Department for Transport

The Department has accepted all the recommendations of the Office of Rail and Road (ORR) review and is looking to publish the Government’s response to the ORR review shortly.

The Department for Transport has led a sustained programme of work since 2018 to assess and prepare the UK’s maritime legislative framework for the safe and lawful operation of autonomous and remotely operated vessels. This has included the Maritime Autonomy Regulation Lab (MARLab), led by the Maritime and Coastguard Agency, and the Future of Transport Regulatory Review, which consulted publicly on the regulation of maritime autonomous surface ships and remote operations.

Alongside this, Government has supported trials and deployment through introduction of a pilot remote operator training framework, new small vessel exemptions, and new certification routes, including Workboat Code 3, Annex 2. The experience and evidence gathered through these processes support broader regulatory development for Government.

In addition, the Maritime and Coastguard Agency were a partner in the Maritime Regulatory Innovation Framework between 2023 and 2025, working with industry and other partners to develop and test a supporting framework alongside existing certification processes. The Maritime and Coastguard Agency remain engaged and will work with project partners for the next and final stages of the project as they seek to verify and validate the framework as a valuable alternative process to meet Maritime and Coastguard Agency regulatory processes and requirements.

The Government intends to legislate when parliamentary time allows, informed by this evidence and the need to align with international standards.

The Department for Transport has led a sustained programme of work since 2018 to assess and prepare the UK’s maritime legislative framework for the safe and lawful operation of autonomous and remotely operated vessels. This has included the Maritime Autonomy Regulation Lab (MARLab), led by the Maritime and Coastguard Agency, and the Future of Transport Regulatory Review, which consulted publicly on the regulation of maritime autonomous surface ships and remote operations.

Alongside this, Government has supported trials and deployment through introduction of a pilot remote operator training framework, new small vessel exemptions, and new certification routes, including Workboat Code 3, Annex 2. The experience and evidence gathered through these processes support broader regulatory development for Government.

In addition, the Maritime and Coastguard Agency were a partner in the Maritime Regulatory Innovation Framework between 2023 and 2025, working with industry and other partners to develop and test a supporting framework alongside existing certification processes. The Maritime and Coastguard Agency remain engaged and will work with project partners for the next and final stages of the project as they seek to verify and validate the framework as a valuable alternative process to meet Maritime and Coastguard Agency regulatory processes and requirements.

The Government intends to legislate when parliamentary time allows, informed by this evidence and the need to align with international standards.

There are powers outlined in Section 12 of the Pilotage Act 1987 which enable scrutiny of pilotage provision in circumstances where there are joint arrangements between Competent Harbour Authorities (CHAs), dockyard ports or other actors. These powers have not been exercised since 2015.

Maritime pilotage has an excellent safety record in the UK. However, should there be an accident or incident involving a vessel under pilotage, the Marine Accident Investigation Branch and/or the Maritime and Coastguard Agency have powers to scrutinise any records which pertain to the incident as part of their investigations.

ORR are currently considering multiple applications for access rights from public service operators on the West Coast Mainline to support service alterations and additions from the May 2026 timetable change.

Access to the rail network is currently a matter for the Office of Rail and Road (ORR) in its capacity as independent regulator for the rail industry. DfT is unable to direct ORR in its decision-making or to influence the timing of decisions.

The Workplace Charging Scheme enables businesses, charities, public sector organisations and small accommodation businesses to apply for up to 75% off the cost of buying and installing charge points, up to a maximum of £350 per socket. From 1 April 2026, the maximum grant rate per socket will increase to £500.

The Local EV Infrastructure Fund continues to make good progress. Nearly all grants under the LEVI Capital Fund have been issued to local authorities, with over half of eligible local authorities having launched tenders for private sector partners. The first projects have started installations, with many more expected during the course of this year.

Following the Northern Growth Strategy announcement in January, we are carefully considering our options regarding the HS2 safeguarding direction affecting the Mid-Cheshire constituency and will set out further details in due course.

