Department for Transport

Most public charge points have not received any public subsidy. The average amount of public funding per charge point under the closed On-Street Residential Chargepoint Scheme (ORCS), is currently approximately £3,500 for completed projects. This is subject to change as some projects have not yet completed. The Local Electric Vehicle Infrastructure Capital Fund allocated £343m to local authorities in England and is expected to deliver at least 100,000 charge points by leveraging significant private investment alongside public funds.

Information on the amount of public funding and number of charge points supported is published quarterly and available here: https://assets.publishing.service.gov.uk/media/69245447ba812a67cb6a5673/electric-vehicle-charging-device-grant-scheme-statistics-october-2025.ods

The Department for Transport published local road maintenance ratings on 11 January, measuring how well each local highway authority is maintaining its local roads and making use of its increased government funding. The methodology used to calculate the ratings is available online, at: www.gov.uk/government/publications/methodology-used-to-calculate-ratings-for-local-road-maintenance

The Department will also be evaluating the effectiveness of its local highways maintenance funding in line with the methodologies set out in its Transport Analysis Guidance and the Treasury's Magenta Book.

A further meeting of the Hammersmith Bridge Taskforce will be held after funding arrangements for the Structures Fund have been confirmed. My officials will be in touch with relevant stakeholders in due course.

The Department is providing all local transport authorities (LTAs) with multi-year consolidated funding settlements, delivering our commitment in the English Devolution White Paper to simplify funding. These consolidated local transport settlements will give LTAs greater freedom and flexibility to make the investment decisions that best impact their local areas. LTAs can therefore use this funding to introduce or upgrade bus stops in their areas if they wish to do so.

On 20 November 2025 the Department wrote to local authorities requesting they put on hold certain designs of floating bus stop which require people to board or alight directly from or into a cycle track. This applies to new schemes at the design stage.

Local authorities must have regard to the statutory guidance on floating bus stop provision and design published on 26 January and available at: https://www.gov.uk/government/publications/floating-bus-stops-provision-and-design/floating-bus-stops-provision-and-design.

As stated in the answer to Question 113159 the Driver and Vehicle Standards Agency (DVSA) keeps its recruitment activity under regular review to ensure it attracts applications from as wide a pool as possible, and not just from those who may have a driving instructor background.

The use of the GOV.UK instructor page is primarily intended to provide information and services for approved driving instructors, however, all driving examiner vacancies are publicly advertised on Civil Service Jobs on the GOV.UK website and DVSA also publishes information about available career opportunities through its “Working for DVSA” pages on GOV.UK.

DVSA does not hold centrally a snapshot of the total number of driving examiner vacancies by calendar month but continually reviews its workforce requirements in response to customer demand and operational need. Recruitment is managed through ongoing and periodic national and regional campaigns rather than fixed monthly vacancy totals.

As part of this approach, DVSA has continued to run national recruitment campaigns for driving examiners, including a campaign launched in February 2026 advertising multiple driving examiner posts across the country. These campaigns are intended to address recruitment pressures and improve driving test capacity, particularly in areas with the greatest demand.

As stated in the answer to Question 113159 the Driver and Vehicle Standards Agency (DVSA) keeps its recruitment activity under regular review to ensure it attracts applications from as wide a pool as possible, and not just from those who may have a driving instructor background.

The use of the GOV.UK instructor page is primarily intended to provide information and services for approved driving instructors, however, all driving examiner vacancies are publicly advertised on Civil Service Jobs on the GOV.UK website and DVSA also publishes information about available career opportunities through its “Working for DVSA” pages on GOV.UK.

DVSA does not hold centrally a snapshot of the total number of driving examiner vacancies by calendar month but continually reviews its workforce requirements in response to customer demand and operational need. Recruitment is managed through ongoing and periodic national and regional campaigns rather than fixed monthly vacancy totals.

As part of this approach, DVSA has continued to run national recruitment campaigns for driving examiners, including a campaign launched in February 2026 advertising multiple driving examiner posts across the country. These campaigns are intended to address recruitment pressures and improve driving test capacity, particularly in areas with the greatest demand.

Spending plans for the period from 2025-26 to 2028-29 were agreed with HM Treasury as part of the Spending Review 2025 settlement and can be found at https://www.gov.uk/government/publications/spending-review-2025-document.

