Department for Transport

Since 2021, UK nationals (including hauliers and coach drivers) have been bound to a limit of 90 days in any 180-day period (90/180 limit) for work and leisure journeys in the Schengen area. This limit is consistent with the approach taken by the EU to nationals of other third countries.

The 90/180 limit is a fundamental part of the EU’s conditions of entry for third country nationals to its territory, including for visa-free travel for short-term visits. As such, it is not UK Government policy. Any amendments and exemptions to these rules are the responsibility of the EU and Member States. There have been no recent discussions with the EU on the potential impact of the 90/180 limit on UK professional drivers.

The Department for Transport is undertaking research to improve understanding of the effects of the 90/180 limit on the international operations of GB-based HGV and coach businesses that hold standard international operator licences. The data is currently being processed, and the study’s findings will be published in due course.

In Great Britain, 17 to 24-year-olds remain one of the highest fatality risk groups, especially young men, both as car drivers and passengers. While drivers aged 17 to 24 represent a high proportion of collisions in Great Britain older car drivers are more likely to be killed or seriously injured per licence held, at least in part due to their frailty.

We know we need to get the balance right for our younger and older drivers, to support young people’s access to work, education, and social activities. and to ensure that older people can actively participate in society and retain their independence, while also keeping both younger and older drivers safe on the roads.

That is why, as part of the Road Safety Strategy, we launched consultations on the 7 January 2025 on introducing a minimum learning period for learner drivers and introducing mandatory eyesight testing for older drivers.

Government policies are developed with due regard to protected characteristics as outlined by law. To ensure this an Equalities Impact Assessment (EIA) will be carried out in line with PSED throughout the policy development process. As part of the EIA, the impact of policy options on people with protected characteristics will be considered proportionately and appropriate measures will be taken where a negative impact of policy is identified.

In Great Britain, 17 to 24-year-olds remain one of the highest fatality risk groups, especially young men, both as car drivers and passengers. While drivers aged 17 to 24 represent a high proportion of collisions in Great Britain older car drivers are more likely to be killed or seriously injured per licence held, at least in part due to their frailty.

We know we need to get the balance right for our younger and older drivers, to support young people’s access to work, education, and social activities. and to ensure that older people can actively participate in society and retain their independence, while also keeping both younger and older drivers safe on the roads.

That is why, as part of the Road Safety Strategy, we launched consultations on the 7 January 2025 on introducing a minimum learning period for learner drivers and introducing mandatory eyesight testing for older drivers.

Government policies are developed with due regard to protected characteristics as outlined by law. To ensure this an Equalities Impact Assessment (EIA) will be carried out in line with PSED throughout the policy development process. As part of the EIA, the impact of policy options on people with protected characteristics will be considered proportionately and appropriate measures will be taken where a negative impact of policy is identified.

New pick-up trucks are subject to approval against rigorous performance-based standards. These standards are developed by the UK and our international partners to ensure vehicles are safe to use on the road and protect occupants and other road users, including pedestrians, in the event of a collision.

There are currently no plans to introduce increased safety standards for US style pick-up trucks or to introduce measures to limit the number of US style pick-up trucks in urban areas. In the Road Safety Strategy, published on 7 January, the government has committed to collaborating with stakeholders and vehicle manufacturers to further understand safety concerns regarding increasing vehicle size.

The Office of Rail and Road is the independent economic and safety regulator for Britain's railways, including international rail services, and is also responsible for some consumer protection matters.

The Minister of State for Rail recently met with the ORR’s Chair, Declan Collier, and the Board to discuss a range of matters within the ORR’s remit, including facilitating competition within the international rail passenger market given the consumer benefits this is expected to bring for passengers. DfT officials also engage regularly with ORR counterparts to discuss these matters.

The Department does not award funding directly to Community Rail Partnerships (CRPs) – funding to CRPs is awarded via the Community Rail Network (CRN) and Train Operating Companies (TOCs). The CRN provide access to grants and resources for its members (a mix of CRPs and Station Adoption Groups).

The Department has granted over £800,000 of funding to the CRN in this financial year (FY 2025-2026). Funding from the Department has remained at a consistent level since 2019-20.

The Department will set out the funding for 2026-27 at the start of the next financial year. As we move towards establishing Great British Railways (GBR), the Community Rail movement will be integral to helping us deliver our priorities and will continue to deliver for passengers and communities. We will continue to support the community rail sector ahead of the standup of GBR.