As at today’s date, there has been one member of staff seconded to DfT Operator Limited since 4 July 2024 and 210 staff are planned to transfer to DFT Operator on 1 April 2026.

Transport is one of the UK’s 13 Critical National Infrastructure (CNI) sectors. Given the cross-sector infrastructure interdependencies, resilience across CNI, including transport, is critical to the UK.

My department is taking forward work to deliver the transport implications of the UK Government Resilience Action Plan, published July 2025, recognising the complex and interdependent nature of our critical transport operations. This includes carrying out a Criticalities Review; working with partners across the transport sector and government to improve our understanding of the interdependencies and single points of failure affecting the transport network. This will enable us to develop robust and informed measures to mitigate the risks and build resilience within the system.

Furthermore, as committed within the recently published Climate Adaptation Strategy for Transport, the department is developing guidance to support transport operators to identify their upstream interdependencies and the cascading failures associated with climate risks.

The Driver and Vehicle Licensing Agency keeps its fees under continual review. Any changes to fee levels would be subject to public consultation and Parliamentary approval.

The Driver and Vehicle Licensing Agency (DVLA) aims to process all applications as quickly as possible. There are no delays in applications for a driving licence where there is no medical condition involved.

The DVLA’s target for driving licence applications is to dispatch 95 per cent within three working days for straightforward online applications and 90 per cent within ten working days for straightforward paper applications.

In the current financial year, the DVLA has achieved 100 per cent for online applications and 99.9 per cent for paper applications.

The Department recognises the value of international comparisons when developing freight and logistics analytical projects. Recent examples include:

• Australia’s National Freight Data Hub, which provides a central platform for sharing freight data to improve supply‑chain visibility.

• The United States’ Bureau of Transportation Statistics national commodity flow survey to understand performance monitoring.

• Republic of Korea’s Transport Database to understand integration of multimodal transport data to support long‑term planning.

The Department will continue to monitor international best practice as we strengthen the evidence base for the freight and logistics system.

Statistics on the number and proportion of zero‑emission and non‑zero‑emission buses are published in the Department for Transport’s Annual bus statistics, table BUS06e (Vehicles operated by local bus operators). The tables are available at:
https://www.gov.uk/government/statistical-data-sets/bus-statistics-data-tables.

The Government recognises the challenges that industrial action can cause to the public. Responsibility for managing its impact on rail services rests with train operating companies and Network Rail. As the sector moves towards Great British Railways, greater integration is expected to improve coordination and deliver better outcomes for passengers.

The Government maintains regular and constructive engagement with maritime trade unions on seafarer rights, skills and training reform. Action is being taken to improve employment conditions for seafarers. The Employment Rights Act 2025 provides new powers to require higher standards on pay and safe working patterns, and implementing regulations will be introduced this year. Levels of industrial action in the maritime sector remain generally low.

In disputes between private employers and their employees over terms and conditions, it is for the employer to resolve such matters. The Government expects transport operators, including bus and aviation operators, to take all reasonable steps to minimise disruption and ensure that passengers reliant on their services can continue to travel.

Appointments are made on merit following fair and open competition. As a Disability Confident employer, interviews are offered to disabled applicants who meet the minimum job criteria and reasonable adjustments are available to address the potential for disadvantage in recruitment.

The Government recognises the vital role community transport operators play in connecting people with their communities, and the challenges faced by operators when costs such as petrol and diesel fluctuate.

To support community transport operators, the Department makes up to £3.8 million available each year through the Bus Service Operators Grant (BSOG). An uplift of 60% has been added to BSOG claims for community transport operators until 31 March 2026. This means community transport operators will receive £1.60 for every £1 claimed, reflecting the increased costs faced by the sector.

The Government is also providing over £3 billion for bus services from 2026/27 over the remainder of the spending review period. This includes nearly £700 million per year for local authorities through the Local Authority Bus Grant (LABG). Cambridgeshire and Peterborough Combined Authority will be allocated £31.8 million under the LABG from 2026/27 to 2028/29, in addition to the £10.6 million they are already receiving this year. Funding allocated to local authorities to improve services can be used in whichever way they wish to deliver better services for passengers, including expanding services and improving reliability. This could include supporting some community transport services.