They were amended as part of the Autumn Budget 2025 and can be found at [page 146] https://assets.publishing.service.gov.uk/media/Budget_2025.

DVSA does not have a separate standards checks for trainers of ADIs. If a driving instructor wishes to train driving instructors, they do not need an extra qualification.

The Official Register of Driving Instructor Training (ORDIT) scheme was suspended by the previous Government in November 2023. The Driver and Vehicle Standards Agency recognises the importance of ORBIT and will engage with the industry and discuss how and when the scheme should resume.

The English Devolution and Community Empowerment Bill, currently being considered by the House of Lords, seeks to provide a power for the Secretary of State to set in regulations requirements that must be met for any taxi or private hire vehicle licence to be issued and held.

Since 2023 all licensing authorities have been required to use a national licensing database to facilitate the sharing of information when a taxi or private hire vehicle driver has had a licence refused, suspended or revoked on the grounds of safeguarding, road safety or equality discrimination concerns. The Department for Transport is considering options to reform the regulation of the sector, and as part of this intends to have a national licensing database with the details of every driver, vehicle and private hire vehicle operator licence.

The Government has committed to pursuing legislative reform for micromobility vehicles, which is likely to include e-scooters, when parliamentary time allows. Any regulations will be publicly consulted on before they come into force.

Local authorities employ civil enforcement officers and already have the powers in some circumstances to remove and dispose of abandoned, obstructively or dangerously parked e-scooters and e-cycles.

The police have responsibility for enforcement of illegal use, and the Crime and Policing Bill introduced in 2026 will give the police stronger powers to stop and seize vehicles being used illegally without issuing a warning.

While the Driver and Vehicle Licensing Agency keep its fees under constant review, there are currently no plans to publish a fees strategy.

The Department engages with a wide range of stakeholders in developing policy on street design. My officials and I have met with a range of groups in developing policy on floating bus stops including the Royal National Institute of Blind People, Guide Dogs and the National Federation of the Blind UK.

In line with Treasury guidance, the development of the Business Case for East West Rail will progress as East West Rail Company continues to develop and refine the project.

The Full Business Case will be submitted for approval and then published, once planning consent has been secured, which is standard for this type of project.

The Preferred Route for the M54 to M6 Link Road scheme was announced in September 2018, following public consultation. The route selected provides the highest benefit to the local economy, the best journey time options, and was preferred by most of the respondents to the public consultation. The route includes a two-lane dual carriageway link road between M54 at junction 1 and M6 at junction 11.

Funding for the scheme was confirmed on 8 July 2025, following the conclusion of the Spending Review. The scheme will be formally confirmed as part of the setting of the third Road Investment Strategy (RIS3), planned to be published by the end of March 2026.

The Plug in Motorcycle Grant has supported almost 16,000 vehicle purchases since 2016 and, as announced in February 2025, will close at the end of the 2025/26 financial year or when budgets have been exhausted, whichever comes first.

EV incentives are designed to encourage the transition from internal combustion engine (ICE) vehicles to zero emission vehicles (ZEVs). It is crucial they target the most polluting vehicles to enable the Government to meet its legally binding carbon emission reduction targets. Policy interventions are always kept under review.

The Government is committed to ensuring that public charging infrastructure is accessible for all. In November 2025, the British Standards Institution published the results of a review, commissioned by the Government and Motability Foundation, on changes needed to improve uptake of the Publicly Available Specification (PAS) 1899:2022 standards for charge point accessibility. The recommendations from this review are now being used to inform revisions to the relevant charge point accessibility standards. We will continue to monitor the adoption of the standards and their impact on accessibility to assess the need for further measures.

The Department has no plans to publish the internal modelling or initial business case development which informed the savings from corporate initiatives in the Department’s Efficiency Plan.

The Government takes national security extremely seriously and recognises the systemic challenges of increased connectivity and the cyber security implications for almost every area of government policy, including electric buses. The Department works closely with the transport sector and other government department to understand and respond to cyber vulnerabilities for all transport modes.

The department introduced two new regulations in November 2025: one to strengthen vehicle cybersecurity and one on software updates (UN Reg 155 and UN Reg 156). The cybersecurity regulation sets out requirements to mitigate potential threats in vehicle construction, to monitor emerging threats and to respond to cyber-attacks. The software updating regulation sets out requirements for upgrading software in a safe and secure manner, that is documented and the vehicle's user is fully informed throughout the process.