The UK’s ports sector is largely privately owned and operated, with the Government’s role primarily to ensure that the policy and regulatory environment supports efficient operation and investment.

The Government provides targeted support where there are clear public benefits. This includes investing in road and rail connections to ports to improve the efficient and cost-effective transportation of goods and passengers.

The National Wealth Fund has committed at least £5.8 billion of its capital to five sectors, including ports. This will catalyse investment in areas which are currently struggling to attract the required volumes of private investment.

As set out in the Government’s 10 Year Infrastructure Strategy, transforming the UK’s infrastructure will require significant increases in private investment to complement and maximise the value of the extensive public investment underway. Government explores opportunities to co-fund transport infrastructure associated with port development on a case-by-case basis.

This government is committed to improving the accessibility of the railway and recognises the social and economic benefits this brings to communities.

Funding for future rounds of Access for All (AfA) may be made available as part of the next Spending Review and this could provide an opportunity to fully or partially fund accessibility upgrades at Stockport station. The process and timings for identifying future AfA projects have not yet been decided.

As part of our reforms to the railways, we are making fares easier to understand, so that passengers can buy tickets with confidence, knowing they are getting the right fare every time. Under Great British Railways (GBR), passengers will enjoy a consistent, reliable offer across the entire network. Simplifying fares is intended to improve passenger confidence and reduce the likelihood of unintentional fare irregularities.

Tackling fare evasion is a priority. The Secretary of State has accepted the Office for Road and Rail’s recommendations in its June 2025 review into revenue protection practices, and the Department will respond formally in due course.

In light of this wider work on ticketing and fare evasion, the Department has not undertaken a separate assessment specifically on the impact of removing or consolidating lower‑cost fares on fare evasion.

Grand Central submitted an application to the Office of Rail and Road (ORR) on 19 December 2025 for rights to operate Open Access rail services between Newcastle and Brighton.

The application has not been agreed by the infrastructure manager, Network Rail, and ORR is currently carrying out the statutory consultation with Network Rail and Grand Central. Network Rail responded on 30 January 2026 and Grand Central now has until 20 February to respond to Network Rail’s views.

ORR aims to take decisions on access applications within six weeks of the date of receipt of all relevant information.

We welcome local road safety interventions which demonstrate innovation and contribute to improving road safety and as part of the Roads Policing Innovation Programme, we are working closely with National Police Chiefs' Council to consider opportunities for innovation around wider roads policing.

The Government expects forces to use the resources available to them effectively, to tackle crime and protect the public. Forces are operationally independent; therefore, it is for Chief Constables and directly elected PCCs, and Mayors with PCC functions to make operational decisions based on their local knowledge and experience.

Paid advertising on X was suspended in April 2023 following a SAFE Framework assessment. X is currently used only for organic (non-paid) content to communicate policies and public services.

The Department for Transport has spent £783.30 with X since July 2024.

This includes X Premium and X Premium +, for monitoring of news coverage and discourse, analytics and digital output.

Driver licensing is devolved in Northern Ireland and is the responsibility of the Northern Ireland Executive and the Northern Ireland Assembly.

Whilst we are not considering Graduated Driver Licensing in Great Britain with further restrictions on newly qualified drivers, such as carrying passengers or driving at night, we are consulting on a Minimum Learning Period before learner drivers can take their practical driving test. This would allow learners more time to gain essential experience, for example in different weather conditions, before driving independently and reduce the risk to themselves and other drivers.

If the number of collisions involving young drivers and novice drivers fall overall, then this could lead to a reduction in insurance premiums for younger drivers.

It is also important to note that motor insurers are responsible for setting the terms and conditions of the policies that they offer and it is for them to decide the level of risk that they take in issuing any policy to a given applicant. Motor insurers use a wide range of criteria to assess the potential risk a driver poses and this includes the age of the applicant, the type of vehicle being insured, the postal area where the applicant lives and the driving experience of the applicant. The setting of premiums is a commercial decision for individual insurers based on their underwriting experience and the Government does not intervene or seek to control the market.

Govia Thameslink Railway has shared demand modelling with the Department which does include projections for planned developments along the Thameslink network. The Department requires all operators to plan future timetables that reflect expected demand and provide value for money for the taxpayer. In the longer term, under Great British Railways’ directing mind, timetables and services will be optimised to drive up network performance and improve passenger journey experience.