It remains the Department’s plan to publish the findings of the Call for Evidence: 'Restricting the generation of surplus funds from traffic contraventions' in March. This was commissioned by the previous Government as part of its Plan for Drivers.

The Government continues to incentivise renters and landlords to install charging infrastructure through our domestic charge point grants. Additionally, all new build residential properties, including rentals and leasehold properties, have been required to install a charge point since June 2022.

We are considering what further policy interventions are suitable in supporting renters and leaseholders in the transition to electric vehicles (EVs). In October 2025, we announced that we will consult on improving renters and leaseholders' ability to charge. This consultation will consider how to make domestic EV charging for renters and leaseholders easier and more straightforward.

It is the responsibility of operators to determine their own workforce requirements, including the number of train drivers they need to recruit and train.  However, we recognise that the rail industry faces an acute shortage of train drivers and that a system-wide approach is needed to address this.  We therefore look to the Department for Transport Operator (DfTO) and, ultimately, Great British Railways, to provide industry leadership and coordination in this area.

In the interim, the Department has asked train operators to develop comprehensive plans to address train driver availability and resilience in the short and medium term.  The Department is also taking legislative steps to make it easier to recruit and train drivers, including reducing the legal minimum age to become a train driver from 20 to 18, which is scheduled to come into force on 30 June 2026, subject to Parliamentary approval.

During a medical investigation into a person’s fitness to drive the Driver and Vehicle Licensing Agency (DVLA) may require a functional on-road driving assessment. These are delivered through specialist driving assessment centres that provide clinical and on-road evaluation of a driver’s functional ability where a medical condition may affect safe driving. These assessments require appropriately trained clinicians and specialist driving assessors, as well as access to adapted vehicles and suitable testing environments.

The DVLA is working closely with the Department for Transport and the Mobility centres network (England) to provide accessible and timely access to driving and mobility assessments.

There is a significant demand on Mobility centre assessment services, and this can result in delays in some areas. There is regular engagement with the centres to understand the challenges and maintain appropriate levels of grant funding. Individual Driving Mobility centres are responsible for managing their own assessments and waiting times. Central information on current waiting times for fitness to drive assessments is not held.

Mobility centres are responsible for providing suitable vehicles for the applicant to use. These cover a range of adaptations to meet the needs of the majority of users. The Department for Transport has also provided targeted funding to the Mobility Centres to support upgrading their vehicle fleets and enhance the range of vehicle adaptations available.

During a medical investigation into a person’s fitness to drive the Driver and Vehicle Licensing Agency (DVLA) may require a functional on-road driving assessment. These are delivered through specialist driving assessment centres that provide clinical and on-road evaluation of a driver’s functional ability where a medical condition may affect safe driving. These assessments require appropriately trained clinicians and specialist driving assessors, as well as access to adapted vehicles and suitable testing environments.

The DVLA is working closely with the Department for Transport and the Mobility centres network (England) to provide accessible and timely access to driving and mobility assessments.

There is a significant demand on Mobility centre assessment services, and this can result in delays in some areas. There is regular engagement with the centres to understand the challenges and maintain appropriate levels of grant funding. Individual Driving Mobility centres are responsible for managing their own assessments and waiting times. Central information on current waiting times for fitness to drive assessments is not held.

Mobility centres are responsible for providing suitable vehicles for the applicant to use. These cover a range of adaptations to meet the needs of the majority of users. The Department for Transport has also provided targeted funding to the Mobility Centres to support upgrading their vehicle fleets and enhance the range of vehicle adaptations available.

