Department for Transport

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.

The UK approach to pilot colour vision testing involves initial screening using Ishihara test plates. Where applicants make a single error, advanced colour vision testing using the Colour Assessment and Diagnosis (CAD) test is required to measure colour vision. The CAD test is one of the few tests designed around a colour dependent aviation task. Applicants with normal or mild impairment are assessed as fit, whilst those with significant colour vision impairment are assessed as unfit. In the absence of evidence published in peer review literature regarding the effectiveness of operational assessments, the CAA only accepts CAD testing for advanced colour vision testing.

We have no evidence to suggest that the UK CAA’s colour vison standards have a significant impact on pilot recruitment. Our aim is to foster a diverse and inclusive sector, while ensuring that the highest standards of aviation safety are maintained. Prospective pilots apply for the initial issuance of a Class 1 medical certificate prior to commencing/being accepted for training to become a commercial pilot. There are currently around 22,000 commercial pilots in the UK. Between 1 April 2021 and 31 January 2026, there were 6,930 initial Class 1 medical examinations in the UK. Only 18 applicants for a Class 1 certificate during this period (0.3% of total) were assessed as unfit solely due to colour vision impairment.

There should also be no impact on pilot retention, since following successful application for a Class 1 medical certificate, a certificate holder would only lose their certificate if they developed a significant condition that may also be associated with colour vision impairment such as macular degeneration with visual loss. Such conditions tend to occur much later in life.

While other regulators may take differing approaches, the UK approach is aligned with international norms. In the absence of peer reviewed evidence regarding the effectiveness of alternative approaches, the UK is engaging with the ICAO-led work referenced in my previous response.

The UK Government monitors all vessels in UK waters which are of interest to the safety of mariners, the marine environment and the UK’s national security.

Since October 2024, the Department for Transport’s Voluntary Insurance Reporting Mechanism has challenged over 700 suspected shadow fleet vessels with unknown insurance, a significant portion of the shadow fleet, to provide their insurance as they transit the English Channel.

The Foreign, Commonwealth and Development Office have sanctioned over 500 shadow fleet vessels, which prohibits these vessels from entering UK ports, and signals to the global maritime community that these vessels are dangerous and should not be interacted with.

The Department is continuing its dedicated research into the decline in road adoption rates across England. This includes gathering evidence from local highway authorities and wider stakeholders to understand current challenges and assess options to improve and streamline the adoption process. The findings from this work will inform any future policy or legislative considerations. We expect to publish the findings later this year.

Local highway authorities have a duty under Section 41 of the Highways Act 1980 to maintain the highways network in their area. It is for each individual local highway authority to assess which parts of its network need repair and what standards should be applied, based upon their local knowledge and circumstances.

Although the Government does not currently assess the adequacy of drainage maintenance practice in each authority, it does encourage authorities to maintain their drainage assets through guidance.

Local highway authorities have a duty under Section 41 of the Highways Act 1980 to maintain the highways network in their area. It is for each individual local highway authority to assess which parts of its network need repair and what standards should be applied, based upon their local knowledge and circumstances.

Although the Government does not currently assess the adequacy of drainage maintenance practice in each authority, it does encourage authorities to maintain their drainage assets through guidance.

The Driver and Vehicle Licensing Agency’s (DVLA) online services currently adhere to Web Content Accessibility Guidelines (WCAG 2.1) and work is underway to bring all services to WCAG 2.2 level AA status to attain full compliance with the most recent accessibility requirements.

Customers can contact the DVLA digitally, by telephone or in writing. The DVLA offers a variety of reasonable adjustments to customers which can range from simple adjustments like providing correspondence on coloured paper or in large print, to providing a video relay service for British Sign Language users who want to contact the DVLA via telephone.