The Maritime and Coastguard Agency (MCA), the Marine Accident Investigation Branch (MAIB) and the General Lighthouse Authorities (GLAs) maintain regular and well‑established liaison mechanisms. These include routine operational engagement, information‑sharing, and close coordination during incident response to ensure timely communication and effective delivery of respective statutory duties. The Department monitors this cooperation to ensure learning is embedded and that the highest standards of maritime safety are maintained.

As part of the third phase of NPR, we will deliver better cross-Pennine links over and above the Transpennine Route Upgrade already underway, of which Manchester-Sheffield is a key part. NPR will unlock economic growth benefits by improving connectivity to Manchester Airport from across the North, including a new Manchester Airport station. Further details, including of future services, will be confirmed following engagement with local leaders on priorities and specific infrastructure choices.

Alongside the Road Safety Strategy, the Department for Transport has published a consultation on motoring offences, including drink and drug driving and the evidence used to support enforcement. The consultation provides an opportunity for stakeholders to submit their views on issues such as nitrous oxide misuse and detection challenges, and we will consider all evidence received before taking decisions.

We will continue to work with partners across Government and operational stakeholders as this work develops.

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 and improve access to driving tests that will break down barriers to opportunity as part of the government’s Plan for Change.

On the 12 November, the Secretary of State for Transport, updated the Transport Select Committee on the government’s ongoing response to high driving test waiting times. In the coming months, DVSA will:

• Change the booking service to allow only learner car drivers to book and manage their tests

• Introduce a limit on the number of times a learner car driver can move or swap a test to twice and also limit the area they can move a test to once booked.

• Make use of MOD driving examiners for up to 12 months to help tackle driving test waiting times.

The Secretary of State has not recently discussed the issuing of private hire vehicle driver licences by Transport for London with private hire vehicle operators.

We will lay secondary legislation later in 2026 to give local authorities powers to issue Penalty Charge Notices for vehicles parked in a way that unnecessarily obstructs the pavement.

At the next opportunity we will then introduce the necessary primary legislation to make powers available on an opt-in basis to Local Transport Authorities to prohibit pavement parking across their whole area. They will also have powers to exempt locations where pavement parking would still be necessary to maintain traffic flow, such as in narrow streets. Where there is no Strategic Authority, Unitary Authorities and County Councils would also have the choice to opt in.

The Secretary of State has not had any discussions with the Secretary of State for Justice specifically about horse riders and owners in road traffic collisions within the Victim’s Code. The Ministry of Justice is the lead government department for the Victim’s Code and has committed to undertaking a review of it.

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

Following updates to the Highway Code in 2022, the department ran large-scale THINK! advertising campaigns to raise awareness of the changes.

Via the THINK! campaign, we are also running year-round radio filler adverts encouraging compliance with the guidance to improve safety for those walking, cycling and horse riding. We will also continue to promote the changes viaTHINK! and Department for Transport social media channels, as well as through partner organisations.

However, as set out in the Road Safety Strategy, more work is needed to continue embedding these changes and overall awareness of the Highway Code. We are considering options in this area, and further details will be shared in due course.

The Secretary of State has not had any discussions with the Secretary of State for Justice specifically about horse riders and owners in road traffic collisions within the Victim’s Code. The Ministry of Justice is the lead government department for the Victim’s Code and has committed to undertaking a review of it.

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

Following updates to the Highway Code in 2022, the department ran large-scale THINK! advertising campaigns to raise awareness of the changes.

Via the THINK! campaign, we are also running year-round radio filler adverts encouraging compliance with the guidance to improve safety for those walking, cycling and horse riding. We will also continue to promote the changes viaTHINK! and Department for Transport social media channels, as well as through partner organisations.

However, as set out in the Road Safety Strategy, more work is needed to continue embedding these changes and overall awareness of the Highway Code. We are considering options in this area, and further details will be shared in due course.

The Secretary of State has not had any discussions with the Secretary of State for Justice specifically about horse riders and owners in road traffic collisions within the Victim’s Code. The Ministry of Justice is the lead government department for the Victim’s Code and has committed to undertaking a review of it.

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

Following updates to the Highway Code in 2022, the department ran large-scale THINK! advertising campaigns to raise awareness of the changes.