As part of the National Security Strategy the government is also bolstering our cyber and economic security defences. For example, the national security powers in the Procurement Act 2023 allow the Government to exclude suppliers from public sector procurement, terminate their contracts and debar them from future ones. These powers target risk from individual suppliers – not specific countries – and will be used proportionately based on the threat posed.

We are aware of recent reports from Norway concerning an electric bus manufacturer. Officials are investigating these, and the Transport Secretary will update the Transport Committee once the work is complete.

The 2026 business rates revaluation, which is a continuing process, is a matter for the operationally independent Valuation Office Agency (VOA). The VOA is due to publish its final ratings list this Spring.

The guidance for local transport authorities on the byelaws provisions in the Bus Services Act 2025 is still being developed and will be published in due course.

The Department for Transport submitted no evidence to the Office for National Statistics’ formal consultation regarding views on whether additional tick-box response options are required for a new ethnicity harmonised standard. The Department contributed evidence at an earlier stage, providing data on the detailed responses provided by respondents to the National Travel Survey who had selected an ‘other’ ethnic background category and were subsequently asked how they would describe themselves.

The Department do not have any plans to use World Wildlife Day to promote driver awareness of wildlife on the roads. A main focus for this Government is to make our roads safer for all users, which will in turn reduce the risk to all animals.

There is a range of traffic signs prescribed in the Traffic Signs Regulations and General Directions 2016 to warn drivers of road safety risks due to wildlife on or near roads. It is for local traffic authorities to determine if such signs are required to address a road safety issue on their roads.

Advice on the use of these signs is given in Chapter 4 of the Traffic Signs Manual, available at https://www.gov.uk/government/publications/traffic-signs-manual

The installation and use of CCTV on vehicles and at stations is an operational decision with many operators and local authorities choosing to install CCTV on their networks.

As of March 2024, 96% of buses used by local operators in England were equipped with CCTV, some coach operators already use CCTV on their vehicles, and most new train procurements since 1996 have included CCTV provision.

On the railway, where CCTV is installed, National Rail Contracts and Service Agreements require operators to comply with relevant industry guidance and standards. This includes ensuring that CCTV equipment is properly maintained and remains in working order, and that recorded images are securely stored and retained so they are available to support investigations when required. Train operators are expected to follow the Rail Safety and Standards Board’s Rail Industry Standard for on‑train camera monitoring systems, which covers matters such as system performance, image quality, secure storage and retention.

The Department recently announced nearly £17 million of funding for a project to connect railway station CCTV directly to the British Transport Police and is exploring expanding the provision and use of CCTV on the bus network, to increase feelings of safety and reduce the length of police investigations.

The English Devolution and Community Empowerment Bill, currently being considered by the House of Lords, seeks to provide a power for the Secretary of State to set in regulations requirements that must be met for any taxi or private hire vehicle licence to be issued and held.

If passed, we are committed to using the powers to set the standards as quickly as possible. As this will be the first time that mandatory standards in taxi and private hire vehicle licensing have been set, it is vital that sufficient time is taken to get them right to provide certainty and stability for passengers and the trades.

The Department wants everyone to feel and be safe on the public transport network, and we are working across government and with partners, including the British Transport Police (BTP), the transport industry, and local authorities to this end.

On the railways, there are robust safety arrangements in place to support staff who are operating independently and alone, whether they be track workers, station staff, train guards, or signallers, among other roles. These arrangements are mandatory due to the strong statutory safety duties that apply to operators and employers on the railway. To mitigate the risks associated with lone working, the industry is implementing various measures to improve safety and security.

The BTP are the dedicated police force responsible for policing the railway in England, Scotland and Wales. Their officers patrol the network 24/7 to provide reassurance to passengers and staff and deter criminals from offending. BTP also work closely with the rail industry to encourage staff to report offences so they can take action against offenders. Reporting can be done by texting 61016, calling 0800 405040 or calling 999 in an emergency.

As part of the Departmental transport commitments outlined in the recently published Action Plan of the Government's ‘Freedom from violence and abuse: a cross-government strategy,’ the Department is currently exploring expanding the provision and use of CCTV on the bus network, to increase feelings of safety and reduce the length of investigations.

