire passengers; and (iv) tackle Worcestershire's exclusion from the Cross Country network (Bristol-Birmingham-North West/North East).

No post-opening evaluation of Worcestershire Parkway Station has as yet been carried out. However, latest measured impacts of the station are assessed as:

• Passenger numbers: Over 2 million journeys in five years, far exceeding forecasts.

• Carbon impact: Achieved carbon neutrality within five years; saves ~1.8 million kgCO₂e annually.

• Economic and transport role: Significant modal shift to rail, reducing congestion and supporting sustainable travel; demand strong enough to trigger plans for car park expansion and service enhancements.

In line with the Department for Transport’s Transport Analysis Guidance (TAG) Unit A1.3, User and Provider Impacts, costs to existing transport users due to the construction of a road investment scheme are recorded in the appraisal. The impact of delays during construction and maintenance are estimated using the same transport models used to predict the overall traffic effects of the scheme. Bespoke software packages, as described in TAG, are used to value the delays to transport users using standard economic parameters.

The Transport Economic Efficiency (TEE) table, produced for all road investment schemes, allows for the user delays during construction and maintenance to be recorded alongside the travel time benefits of the road investment scheme, to ensure that the economic appraisal accounts for both the benefits and disbenefits for users of the road investment scheme.

The Department for Transport is not actively exploring this proposal for the Sutton Park freight line, but local authorities, such as West Midlands Combined Authority, are free to develop local proposals for investment using their own devolved transport funding.

Midlands Rail Hub supports economic and housing growth in the region by creating capacity for more trains in central Birmingham. The additional capacity will support improved reliability of services running through New Street station, including trains that use the West Coast Main Line and will also mean more services from Worcester, South Wales and the South West.

The West Midlands Combined Authority and West Midlands Rail Executive are closely involved in the development, design and delivery of Midlands Rail Hub.

The Government recognises that the economic and environmental potential of rail freight is significant and is committed to the target of at least a 75% increase in freight moved by rail by 2050. The recently published draft Railways Bill sets out a duty on the Secretary of State to set a growth target and for GBR to have regard to it.

The Secretary of State is currently considering whether to set interim targets for 2040 and what those targets will be.

In addition, Network Rail has the target of a 7.5% increase in rail freight growth by the end of March 2029.

The Department for Transport's support for the 14 contracted operators and Network Rail was £9.60 per passenger journey in 2023/24 and £8.47 in 2024/25.  It is currently estimated that this will steadily decrease to circa £7.40 in 2028/29, primarily driven by a declining rail passenger services subsidy as passenger ridership and revenue continue to recover post COVID-19 and efficiencies and savings are made through public ownership.

The Public Service Vehicles Accessibility Regulations 2000 (PSVAR) set minimum accessibility standards for physical features on buses and coaches designed to carry over twenty-two passengers and used on local or scheduled services. Introduced to help disabled people, including children and young people to travel safely and in reasonable comfort, the Regulations have applied to certain home-to-school (HTS) services for 25 years. In recognition of the shortfall of compliant vehicles and to enable essential services to keep operating, including HTS where spare capacity is sold, the Department has offered medium-term exemptions. These exemptions are due to expire on 31 July 2026.

In 2023 the previous Government began a review of PSVAR, including inviting feedback from local authority commissioners, providers and users of transport services, through a Call for Evidence, with a view to understanding the extent to which the Regulations remained appropriate and continued to serve disabled passengers. We continue to consider the Review findings and potential future action, and we will announce any next steps on PSVAR in due course.

As set out in my response to Question 85923, underspent specific budgets are reallocated to other priorities within DfT where possible. Any departmental underspend at the end of the financial year is returned to HMT.

Under the terms of the Lorry Parking and Driver Welfare Matched Funding Grant Scheme there is no provision for returned funding from operators. The Department issues payment for the monies operators claim only once the Department has reviewed appropriate evidence of the completed stages of works.

Ministers and Department officials have met with Guide Dogs and other relevant charities earlier this year to discuss pavement parking. The Department has been considering all the views expressed in response to the 2020 pavement parking consultation and is currently working through the policy options and the appropriate means of delivering them. We will announce the next steps and publish our formal response soon.