Via the THINK! campaign, we are also running year-round radio filler adverts encouraging compliance with the guidance to improve safety for those walking, cycling and horse riding. We will also continue to promote the changes viaTHINK! and Department for Transport social media channels, as well as through partner organisations.

However, as set out in the Road Safety Strategy, more work is needed to continue embedding these changes and overall awareness of the Highway Code. We are considering options in this area, and further details will be shared in due course.

On 7 January 2026 we published our new Road Safety Strategy, setting out our vision for a safer future on our roads for all.

The Strategy sets an ambitious target to reduce the number of people killed or seriously injured on British roads by 65% by 2035 (and 70% for children under 16). Delivery of the Strategy will be supported and monitored by a new Road Safety Board chaired by the Minister for Local Transport. This will be supported by an Expert Advisory Panel, which will provide insight from those working directly with road users and communities.

The Board and Expert Advisory Panel are currently under development and decisions regarding membership and format will be made in due course.

The Road Safety Strategy sets an ambitious target to reduce the number of people killed or seriously injured on British roads by 65% by 2035. This target will focus the efforts of road safety partners across Britain, with measures to protect vulnerable road users, update vehicle safety technologies and review motoring offences.

One of the Safety Performance Indicators which will be monitored alongside delivery of the Strategy is: the rate of cyclists/pedestrians killed or seriously injured on England’s roads, measured as the number of fatalities and serious injuries per billion miles walked and cycled. Monitoring this should enable government to understand the impact that the Strategy is having on deaths and serious injuries of those cycling or walking.

Our roads aren’t just for motorists; it is vitally important that everyone using our roads is kept safe. With that in mind on the 10 December 2025 we announced that we are allocating £626 million for local authorities from 2026-27 to 2029-30 to deliver walking, wheeling and cycling schemes.

Improving road safety is a key priority. Injuries and fatalities from road collisions caused by driving are unacceptable, and this Government is working hard to prevent these tragedies for all road users including cyclists.

The detailed remit of the Road Safety Investigation Branch is still to be determined, but it will be built around the core objectives of the Data-led Road Safety Investigation Branch, namely using large cross-sector datasets and connected vehicle data to identify risks and thematic priorities, and providing insights and recommendations to support continuous safety learning and decision-making.

The Department is reviewing recommendations for the carriage of safety and other equipment in cars. However, this will be working within the context of the current provisions in the Highway Code that are advisory rather than mandatory. Mandating equipment in cars would require monitoring to ensure compliance, as well as measures to ensure that the equipment remained serviceable. It would also add cost to new vehicles and vehicle owners.

The Driver and Vehicle Standards Agency (DVSA) keeps the driving theory test under continuous review. Both the multiplechoice and hazard perception elements already assess safe driving around vulnerable road users, including horse riders and horsedrawn vehicles.

Following updates to The Highway Code in 2022, candidates are required to understand the strengthened guidance on passing horses, to slow to a maximum of 10 mph and leave at least 2 metres where possible, this is reflected in DVSA’s official learning resources and the test itself. The hazard perception test includes computergenerated clips featuring horses to promote early recognition of developing hazards. There is also guidance available in The DVSA Official Guide to Driving; the essential skills, regarding the risk of horses as flight animals.

DVSA will continue to refresh theory test materials in line with the Highway Code and emerging evidence on keeping all road users safe.

Active Travel England (ATE) recognises that high‑quality active travel routes must be well-designed, well-lit and safe to support walking, wheeling and cycling.

On 10 December, the Department announced £626 million of multi-year capability funding to support active travel across England. As part of this allocation, Hampshire County Council, of which Eastleigh is a part, will receive £23,094,356 for the period 2026/27 to 2029/30. Local authorities may use this funding to plan and deliver well‑designed route layouts, appropriate and inclusive lighting, and safety improvements such as segregated cycle lanes.

ATE also provides technical support and guidance to ensure local authorities deliver high‑quality schemes. National guidance, including Local Transport Note 1/20: Cycle Infrastructure Design, Manual for Streets, and Inclusive Mobility, sets clear expectations for the design of safe and accessible cycling infrastructure.

The data table showing a breakdown of fatalities in reported road traffic collisions by vehicle and propulsion type (RAS0507) is published as part of the Department’s annual road casualty statistics, and can be accessed via:

https://www.gov.uk/government/statistical-data-sets/reported-road-accidents-vehicles-and-casualties-tables-for-great-britain#vehicles-and-drivers-ras05 .

