Department for Transport

The Government knows the importance of reliable bus services in enabling people to stay connected and access education, work and vital services, particularly in rural areas where buses may be the only form of public transport. We are committed to delivering better bus services and the Bus Services Act 2025 puts passenger needs, reliable services and local accountability at the heart of local bus services by putting the power back in the hands of local leaders right across England.

The Government reaffirmed its commitment to investing in bus services long-term in the Spending Review, confirming over £3 billion from 2026/27 to support local leaders and bus operators across the country to improve bus services for millions of passengers. This includes multi-year allocations for local authorities under the Local Authority Bus Grant (LABG) totalling nearly £700 million per year, ending the short-term approach to bus funding and giving councils the certainty they need to plan ahead to improve services for local communities.

The formula used to calculate LABG allocations for 2026/27 onwards includes consideration of the rurality of local areas for the first time, acknowledging the challenges of running services in rural areas, in addition to population size, levels of deprivation, and the extent of existing bus services. Funding allocated to local authorities to improve services can be used in whichever way they wish to deliver better services for passengers, this could include expanding current bus provision.

The Driver and Vehicle Licensing Agency (DVLA)’s online services are the quickest and easiest way to renew a driving licence. There are no delays in successful online applications and customers should receive their driving licence within a few days.

In the interests of road safety, the DVLA must be satisfied that the required medical standards are met before a licence is issued. Some medical cases take longer because the DVLA often needs information from third parties, including doctors or other healthcare professionals, before it can make a licensing decision.

The DVLA has seen sustained growth in the volume and complexity of medical licence applications, increasing waiting times for some customers. To improve its services, the DVLA has introduced a new casework system and launched a new medical services portal so the majority of customers can now apply online through the DVLA’s driver and vehicle account.

These enhancements alongside the recruitment of additional staff to deal with these applications and answer telephone calls, will deliver real improvements in services and turnaround times for customers.

National Highways has completed construction of 151 additional emergency areas across the all lane running (ALR) smart motorway network through the National Emergency Area Retrofit (NEAR) programme. National Highways is evaluating the effectiveness of these additional emergency areas, including impacts on live-lane stops, safety outcomes and road-user perceptions. Initial findings are expected in 2026, with a full three-year evaluation concluding in 2028.

No guidance has been issued on this matter. An ‘operating base’ is not defined in law. All guidance is kept under review and the need for any amendments or additions considered. The Department consulted on revised best practice guidance in 2022 and it was subsequently updated in 2023.

The licensing regime in England is archaic, fragmented and inconsistent. We are considering, holistically, how the regulation of taxis and private hire vehicles could be reformed to achieve the best overall outcome for passengers by enabling the sector to deliver the range of safe, available, affordable and accessible services they need.

Current traffic management proposals for the M6 Lune Gorge project are being designed to keep traffic on the M6 motorway for the majority of the project. A contraflow system is planned on the M6 to provide a safe working area for construction, while maintaining sufficient lane capacity to avoid significant disruption to drivers.

There will need to be a limited number of full closures of the M6 overnight and at weekends. During these closures, traffic will be diverted onto the local road network using the A6, A591 and A590. This diversion route has been agreed with the relevant local highway authorities as the most suitable option.

National Highways’ current proposals for traffic management arrangements at Junction 38 would keep the junction partially open with traffic diverted via the M6 to the next junction and then back. National Highways is still considering options proposed by stakeholders, including temporary slip roads at junction 38 and other traffic mitigations.

National Highways does not intend to use the A685 as a diversion route. The decision to defer Lawtland House Bridge works, which the A685 runs over, was made to provide additional connectivity to the local community during the Lune Gorge project.

National Highways’ current traffic management proposals would keep Junction 38 of M6 partially open, apart from a limited number of full weekend and overnight closures. For the majority of the works, slip road closures would be phased, with traffic diverted via the M6 to the next junction and then back. While disruptive, they would be required to carry out the bridge replacement works safely. National Highways is still considering options proposed by stakeholders, including temporary slip roads at junction 38, and other traffic mitigations.

Traffic impacts on diversion routes are being assessed through live surveys with Westmorland and Furness Unitary Authority.

National Highways has undertaken over 60 engagement sessions since 2023 to understand the impact on the local community and businesses. As the project progresses towards construction in Spring 2027, the construction methodology and traffic management plans will be finalised. This work will determine what mitigation measures are both necessary and feasible to deliver the scheme safely.

Sentencing in individual cases is a matter for our independent courts.

This includes whether to disqualify an offender from driving and, where appropriate, the length of any disqualification.

The courts already have powers to impose lifetime disqualification where that is justified.