National Highways’s route strategies are the principal evidence-gathering mechanism that informs investment planning for the Strategic Road Network. The A34 is considered as part of the ‘Solent to Midlands’ route strategy where ‘Improving Safety for All’ is a key theme and objective. There is significant consultation with local authorities and stakeholders in the formation of these strategies, and they are reviewed, and reconsulted on, as part of the development of each 5-year Road Investment Strategy cycle.

National Highways is currently undertaking a renewal of the road markings on the A34 from Chieveley to the M40, which is due to be completed by 18 March. It is undertaking studies into the safety performance of slip roads accessing the A34 from the communities of East Ilsley and Beedon, and this work is due to conclude later in the spring. It is also reviewing the access from Chieveley, and looking into options for flood reduction at East Ilsley.

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

As the UK is a party to the United Nations Convention on the Law of the Sea, any vessel with a valid flag status has the right to innocent passage through the UK’s territorial sea.

Cyclists face significant risk when interacting with motor vehicles: in 2024 there were 14,549 cyclist casualties on Great Britain’s roads, the overwhelming majority arising from collisions with motor vehicles rather than pedestrians or other cyclists.

The importance of perceived safety is reflected in survey evidence. The latest Walking and Cycling Index (2023) shows that 58% of residents support more cycle paths protected from traffic, reflecting continued strong public backing for protected cycling infrastructure.

Active Travel England is undertaking further research, reporting in 2027, to strengthen the evidence base on the safety, accessibility and user experience relating to Floating Bus Stops.

There is no national estimate of cyclist injury collisions occurring at or near bus stops. National collision data does not routinely identify bus-stop locations, and non-fatal cycling injuries are significantly under-reported, making precise calculations difficult.

Cyclists face substantial injury risk when mixing with motor traffic. In 2024, there were 14,549 cyclist casualties on Great Britain’s roads (82 killed, 3,822 seriously injured), the overwhelming majority involving motor vehicles.

Active Travel England and the Department is undertaking further research, reporting in 2027, to strengthen the evidence base on the safety, accessibility and user experience relating to Floating Bus Stops.

The government is committed to improving transport services, so they are more inclusive and enable disabled people to travel safely, confidently and with dignity, including for blind and partially sighted people. As part of our broader mission to break down barriers to opportunity, we recognise that more needs to be done to ensure public transport is accessible to all.

Our Bus Services Act 2025 includes a comprehensive package of measures to improve the accessibility and inclusivity of local transport. Through the Act, we are helping authorities to provide safer and more accessible bus stations and stops and mandating more streamlined disability training for bus drivers and frontline staff. We are also requiring local authorities to regularly review the accessibility of their bus networks through the development and publication of a Bus Network Accessibility Plan.

We are equally committed to improving the experience for disabled passengers on rail services and that is why we published the Department’s roadmap to an accessible railway. It sets out what we are doing now to improve the day-to-day travelling experience for disabled passengers in the lead up to Great British Railways being established. The Railways Bill will also establish a Passenger Watchdog, protecting the rights of disabled passengers by monitoring service delivery, investigating persistent issues, and advocating for improvements. We are also continuing to install accessible routes at stations through our Access for All programme and have completed a programme to install platform edge safety tactiles on every platform in the country.

The government recognises that pavement parking is also an issue that resonates deeply with communities across the country. The impact is felt by many; particularly people living with sight-loss, mobility or sensory disabilities, older adults, parents with young children, and anyone who relies on safe, accessible pavements to move around independently.

We are taking forward a new, devolved approach to pavement parking, reflecting our commitment to decisions being made closer to the communities they affect. Local leaders understand their community best and are therefore in the strongest position to meet local needs effectively. The measures the government is taking forward support our commitment to improve transport users’ experience, ensuring that our roads and pavements are safe, reliable, and inclusive.