Maritime policy is devolved to Scotland and so it is for the Scottish Government to engage with ferry operators about any services from Scottish ports to mainland Europe. My officials regularly engage with the Scottish Government about maritime matters but Scotland have not raised any specific issues about crewing on services from Scotland to mainland Europe.

We will be consulting on the regulations bringing into force the Mandatory Seafarers’ Charter in Spring 2026. This consultation will set out the proposed scope of the requirements.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

The attached Excel document shows what the average waiting time was for a practical car driving test at driving test centres in (a) Stockport and (b) Greater Manchester in each of the last ten years.

Please note there is no data available for Chadderton test centre for 2015. Chadderton was commissioned for practical car driving tests on 19 January 2017. For 2016/17 only partial data is available based on just over two months of operation.

In 24/25, the Driver and Vehicle Standards Agency (DVSA) received 927 reports of illegal instruction and 2133 reports of fraud at point of theory test and practical test. DVSA thoroughly investigate all allegations, and action can range from issuing a warning to pursuing prosecution.

DVSA does not maintain records regarding the total number of investigations completed in previous years.

Whilst the volume and levels of undetected fraud are unknown, it should be noted that when compared to the number of theory and practical tests conducted in 24/25, identified cases of fraud in relation to these tests equate to roughly 0.06% for theory tests and roughly 0.01% of practical test tests respectively.

In January 2023, DVSA changed the terms and conditions for using the booking service to help prevent anyone from selling tests at profit.

On 6 January 2025, DVSA introduced new terms and conditions for use of the service driving instructors and trainers use to book and manage practical driving tests for their pupils. Where businesses and driving instructors have been found to have broken these terms and conditions by misuse of the booking service, DVSA has taken steps to remove access or close business accounts. Additionally in the coming months, DVSA will:

• Change the booking service to allow only learner car drivers to book and manage their tests

• Introduce a limit on the number of times a learner car driver can move or swap a test to twice and also limit the area they can move a test to once booked.

In 24/25, the Driver and Vehicle Standards Agency (DVSA) received 927 reports of illegal instruction and 2133 reports of fraud at point of theory test and practical test. DVSA thoroughly investigate all allegations, and action can range from issuing a warning to pursuing prosecution.

DVSA does not maintain records regarding the total number of investigations completed in previous years.

Whilst the volume and levels of undetected fraud are unknown, it should be noted that when compared to the number of theory and practical tests conducted in 24/25, identified cases of fraud in relation to these tests equate to roughly 0.06% for theory tests and roughly 0.01% of practical test tests respectively.

In January 2023, DVSA changed the terms and conditions for using the booking service to help prevent anyone from selling tests at profit.

On 6 January 2025, DVSA introduced new terms and conditions for use of the service driving instructors and trainers use to book and manage practical driving tests for their pupils. Where businesses and driving instructors have been found to have broken these terms and conditions by misuse of the booking service, DVSA has taken steps to remove access or close business accounts. Additionally in the coming months, DVSA will:

• Change the booking service to allow only learner car drivers to book and manage their tests

• Introduce a limit on the number of times a learner car driver can move or swap a test to twice and also limit the area they can move a test to once booked.

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.

DVSA acknowledges car practical driving test waiting times remain high and understands the impact this continues to have on learner drivers, including those living in rural and semi-rural communities. The government remains committed to breaking down barriers to opportunity, particularly in rural areas where a driving licence is vital for accessing jobs and training, as part of our Plan for Change.

It is not possible to confirm how many people are waiting to book a practical driving test. DVSA only holds data on the number of tests booked.

DVSA continually reviews its recruitment needs to ensure the agency maintains the right level of resource to meet customer demand. The Agency’s latest national recruitment campaign closed in December 2025. As a result, it has a number of candidates progressing through the final recruitment stages. In the East of England. This includes:

• 11 potential driving examiners (DE) booked onto training courses.

• 14 potential DEs currently undergoing pre-employment checks.

• 72 applicants currently working their way through recruitment processes.