Separately, under the “totting up” provisions, where a driver has accumulated 12 or more penalty points within a three-year period, the court must ordinarily order disqualification for at least the statutory minimum unless there are grounds to reduce or avoid that disqualification.

The Centre for Connected and Autonomous Vehicles (CCAV) has regular meetings with the National Police Chiefs Council, Association for Ambulance Chief Executives and the National Fire Chiefs Council alongside frontline officers. This work aims to support the development of processes and protocols to ensure emergency services interacting with automated vehicles are able to perform their duties safely and effectively.

Any impact on local bus or hospital access routes would be a consideration during an application for an Automated Passenger Service (APS) permit and assessed on a case-by-case basis by the local traffic authority.

Overall policy responsibility for litter sits with the Department for Environment, Food and Rural Affairs, which has recently published an updated Code of Practice on Litter and Refuse. The Department for Transport supports local authorities and National Highways in tackling litter through a range of existing frameworks and initiatives, including activity focused on encouraging positive behaviour change and the effective use of enforcement powers.

The Government has no plans to establish a targeted national relief scheme specifically for disruption arising from roadworks. Local authorities are responsible for managing and mitigating the impacts of roadworks in their areas.

The Government’s focus is on minimising disruption through stronger coordination, enforcement, and tools such as permit schemes and lane rental.

As set out in the Written Ministerial Statement of 15 January 2026, schemes were prioritised for Access for All funding, considering a range of factors including passenger benefit, geographic spread, the level of scheme development and the availability of third-party contributions. This applied to the decision that Wivelsfield station will not progress at this time. However, it remains eligible for consideration in future phases of the programme.

The Rail Minister recently met with the Hon Member for Mid Sussex to discuss his decision regarding Wivelsfield station. He encouraged her to work with the rail industry and local partners on lower cost accessibility interventions and alternative funding sources.

I would encourage the Hon. Member to work with Lewes District Council and Southern to explore accessibility improvements at Wivelsfield in the meantime.

The Department for Transport recognises growing concerns around rising fuel and transport costs caused by the conflict in the Middle East. The Department fully recognises the need to maintain the continuity of critical supply chains and is actively monitoring any potential impacts. The Department will continue to work with industry to understand the pressures and options to mitigate any risks.

The HGV Road User Levy Act 2013 specifies that the levy is paid into the Consolidated Fund. This revenue is then available for general public expenditure, which includes transport investment.

National Highways shared its 2019 option assessment work for the M6 Lune Gorge scheme with local stakeholders, which considered mitigation measures, including the consideration of temporary slip roads at junction 38.

Following further stakeholder engagement, National Highways revisited this option and commissioned a feasibility exercise in August 2025. They presented their findings from the feasibility exercise in September 2025. Subsequently, BWB Consulting have put forward alternative proposals on behalf of local stakeholders. We are keen to work with local people and National Highways have committed to review these further proposals. National Highways will feed back on this.

The Department's priority objectives for train operators are to improve performance and reduce financial subsidy. It does not routinely publish specific instructions made to operators.

We have asked train operators to reflect how they will deliver these priorities in their plans for the next five years. The output of those plans will be published in due course.

The flights to Canada listed in WPQ 120039 cover numerous trips and to provide detail on each individual trip would be at a disproportionate cost.

The United Nations Economic Commission for Europe (UNECE) glare prevention taskforce is currently drafting recommendations for submission to the international lighting expert group in October this year. Implementation, including associated timelines, will depend on progress made in future negotiations with the wide range of UNECE countries that have agreed to be bound by these vehicle construction regulations.

The Department for Transport (DfT) has a statutory requirement under the International Ship and Port Facility Security (ISPS) Code to monitor port security in the British Overseas Territories.

Both visits in 2025 were security assessments of 13 port facilities undertaken within five days on each visit. Meetings were also conducted, including with the Governor’s Office, the Royal Virgin Islands Police Force and with port security officials. DfT officials additionally delivered capability‑building training during the April visit, supporting enhanced security delivery at port facilities

The April visit involved three officials – two Senior Executive Officers (SEOs) and one Higher Executive Officer (HEO). The November visit involved one SEO and one HEO. No Ministers or Senior Officials attended.

The total cost of the April visit was £11,581.19. November was £12,706.58.

Both visits were approved by a Deputy Director (Senior Civil Servant) in DfT’s Transport Security Division in line with departmental policy.

The majority of DfT’s port security engagement with the Overseas Territories is undertaken online, however an effective assessment on whether a port is delivering on its security requirements is best completed by an onsite visit.

The train operator Greater Anglia is aware that freight traffic in relation to the constructions of Sizewell C is likely to increase in the future. Network Rail will continue to work closely with operators to assess how best to accommodate the additional freight services while protecting current passenger train service levels on the route.