During a medical investigation into a person’s fitness to drive the Driver and Vehicle Licensing Agency (DVLA) may require a functional on-road driving assessment. These are delivered through specialist driving assessment centres that provide clinical and on-road evaluation of a driver’s functional ability where a medical condition may affect safe driving. These assessments require appropriately trained clinicians and specialist driving assessors, as well as access to adapted vehicles and suitable testing environments.

The DVLA is working closely with the Department for Transport and the Mobility centres network (England) to provide accessible and timely access to driving and mobility assessments.

There is a significant demand on Mobility centre assessment services, and this can result in delays in some areas. There is regular engagement with the centres to understand the challenges and maintain appropriate levels of grant funding. Individual Driving Mobility centres are responsible for managing their own assessments and waiting times. Central information on current waiting times for fitness to drive assessments is not held.

Mobility centres are responsible for providing suitable vehicles for the applicant to use. These cover a range of adaptations to meet the needs of the majority of users. The Department for Transport has also provided targeted funding to the Mobility Centres to support upgrading their vehicle fleets and enhance the range of vehicle adaptations available.

There are no plans to amend the STATS19 collection in this way.

The STATS19 collection is reviewed every 5 to 10 years. The last such review commenced in 2018, with the agreed recommendations being rolled out to police force collection systems from the start of 2024, and expected to be complete during 2026.

These reviews seek to balance the need for information with the burdens placed on police, bearing in mind that STATS19 is based on information available to the reporting officer at the scene of the collision rather than a detailed investigation.

The date for the next STATS19 review has not yet been set. The timing is agreed by the Standing Committee for Road Injury Collision Statistics (SCRICS), which meets annually to consider whether there is sufficient need for a review.

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 these updates the Department ran large-scale THINK! advertising campaigns to raise awareness of the changes.

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 via THINK! and Department for Transport social media channels, as well as through partner organisations.

However, as set out in the Road Safety Strategy published on 7 January, 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 Highway Code was updated in 2022 to include changes to improve safety for people walking, cycling and riding horses, including guidance on safe passing distances and speeds and the introduction of a hierarchy of road users.

The advice on safe passing distances in Rule 163, says that motorists should “pass horse riders and horse-drawn vehicles at speeds under 10mph and allow at least 2 metres of space”.

The figures within the National Audit Office’s report reflect table 5.18 within the 2025 Spending Review document. The HS2 programme will be required to align with the Spending Review settlement which, based on the annual capital Departmental Expenditure Limits between the period FY 25/26 - FY 29/30, reflects an average annual real growth rate of -7.9%.

A response to your correspondence has now been issued.

Within the last five years there has been two zero emission bus programmes funded by the Government, ZEBRA and ZEBRA 2. The following tables present information on the amount of grant funding awarded and the number of zero emission buses funded through the Zero Emission Bus Regional Areas (ZEBRA) programmes, by local transport authority. The numbers in this table are not official statistics: they are based on the latest information available and are therefore indicative and subject to change.

In relation to social value considerations, community benefit factors formed a component of assessment in ZEBRA 2. The procurement decisions and tender evaluations were then undertaken by the authorities and operators themselves, so the Department has made no further assessment of the potential impact of social value weighting requirements on tendered bus prices.

The Government remains committed to the plans it set out at the Spending Review, including in relation to providing £24 billion of capital funding between 2026-27 and 2029-30 to maintain and improve our motorways and local roads. This also includes £1 billion for key local highway enhancement projects and a new Structures Fund for repairing run-down bridges, decaying flyovers and worn-out tunnels.

The Department for Transport surveyed local highway authorities and other transport stakeholders on the criteria for prioritising structures for investment through the Structures Fund in February 2026. The Department is currently considering responses to the survey and will confirm further detail on the Structures Fund and the funding available for the 2026/27 financial year in due course.

The Government remains committed to the plans it set out at the Spending Review, including in relation to providing £24 billion of capital funding between 2026-27 and 2029-30 to maintain and improve our motorways and local roads. This also includes £1 billion for key local highway enhancement projects and a new Structures Fund for repairing run-down bridges, decaying flyovers and worn-out tunnels.