DVSA is working hard to provide as many practical driving test appointments as possible at all test centres and regularly conducts tests outside of normal hours, including evenings, weekends and on public holidays. Between June - December 2025, DVSA conducted 1,158,458 car practical driving tests. This is an increase of 102,290 more car practical driving tests when compared to the same period in 2024. This increase can largely be attributed to the additional test allowance scheme introduced in June 2025.

DVSA publishes data on car practical test cancellation reasons by month and driving test centre (DTC) on GOV.UK. This data, in report DRT122B, is updated annually and currently shows data to March 2025. The next update is due to be published in June 2026.

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.

DVSA acknowledges car practical driving test waiting times remain high and understands the impact this continues to have on learner drivers, including those living in rural and semi-rural communities. The government remains committed to breaking down barriers to opportunity, particularly in rural areas where a driving licence is vital for accessing jobs and training, as part of our Plan for Change.

It is not possible to confirm how many people are waiting to book a practical driving test. DVSA only holds data on the number of tests booked.

DVSA continually reviews its recruitment needs to ensure the agency maintains the right level of resource to meet customer demand. The Agency’s latest national recruitment campaign closed in December 2025. As a result, it has a number of candidates progressing through the final recruitment stages. In the East of England. This includes:

• 11 potential driving examiners (DE) booked onto training courses.

• 14 potential DEs currently undergoing pre-employment checks.

• 72 applicants currently working their way through recruitment processes.

DVSA is working hard to provide as many practical driving test appointments as possible at all test centres and regularly conducts tests outside of normal hours, including evenings, weekends and on public holidays. Between June - December 2025, DVSA conducted 1,158,458 car practical driving tests. This is an increase of 102,290 more car practical driving tests when compared to the same period in 2024. This increase can largely be attributed to the additional test allowance scheme introduced in June 2025.

DVSA publishes data on car practical test cancellation reasons by month and driving test centre (DTC) on GOV.UK. This data, in report DRT122B, is updated annually and currently shows data to March 2025. The next update is due to be published in June 2026.

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.

DVSA acknowledges car practical driving test waiting times remain high and understands the impact this continues to have on learner drivers, including those living in rural and semi-rural communities. The government remains committed to breaking down barriers to opportunity, particularly in rural areas where a driving licence is vital for accessing jobs and training, as part of our Plan for Change.

It is not possible to confirm how many people are waiting to book a practical driving test. DVSA only holds data on the number of tests booked.

DVSA continually reviews its recruitment needs to ensure the agency maintains the right level of resource to meet customer demand. The Agency’s latest national recruitment campaign closed in December 2025. As a result, it has a number of candidates progressing through the final recruitment stages. In the East of England. This includes:

• 11 potential driving examiners (DE) booked onto training courses.

• 14 potential DEs currently undergoing pre-employment checks.

• 72 applicants currently working their way through recruitment processes.

DVSA is working hard to provide as many practical driving test appointments as possible at all test centres and regularly conducts tests outside of normal hours, including evenings, weekends and on public holidays. Between June - December 2025, DVSA conducted 1,158,458 car practical driving tests. This is an increase of 102,290 more car practical driving tests when compared to the same period in 2024. This increase can largely be attributed to the additional test allowance scheme introduced in June 2025.

DVSA publishes data on car practical test cancellation reasons by month and driving test centre (DTC) on GOV.UK. This data, in report DRT122B, is updated annually and currently shows data to March 2025. The next update is due to be published in June 2026.

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.

DVSA acknowledges car practical driving test waiting times remain high and understands the impact this continues to have on learner drivers, including those living in rural and semi-rural communities. The government remains committed to breaking down barriers to opportunity, particularly in rural areas where a driving licence is vital for accessing jobs and training, as part of our Plan for Change.

It is not possible to confirm how many people are waiting to book a practical driving test. DVSA only holds data on the number of tests booked.

DVSA continually reviews its recruitment needs to ensure the agency maintains the right level of resource to meet customer demand. The Agency’s latest national recruitment campaign closed in December 2025. As a result, it has a number of candidates progressing through the final recruitment stages. In the East of England. This includes:

• 11 potential driving examiners (DE) booked onto training courses.

• 14 potential DEs currently undergoing pre-employment checks.

• 72 applicants currently working their way through recruitment processes.

DVSA is working hard to provide as many practical driving test appointments as possible at all test centres and regularly conducts tests outside of normal hours, including evenings, weekends and on public holidays. Between June - December 2025, DVSA conducted 1,158,458 car practical driving tests. This is an increase of 102,290 more car practical driving tests when compared to the same period in 2024. This increase can largely be attributed to the additional test allowance scheme introduced in June 2025.