There has been a specific workstream dedicated to operational readiness including timetabling and capacity and Network Rail identified capacity within the timetable to enable four additional Sizewell freight trains to operate some time ago.

Separately, Sizewell has also commissioned Network Rail to do a feasibility study on what would need to be true to improve passenger services on the East Suffolk branch line to support the local area.

The Rail Minister recently met with Jenny Riddell-Carpenter on 24 March to discuss this matter. Greater Anglia has recently confirmed that from the May 2026 timetable change, additional later trains will operate from Lowestoft to Beccles and from Beccles to Lowestoft on Mondays to Saturdays.

The table below details: the campaign name, channels used and the geographic areas targeted for the Driver and Vehicle Standards Agency’s (DVSA) 10 driving examiner recruitment campaigns in the 2023/24, 2024/25 and 2025/26 financial years. In terms of the intended audience, all campaigns aim to target the widest group that could be interested. DVSA advertises all driving examiner vacancies on Civil Service Jobs on GOV.UK. DVSA also uses posters in driving test centres and external online job sites to reach a wider pool of applicants.

The Mayor of London and Transport for London are responsible for the management of air quality on the London Underground. However, the Government remains committed to improving air quality to deliver benefits for public health, the environment, and the economy. We are committed to cleaning up our air and protecting the public from the harms of pollution by tackling air pollution across the transport network. There are currently no plans to introduce additional regulatory or statutory requirements on major public transport hubs.

The Department for Transport maintains regular and ongoing engagement with the Maritime and Coastguard Agency (MCA) through the Regulatory Compliance Investigations Team regarding the implementation, compliance, and enforcement of legislation relating to seafarer pay. This covers the Seafarers’ Wages Act 2023, the Seafarers’ Wages Regulations 2024, and the National Minimum Wage (Offshore Employment) (Amendment) Order 2020.This engagement has featured recent updates from the MCA to the Department on its enforcement approach and compliance activity undertaken so far, which have informed departmental oversight of how the legislation is being implemented across the sector, and how operators and harbour authorities are responding to their statutory responsibilities. The Department and the MCA also engage on enforcement activity covering seafarers working in UK territorial waters and, where applicable, on vessels operating between offshore oil and gas installations and UK ports. This ensures a consistent and effective enforcement framework across the relevant statutory regimes.

The Department for Business and Trade have recently published the Fair Work Agency Enforcement Policy Statement, confirming that it is responsible for enforcement of the National Minimum Wage, including the National Minimum Wage (Offshore Employment) (Amendment) Order 2020.

The Department for Transport maintains regular and ongoing engagement with the Maritime and Coastguard Agency (MCA) through the Regulatory Compliance Investigations Team regarding the implementation, compliance, and enforcement of legislation relating to seafarer pay. This covers the Seafarers’ Wages Act 2023, the Seafarers’ Wages Regulations 2024, and the National Minimum Wage (Offshore Employment) (Amendment) Order 2020.This engagement has featured recent updates from the MCA to the Department on its enforcement approach and compliance activity undertaken so far, which have informed departmental oversight of how the legislation is being implemented across the sector, and how operators and harbour authorities are responding to their statutory responsibilities. The Department and the MCA also engage on enforcement activity covering seafarers working in UK territorial waters and, where applicable, on vessels operating between offshore oil and gas installations and UK ports. This ensures a consistent and effective enforcement framework across the relevant statutory regimes.

The Department for Business and Trade have recently published the Fair Work Agency Enforcement Policy Statement, confirming that it is responsible for enforcement of the National Minimum Wage, including the National Minimum Wage (Offshore Employment) (Amendment) Order 2020.

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 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 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 information requested is not readily available. Driver and Vehicle Licensing Agency officials will write to the honourable member when the information requested has been extracted and assured.

Transport in London is devolved to the Mayor of London and Transport for London (TfL). The Department has regular discussions with TfL on a range of issues, however, the management of air quality on the London Underground is a matter solely for them. I would suggest that you contact the Mayor and TfL directly regarding this issue.

Transport in London is devolved to the Mayor of London and Transport for London (TfL). The Department has regular discussions with TfL on a range of issues, however, the management of air quality on the London Underground is a matter solely for them. I would suggest that you contact the Mayor and TfL directly regarding this issue.

Transport in London is devolved to the Mayor of London and Transport for London (TfL). The Department has regular discussions with TfL on a range of issues, however, the management of air quality on the London Underground is a matter solely for them. I would suggest that you contact the Mayor and TfL directly regarding this issue.