The Department also provides advice to taxi and private hire vehicle licensing authorities in England on the steps they can take to improve the accessibility of services. This recommends mandatory disability awareness training for drivers and sets out recommendations to make reporting of incidents of alleged discrimination straightforward, with authorities expected to investigate thoroughly and take effective action. It also recognises the specific challenges that visually impaired passengers may face when providing evidence of incidents and advises licensing authorities to accept appropriate audio or video evidence and, where relevant, seek information from operators and partner agencies. The guidance also encourages authorities to explore more accessible payment options, such as ‘talking’ meters or more accessible card readers.

Further, 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.

The provision of accessible transport services, including for blind and partially sighted people, also requires a strong impetus from transport providers. We would expect transport authorities and operators to play their part in delivering this service – by communicating with their passengers, including about the accessibility measures they provide to encourage use.

To build on this, we are committed to developing an Accessible Travel Charter. The Charter is a commitment to a shared vision for accessible travel. It will set out what disabled travellers can expect from their journeys, share best practice across organisations and create consistency in end-to-end journeys for disabled travellers.

The Department also provides other support to allow blind and partially sighted passengers to travel including through the blue badge scheme and concessionary travel on public transport.

Last year the Government published the Maritime Decarbonisation Strategy, setting out the pathway to zero emissions by 2050. This will be delivered through five key policies, including fuel regulation and emissions trading. Alongside this we published a Call for Evidence on decarbonising smaller vessels, and we will publish a summary of responses to this later this year.

Pilot colour vision testing is an issue that is considered by aviation authorities across the world. The International Civil Aviation Organization (ICAO) is in discussion with national aviation authorities, including the UK Civil Aviation Authority (CAA), about developments in this area including the use of operational assessments and determining their safety and effectiveness.

The CAA has worked with City University, London, to develop the colour assessment and diagnosis (CAD) test and this has allowed them to pass 35% of applicants with a colour vision deficiency, including some who failed the lantern tests used previously. An independent analysis reported that only the CAD test and anomaloscopes (when used correctly) have 100% sensitivity and specificity when assessing colour vision. While other aviation authorities, including the Australian Civil Aviation Safety Authority (CASA), are starting to use operational assessments, this is as part of a wider suite of tests.

The CAA only accepts CAD testing for advanced colour vision testing, in the absence of evidence published in peer review literature regarding the effectiveness of operational assessments. CAD testing is easier to deploy than operational assessments and there is agreement among several aviation authorities that operational assessments need to be properly validated and compared with current methods for colour vision testing.

The CAA recognises that colour vision testing is an important matter for the pilot community and are committed to reviewing the safety evidence as it emerges. The priority remains to ensure that we are satisfied with the safety implications of any potential assessment solutions.

It is very rare to close Liverpool Street on a weekend for longer than 27 hours and not on a Saturday. Network Rail will occasionally consider closing the full station on a Sunday as, with train operators, they can offer alternative travel options into London for passengers. However, there have been some full weekend closures of Liverpool Street station because of extensive eight-day engineering blocks undertaken over Christmas 2024 and 2025 to carry out major roof renovations at the station. Note that on these occasions, services terminated at Stratford, with connections into the Liverpool Street area available.

Network Rail analyses routes across the whole of the UK to minimise disruption to critical passenger and freight flows such as those to London Gateway and Felixstowe reducing the impact to a minimum as practically as possible.

Network Rail plans major engineering works to coincide with expected low overall passenger demand (for example, by not planning works on popular seaside routes in mid-Summer). Network Rail aims to maintain operational resilience, to minimise disruption, and to ensure the safe and efficient delivery of major engineering works, and timely completion of those works.

UK haulage drivers are able to operate in the EU without the need for a visa, providing they do not spend more than 90 days in the EU within any 180-day period.

The Department for Transport is undertaking research to improve understanding of the effects of the 90 in 180-day Schengen immigration limit (‘90/180’) on the international operations of GB-based HGV and coach businesses (including those working in the creative sector) that hold standard international operator licences. The data is currently being processed, and the findings will be published in due course.