Driver visibility is an important safety consideration at the MOT, with the tester required to check the driver’s field of vision for obstructions. This includes inspecting the windscreen and front side windows for excessive tinting and discolouration. The MOT tester will fail the vehicle if the windscreen or window are excessively tinted and visibility through the swept area of the windscreen, or of an obligatory external mirror, is seriously affected.

This approach aligns with legal light transmission levels that are intended to ensure the driver has good visibility of the road for safety purposes.

The department has not had any discussions with gig economy operators about trends in the level of people working as delivery drivers through their platforms without appropriate driving licences, or steps being taken to prevent such practices. Drivers must hold a full licence to work as a delivery driver. Motorcyclists must hold a valid provisional licence to work as a delivery rider.

Employers have a duty to manage the risks of their work activities, including where driving for work is required. Employees and self-employed workers have a responsibility to drive appropriately and comply with relevant laws.

The department with the Health and Safety Executive updated joint guidance called ‘Driving and riding safely for work’ in September 2021 that sets out those obligations. In December 2024, Minister Simon Lightwood MP wrote to the Chief Executives of the largest food delivery companies to remind them of the importance the Government places on the safety of food delivery riders and other road users, and of their responsibilities and obligations towards them. It is essential that delivery drivers and riders follow The Highway Code.

The department has not made an assessment about people engaged in delivery work without valid documentation on road safety, or about the merits of increasing regulation of people driving delivery and courier vehicles for any reason. We are considering plans to review the training, testing, and licensing requirements for motorcycles. Enforcement of the law is a matter for the police who will decide, on the evidence of each individual case, whether an offence has been committed and the appropriate action to take.

The Road Safety Strategy is under development and will include a broad range of policies. More details will be set out in due course.

The department has not had any discussions with gig economy operators about trends in the level of people working as delivery drivers through their platforms without appropriate driving licences, or steps being taken to prevent such practices. Drivers must hold a full licence to work as a delivery driver. Motorcyclists must hold a valid provisional licence to work as a delivery rider.

Employers have a duty to manage the risks of their work activities, including where driving for work is required. Employees and self-employed workers have a responsibility to drive appropriately and comply with relevant laws.

The department with the Health and Safety Executive updated joint guidance called ‘Driving and riding safely for work’ in September 2021 that sets out those obligations. In December 2024, Minister Simon Lightwood MP wrote to the Chief Executives of the largest food delivery companies to remind them of the importance the Government places on the safety of food delivery riders and other road users, and of their responsibilities and obligations towards them. It is essential that delivery drivers and riders follow The Highway Code.

The department has not made an assessment about people engaged in delivery work without valid documentation on road safety, or about the merits of increasing regulation of people driving delivery and courier vehicles for any reason. We are considering plans to review the training, testing, and licensing requirements for motorcycles. Enforcement of the law is a matter for the police who will decide, on the evidence of each individual case, whether an offence has been committed and the appropriate action to take.

The Road Safety Strategy is under development and will include a broad range of policies. More details will be set out in due course.

The department has not had any discussions with gig economy operators about trends in the level of people working as delivery drivers through their platforms without appropriate driving licences, or steps being taken to prevent such practices. Drivers must hold a full licence to work as a delivery driver. Motorcyclists must hold a valid provisional licence to work as a delivery rider.

Employers have a duty to manage the risks of their work activities, including where driving for work is required. Employees and self-employed workers have a responsibility to drive appropriately and comply with relevant laws.

The department with the Health and Safety Executive updated joint guidance called ‘Driving and riding safely for work’ in September 2021 that sets out those obligations. In December 2024, Minister Simon Lightwood MP wrote to the Chief Executives of the largest food delivery companies to remind them of the importance the Government places on the safety of food delivery riders and other road users, and of their responsibilities and obligations towards them. It is essential that delivery drivers and riders follow The Highway Code.

The department has not made an assessment about people engaged in delivery work without valid documentation on road safety, or about the merits of increasing regulation of people driving delivery and courier vehicles for any reason. We are considering plans to review the training, testing, and licensing requirements for motorcycles. Enforcement of the law is a matter for the police who will decide, on the evidence of each individual case, whether an offence has been committed and the appropriate action to take.

The Road Safety Strategy is under development and will include a broad range of policies. More details will be set out in due course.