DVSA publishes data on car practical test cancellation reasons by month and driving test centre (DTC) on GOV.UK. This data, in report DRT122B, is updated annually and currently shows data to March 2025. The next update is due to be published in June 2026.

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.

DVSA acknowledges car practical driving test waiting times remain high and understands the impact this continues to have on learner drivers, including those living in rural and semi-rural communities. The government remains committed to breaking down barriers to opportunity, particularly in rural areas where a driving licence is vital for accessing jobs and training, as part of our Plan for Change.

It is not possible to confirm how many people are waiting to book a practical driving test. DVSA only holds data on the number of tests booked.

DVSA continually reviews its recruitment needs to ensure the agency maintains the right level of resource to meet customer demand. The Agency’s latest national recruitment campaign closed in December 2025. As a result, it has a number of candidates progressing through the final recruitment stages. In the East of England. This includes:

• 11 potential driving examiners (DE) booked onto training courses.

• 14 potential DEs currently undergoing pre-employment checks.

• 72 applicants currently working their way through recruitment processes.

DVSA is working hard to provide as many practical driving test appointments as possible at all test centres and regularly conducts tests outside of normal hours, including evenings, weekends and on public holidays. Between June - December 2025, DVSA conducted 1,158,458 car practical driving tests. This is an increase of 102,290 more car practical driving tests when compared to the same period in 2024. This increase can largely be attributed to the additional test allowance scheme introduced in June 2025.

DVSA publishes data on car practical test cancellation reasons by month and driving test centre (DTC) on GOV.UK. This data, in report DRT122B, is updated annually and currently shows data to March 2025. The next update is due to be published in June 2026.

The Department for Transport has plans in place and underway with industry to adapt to and mitigate the risks of extreme weather caused by climate change. In 2024, the rail industry agreed a set of climate scenarios. This will harmonise data and methods and will help the industry develop consistent approaches to assess physical risks.

Network Rail is undertaking a programme of adaptation pathways across the network, including in Wales and Western region, which covers the Newton Abbot constituency, to develop a long-term strategic adaptation plan and identify priority areas for further adaptation investment. This approach will help identify those parts of the network which may require transformational change to enable safe and reliable services to continue in the future. Network Rail has also produced regional weather resilience and climate change adaptation plans (WRCCA). These explain Network Rail’s understanding of how weather and climate change can affect infrastructure at a more targeted, local level. This work is already informing discussions for future funding periods.

In addition, the Department has requested its train operating companies, including Great Western Railway, South Western Railway and CrossCountry, to produce their own WRCCA strategies due at the end of January 2026 and these will add further detail to our understanding of regional risks.

Decisions made by the Government on investment in rail infrastructure are taken to ensure that the railways are funded to operate safely and efficiently and in line with our strategic goals.

The funding identified for rail infrastructure enhancements as part of Spending Review 2025 was not apportioned regionally. Schemes were prioritised for funding on a value for money basis and we needed to make difficult decisions to reach an affordable and sustainable position.

In addition to funding for rail enhancements, the Office of Rail and Roads’ periodic review process determines Network Rail’s funding allocation for the Operation, Support, Maintenance and Renewal (OSMR) of the network. The periodic review process is undertaken on a regional basis. Funding for Network Rail to operate, maintain and renew the railway in the East Midlands during Control Period 7 (from 1 April 2024 to 31 March 2029) is included in their £9.6bn settlement for the Eastern region.

National Highways manages the risk and impacts of flooding across England’s Strategic Road Network (SRN). It has a range of proactive controls and response measures, including a programme of targeted interventions for flood risk sites across the network, including the South East region. The third Road Investment Strategy will emphasise the need to improve the SRN’s resilience to future climate change, including new flood risk.

On local roads, the Government is providing local authorities with £7.3 billion of funding for local highway maintenance over the next four years, which supports measures to improve resilience. The Department is also working with the UK Roads Leadership Group to help local highway authorities understand and deal with the effects of climate change, including flooding.

We anticipate the use of non-tilting trains to have no impact on the capacity of the West Coast Mainline. We are currently developing the timetable for when HS2 opens and decisions will made closer to the start of services and will be subject to consultation.