Transport in London is devolved to the Mayor of London and Transport for London (TfL). The Department has regular discussions with TfL on a range of issues, however, the management of air quality on the London Underground is a matter solely for them. I would suggest that you contact the Mayor and TfL directly regarding this issue.

At the meeting, National Highways shared information on its proposed delivery approach and emerging design and construction methodology. BWB Consulting raised questions and outlined high‑level proposals.

National Highways committed to further engagement.

I refer the Hon Member to the answer of 125013.

The table below contains the prices of these railcards for each of the last 10 years (or from their introduction if this is more recent). In addition, the final column shows what the cost would be now in 2025/26 if the price had been increased by RPI cumulatively since 2016/17:

The funding breakdown is as follows:

Autumn Budget 2024: £120 million for zero emission vehicle uptake and £200 million for charging infrastructure.

Spending Review 2025: £1.4 billion for zero emission vehicle uptake and £400 million for charging infrastructure.

Autumn Budget 2025: £1.3 billion for zero emission vehicle uptake and £200 million for charging infrastructure.

There has been no additional cost to the public purse in establishing the new DFTO sponsorship model and team. The team was formed by redeploying existing staff. This approach ensured that existing expertise and institutional knowledge were retained. Day‑to‑day engagement with DFTO on specific policy and delivery matters is led by relevant policy teams across the Department, which act as clients. This is brought together through a small central sponsorship team of three full‑time staff, which provides overall coordination and oversight.

The Government is monitoring the impact of the conflict in the Middle East on fuel supplies, including jet fuel. In coordination with the Department for Energy Security and Net Zero we have worked with fuel suppliers, airlines and airports to understand levels of jet fuel and pricing.

Officials are engaging regularly with their counterparts in the Northern Ireland Executive and keeping Ministers briefed as necessary.

The Government is monitoring the impact of the conflict in the Middle East on fuel supplies, including jet fuel. In coordination with the Department for Energy Security and Net Zero we have worked with fuel suppliers, airlines and airports to understand levels of jet fuel and pricing.

Officials are engaging with international counterparts to monitor the situation and plan accordingly and are keeping Ministers briefed as necessary.

As a private company, Heathrow Airport's financing decisions are a matter for the airport. Since this is a private sector project, it is up to the potential promoters to develop and finance expansion proposals, and to demonstrate that any scheme is financially viable.

The economic and environmental review of Heathrow expansion is ongoing. We intend to consult on a revised Airports National Policy Statement (ANPS), which will include the proposed outcomes of the review, in summer this year. The review will not be complete until the final ANPS (post-consultation) is laid in Parliament, which we intend to do by the end of the year.

The Government recognises the importance of making sure that any scheme for Heathrow expansion is both deliverable and affordable. It is for potential promoters to develop plans for expansion as part of their Development Consent Order application. As the independent economic regulator for expansion, the Civil Aviation Authority (CAA) will determine the recovery of costs incurred by potential promoters of expansion.

The Northern Growth Strategy set out the Government’s intention to ultimately deliver a full North-South new line between Birmingham and Manchester. Further work will be carried out in collaboration with local partners on what will be delivered and when, but we expect the delivery timelines for this line to follow the completion of HS2 and NPR.

When work is being undertaken, how any waste will be removed is part of Network Rail’s plan for the works and, in general, waste is removed at the end of works. At times, material will be left lineside for forthcoming works in the same area.

On occasion, it may be difficult for Network Rail to remove material at the end of works due to availability of appropriate equipment, for example a specific recovery train may be needed. Depending on the location, it may be more cost effective to leave materials lineside for some time until the required logistics can be planned. There is no specific timeframe for this, but Network Rail is aware there is value in all its materials either via reuse internally, for onward sale, or recycling, so materials will not be left lineside if cost efficient recovery is feasible. Network Rail’s track materials currently have a reuse rate of almost 80% with 19.9% recycled and less than 1% sent for recovery (generally contaminated material).

The Department has not made any such estimate. The Seafarers' Wages Act 2023 makes payment of the equivalent of National Minimum Wage a condition of port access for operators of services calling at a UK port at least 120 times a year. The Maritime and Coastguard Agency is responsible for enforcement of this legislation and conducts in-person engagement and robust inspection activities with ports and operators to ensure compliance and provide regulatory assurance.

Whilst the Department cannot give exact figures, an impact assessment was published for the Act, which makes some assumptions about the number of seafarers on board different vessel types per journey in order to estimate costs to businesses, but it does not make any estimates of the total number of seafarers that would be paid the National Minimum Wage equivalent (see https://assets.publishing.service.gov.uk/media/62e2aa8ed3bf7f75af0923d5/seafarers-wages-impact-assessment.pdf ).