The Department for Transport surveyed local highway authorities and other transport stakeholders on the criteria for prioritising structures for investment through the Structures Fund in February 2026. The Department is currently considering responses to the survey and will confirm further detail on the Structures Fund and the funding available for the 2026/27 financial year in due course.

https://www.gov.uk/government/statistical-data-sets/driving-test-and-theory-test-data-cars shows the number of car practical driving tests conducted up to February 2026.

The spreadsheet attached shows the number of overtime tests for the period July 2023 to January 2026. Further information is not available.

The Government response to Baroness Casey’s National Audit on Group-based Child Sexual Exploitation and Abuse committed to legislate to tackle the inconsistent standards of taxi and PHV driver licensing. As a first step, the English Devolution and Community Empowerment Bill seeks a power for the Secretary of State to set national minimum standards for taxi and PHV licensing. The power was approved by the House of Commons, and the Bill is now being considered by the House of Lords.

If passed, this would enable government to set robust standards for licensing right across England, to keep vulnerable children and, indeed, all members of the public safe, wherever they live or travel.

The Department continues to consider further options for reform, including out-of-area working and enforcement. We need to ensure that taxis and PHVs are able to work in a way that facilitates the journeys passengers want and need to make, in a consistently safe way, whilst achieving the best overall outcomes for passenger safety. The Government is currently consulting on making all local transport authorities responsible for taxi and PHV licensing. Administering licensing across larger areas would further increase consistency in licensing and enable better resourced authorities to make better use of their enforcement powers.

The Department’s existing statutory guidance recommends that licensing authorities should require taxi and private hire vehicle (PHV) drivers to undertake an enhanced DBS and barred lists check as part of its licensing processes. All licensing authorities in England have advised that they require this.

The Government response to Baroness Casey’s National Audit on Group-based Child Sexual Exploitation and Abuse committed to legislate to tackle the inconsistent standards of taxi and PHV driver licensing. As a first step, the English Devolution and Community Empowerment Bill seeks a power for the Secretary of State to set national minimum standards for taxi and PHV licensing. The power was approved by the House of Commons, and the Bill is now being considered by the House of Lords.

If passed, this would enable government to set robust standards for licensing right across England, to keep vulnerable children and, indeed, all members of the public safe, wherever they live or travel.

The Department continues to consider further options for reform, including out-of-area working and enforcement. We need to ensure that taxis and PHVs are able to work in a way that facilitates the journeys passengers want and need to make, in a consistently safe way, whilst achieving the best overall outcomes for passenger safety. The Government is currently consulting on making all local transport authorities responsible for taxi and PHV licensing. Administering licensing across larger areas would further increase consistency in licensing and enable better resourced authorities to make better use of their enforcement powers.

The Department’s existing statutory guidance recommends that licensing authorities should require taxi and private hire vehicle (PHV) drivers to undertake an enhanced DBS and barred lists check as part of its licensing processes. All licensing authorities in England have advised that they require this.

The Government response to Baroness Casey’s National Audit on Group-based Child Sexual Exploitation and Abuse committed to legislate to tackle the inconsistent standards of taxi and PHV driver licensing. As a first step, the English Devolution and Community Empowerment Bill seeks a power for the Secretary of State to set national minimum standards for taxi and PHV licensing. The power was approved by the House of Commons, and the Bill is now being considered by the House of Lords.

If passed, this would enable government to set robust standards for licensing right across England, to keep vulnerable children and, indeed, all members of the public safe, wherever they live or travel.

The Department continues to consider further options for reform, including out-of-area working and enforcement. We need to ensure that taxis and PHVs are able to work in a way that facilitates the journeys passengers want and need to make, in a consistently safe way, whilst achieving the best overall outcomes for passenger safety. The Government is currently consulting on making all local transport authorities responsible for taxi and PHV licensing. Administering licensing across larger areas would further increase consistency in licensing and enable better resourced authorities to make better use of their enforcement powers.