The Government is committed to tackling fraud on the railways. The new rules on ticket refunds from 1 April, will help prevent an estimated £40 million a year in losses caused by passengers fraudulently claiming refunds on tickets that were never scanned, despite having used them for travel.

As with any customer who uses the Driver and Vehicle Standards Agency’s (DVSA) services, their data will be retained on record for a period of time. There are, however, Data Protection rules regulating how this data can be used. As stated in the answer to Question 113159, DVSA seeks to attract applications from as wide a pool as possible, and not just from those who may have a driving instructor background. DVSA are aware, however, that driving examiner (DE) vacancies likely attract a significant proportion of approved driving instructors (ADI) via our regular advertising.

All DE vacancies are publicly advertised on Civil Service Jobs on GOV.UK. DVSA also uses online jobsites and places posters in driving test centres to publicise roles.

DVSA uses the Government Recruitment Service hosted applicant tracking system, through a contract with the Department for Transport. DVSA cannot get details of applicant referral sources from this service.

DVSA can collect click-through rates for some areas, such as some forms of advertising.

As with any customer who uses the Driver and Vehicle Standards Agency’s (DVSA) services, their data will be retained on record for a period of time. There are, however, Data Protection rules regulating how this data can be used. As stated in the answer to Question 113159, DVSA seeks to attract applications from as wide a pool as possible, and not just from those who may have a driving instructor background. DVSA are aware, however, that driving examiner (DE) vacancies likely attract a significant proportion of approved driving instructors (ADI) via our regular advertising.

All DE vacancies are publicly advertised on Civil Service Jobs on GOV.UK. DVSA also uses online jobsites and places posters in driving test centres to publicise roles.

DVSA uses the Government Recruitment Service hosted applicant tracking system, through a contract with the Department for Transport. DVSA cannot get details of applicant referral sources from this service.

DVSA can collect click-through rates for some areas, such as some forms of advertising.

Officials in my department regularly engage with the insurance industry to ensure insurance products will be available in line with the deployment of automated vehicles.

The Automated Vehicles Act 2024 sets out the regulations for insurance requirements for automated vehicles specifically. Our recent call for evidence, launched in December 2025, seeks views on various aspects of the automated vehicles regulatory framework, which includes insurance. Responses received will support future consultation on the proposed regulations, with full implementation of the Act anticipated by the second half of 2027.

The information requested is not held.

Data on deaths and injuries in reported road collisions is based on information reported to the Department by police forces in Great Britain via the system known as STATS19.

STATS19 does not distinguish between e-bikes, which will be included within the pedal cycle or electric motorcycle categories depending on their power rating. Additionally, STATS19 does not assign blame to any of the participants in collisions, so that it is not possible to provide figures on injuries or deaths caused by any mode of transport.

The number of deaths and injuries in collisions involving e-scooters and pedal cycles is shown in the table, for the three most recent years for which figures are available. In most cases, the casualties was the rider of the e-scooter or the pedal cyclist themselves.

The information requested is not held.

Data on deaths and injuries in reported road collisions is based on information reported to the Department by police forces in Great Britain via the system known as STATS19.

STATS19 does not distinguish between e-bikes, which will be included within the pedal cycle or electric motorcycle categories depending on their power rating. Additionally, STATS19 does not assign blame to any of the participants in collisions, so that it is not possible to provide figures on injuries or deaths caused by any mode of transport.

The number of deaths and injuries in collisions involving e-scooters and pedal cycles is shown in the table, for the three most recent years for which figures are available. In most cases, the casualties was the rider of the e-scooter or the pedal cyclist themselves.

Local traffic authorities have the power to set 20mph speed limits where people and traffic mix, for example outside schools. They can also set enforceable 20mph limits that apply only at certain times of day, for example at school drop-off and pick-up times.

The Government supports 20mph limits in the right places, particularly around schools or where walking and cycling levels are high. However, the Government does not support mandating a national change, as many roads are unsuited to 20mph by the nature of their function or geometry and could unintentionally reduce safety. Local authorities are best placed to decide where 20mph limits will work effectively based on local conditions and community needs.

If, following consultation with local communities, local authorities decide to take such actions, they will have the Department's full backing.

The Government expects local authorities to work with local schools, parents, and communities to address concerns about road safety in their local area.

The enforcement of road traffic law and how available resources are deployed is the responsibility of individual Chief Officers and Police and Crime Commissioners, taking into account local problems and demands. The police are operationally independent.

We will continue to support the police to ensure they have the tools needed to keep road users safe.

Building on the success of the Roads Policing Review, the Department is developing a new Roads Policing Innovation Programme (RPIP), working with key partners in enforcement and compliance, including the National Police Chiefs’ Council (NPCC).

Alongside the recently published Road Safety Strategy, which sets out wider government plans to improve road safety across enforcement, infrastructure, vehicle safety and post‑collision care, this work will help ensure that policing and enforcement activities continue to evolve in line with emerging evidence and priorities.

Government continues to monitor regulatory approaches to support the transition to zero emission vehicles in other countries. These vary depending on the economic, market, and geographic circumstances of each country.

The UK remains a leader in the ZEV transition, and the ZEV Mandate remains essential to meeting our objectives on air quality, energy security and industrial policy as well as delivering on our climate commitments. We will publish a review of the ZEV Mandate in early 2027, with preparations beginning this year.

The Department for Transport's support for the 14 contracted operators and Network Rail was £8.47 per journey in 2024/25. It is currently estimated that this will steadily decrease to just over £7 per journey in 2028/29. This means an average year on year reduction of 4.3%.

The Department wants sustainable transport options to be available to all. The Department is assessing the evidence base and considering how best to support the car sharing sector and ensure the right measures are in place to support car clubs and other shared vehicle services across the UK.

Introducing a number plate system on e-bikes would be complex and expensive to design and administer. It would also require fitting registration plates that were sufficiently visible and robust and could not easily be transferred from one cycle to another. A previous detailed review of this idea concluded that the cost and complexity of introducing such a system would far outweigh the benefits.

Regarding private e-scooters, they are currently illegal to use on public roads, cycle lanes and pavements. The Government has committed to pursuing legislative reform for micromobility vehicles, such as e-scooters, when parliamentary time allows. Any regulations, which could include a potential requirement for number plates, will be consulted on before they come into force so that all interested parties have a chance to shape the new regime.

The Department is working closely with Chiltern and other partners to confirm a start date for the first EWR services between Oxford and Milton Keynes.

My Department has introduced a range of measures to encourage and support UK airports in moving passengers and staff away from private car use. All major UK Airports have been required to have a Surface Access Strategy since 2000, with clear modal‑shift and sustainable transport objectives. Specific targets for airports to reduce private car modal share typically come from planning obligations linked to expansion proposals. In addition, my Department continues to invest in public transport networks to provide passengers with credible and convenient alternatives to car travel.

The previous Government updated the Highway Code in 2022 to improve road safety for people walking, cycling and riding horses including the introduction of a hierarchy of road users. This review of the Highway Code was announced as part of the Cycling and Walking Investment Strategy Safety Review in September 2017.

When undertaking the review of The Highway Code the Department for Transport worked closely with representative organisations to seek their views and experiences, including motoring groups. The consultation on the proposed changes ran for 3 months and generated a huge response with nearly 21,000 replies received from a wide range of road users.

I am aware that bike theft is a major problem and that the fear of having a bike stolen can act as a serious deterrent to those who might otherwise want to take up cycling. Active Travel England is providing funding for local authorities to introduce secure cycle parking. Ultimately, enforcement of offences concerning cycle theft and advice on preventative measures is a matter for the police.

We are only able to provide data since the transfer into public ownership in May 2023. The data for 2023/24 (May onward) and 2024/25 are:

The difference in cost is explained by the fact that 2023/24 is a part year, and 2024/25 is a full year, with the one-off implementation costs of TransPennine Trains’ (TPT) ‘Coast to Coast’ catering set up in that year.

Catering is a service offer on most of the longer distance operators, including TPT, whose core business is leisure travel, and where journey lengths are often in excess of two hours. Revenue generated by First Class, in which catering is an important feature, is also an important part of TPT's business model. The revenue numbers do not include fares income generated by the availability of catering on board TPT services, which are captured within TPT's wider reporting on revenues by route.