The Department’s existing statutory guidance recommends that licensing authorities should require taxi and private hire vehicle (PHV) drivers to undertake an enhanced DBS and barred lists check as part of its licensing processes. All licensing authorities in England have advised that they require this.

The Government response to Baroness Casey’s National Audit on Group-based Child Sexual Exploitation and Abuse committed to legislate to tackle the inconsistent standards of taxi and PHV driver licensing. As a first step, the English Devolution and Community Empowerment Bill seeks a power for the Secretary of State to set national minimum standards for taxi and PHV licensing. The power was approved by the House of Commons, and the Bill is now being considered by the House of Lords.

If passed, this would enable government to set robust standards for licensing right across England, to keep vulnerable children and, indeed, all members of the public safe, wherever they live or travel.

The Department continues to consider further options for reform, including out-of-area working and enforcement. We need to ensure that taxis and PHVs are able to work in a way that facilitates the journeys passengers want and need to make, in a consistently safe way, whilst achieving the best overall outcomes for passenger safety. The Government is currently consulting on making all local transport authorities responsible for taxi and PHV licensing. Administering licensing across larger areas would further increase consistency in licensing and enable better resourced authorities to make better use of their enforcement powers.

The Department’s existing statutory guidance recommends that licensing authorities should require taxi and private hire vehicle (PHV) drivers to undertake an enhanced DBS and barred lists check as part of its licensing processes. All licensing authorities in England have advised that they require this.

Examiners last inspected Shaft No.4 of the Queensbury Tunnel using rope access on 26 October 2015.

Shaft 4 has annual visual exams; the last one was carried out in September 2025.

The recorded condition of Shaft No.4 at the last inspection, which was carried out using rope access on 26 October 2015, was Fair (Fair is defined as having minor non-structural defects only). NH considers the risk of shaft 4 collapsing to be low at this stage and has continued to undertake visual examinations of Shaft 4.

National Highways (NH) is comfortable that the website appropriately articulates the level of risk to surface properties. NH continues to engage with owners of property above the tunnel to ensure any changes to the risk levels are clarified as soon as practicable.

Chiltern is continuing to work closely with its partners and the Department to conclude the remaining train, infrastructure and staff issues. The start date for the first East West Rail (EWR) services at Winslow station will be announced as soon as it is possible to do so.

The Highway Code was updated in 2022 to improve the safety of all road users, particularly the most vulnerable. Key changes included the introduction of a Hierarchy of Road Users, which ensures that those who do the greatest harm have the greatest responsibility to reduce the danger or threat that they pose to others, along with the strengthening of guidance on safe passing distances and speeds when overtaking horse-riders.

Following these updates, 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 THINK! and Department for Transport social media channels, as well as through partner organisations.

However, as set out in the Road Safety Strategy published on 7 January, 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. Alongside the strategy, we launched five consultations including a consultation on introducing mandatory eyesight testing for older drivers. We welcome responses from optometrists and optometrist organisations to the consultations.

On 24 February, I chaired a roundtable meeting on eyesight and older drivers which involved representatives from the optical sector and optometrist organisations to discuss mandatory eyesight testing for older drivers.

Department officials have also met with various optometrist organisations (including the College of Optometrists and the Association of Optometrists) while developing the proposed changes to eyesight testing for older drivers.

We will continue to engage with optometrist organisations as our policies develop further.

The Department is not continuing construction on the cancelled Phase 2a or Phase 2b routes of HS2.

The Department is not considering lowering the driving age to 16.

Every life lost on our roads is a tragedy and that is especially the case for young people who are disproportionately involved in road collisions.

That is why the Road Safety Strategy focuses on improved education for learner drivers. This includes 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.

Airports and airlines must operate in full compliance with all UK laws and regulatory standards to ensure safety, security, and accountability.

If those laws are broken it is our expectation that any and all information useful to inquiries by the relevant authorities is swiftly obtained and passed on.

The Home Office is the lead department for these matters. It would not be appropriate to comment on any ongoing investigations.