Members of the creative sector are bound by the 90/180 limit for short stays but must apply for a work-permit or performance visa or other national visa to work. The Government recognises that this can create real challenges for them as their work often involves moving between multiple countries over short periods.

In the UK-EU Summit of 19 May 2025, the European Commission and the United Kingdom recognised the value of travel and cultural and artistic exchanges, including the activities of touring artists. They committed to continuing their efforts to support travel and cultural exchange. Building on the Summit, the Government is exploring with the EU Commission and EU Member States how best to improve arrangements for touring across the European continent.

The Department for Transport has not made an assessment of the adequacy of visa arrangements for the creative sector.

The Department has not assessed the impact of secure lorry parking or enhanced lighting and CCTV at lorry parks on levels of freight crime.

The 2022 survey of HGV parking in England identified a lack of security measures and secure parking as a priority for drivers. This informed the design of the Lorry Parking and Driver Welfare Match Funding Grant Scheme which included funding for security measures such as enhanced lighting and CCTV. A new National Lorry Parking Survey is currently underway to provide up to date evidence on the availability, security and quality of lorry parking in England and by region.

Transport Focus published a survey of HGV drivers in December 2025 which found that visible security measures are a priority for drivers and support both vehicle security and driver welfare.

Crime recording is a matter for the Home Office. Police‑recorded crime data does not separately identify freight crime or its location, therefore no assessment can be done on the number of incidents at secure lorry parks or analysis of trends over time. However, a Home Office pilot of a flag to improve the identification of freight‑related offences is underway with a small number of police forces.

The National Vehicle Crime Intelligence Service (NaVCIS), publish data on HGV and cargo related crime notifications received from police forces and members as follows:

DfT officials have worked with NaVCIS to identify areas of high HGV and cargo related crimes. This unpublished analysis is supporting future policy development.

The Department has not assessed the impact of secure lorry parking or enhanced lighting and CCTV at lorry parks on levels of freight crime.

The 2022 survey of HGV parking in England identified a lack of security measures and secure parking as a priority for drivers. This informed the design of the Lorry Parking and Driver Welfare Match Funding Grant Scheme which included funding for security measures such as enhanced lighting and CCTV. A new National Lorry Parking Survey is currently underway to provide up to date evidence on the availability, security and quality of lorry parking in England and by region.

Transport Focus published a survey of HGV drivers in December 2025 which found that visible security measures are a priority for drivers and support both vehicle security and driver welfare.

Crime recording is a matter for the Home Office. Police‑recorded crime data does not separately identify freight crime or its location, therefore no assessment can be done on the number of incidents at secure lorry parks or analysis of trends over time. However, a Home Office pilot of a flag to improve the identification of freight‑related offences is underway with a small number of police forces.

The National Vehicle Crime Intelligence Service (NaVCIS), publish data on HGV and cargo related crime notifications received from police forces and members as follows:

DfT officials have worked with NaVCIS to identify areas of high HGV and cargo related crimes. This unpublished analysis is supporting future policy development.

The Department has not assessed the impact of secure lorry parking or enhanced lighting and CCTV at lorry parks on levels of freight crime.

The 2022 survey of HGV parking in England identified a lack of security measures and secure parking as a priority for drivers. This informed the design of the Lorry Parking and Driver Welfare Match Funding Grant Scheme which included funding for security measures such as enhanced lighting and CCTV. A new National Lorry Parking Survey is currently underway to provide up to date evidence on the availability, security and quality of lorry parking in England and by region.

Transport Focus published a survey of HGV drivers in December 2025 which found that visible security measures are a priority for drivers and support both vehicle security and driver welfare.

Crime recording is a matter for the Home Office. Police‑recorded crime data does not separately identify freight crime or its location, therefore no assessment can be done on the number of incidents at secure lorry parks or analysis of trends over time. However, a Home Office pilot of a flag to improve the identification of freight‑related offences is underway with a small number of police forces.

The National Vehicle Crime Intelligence Service (NaVCIS), publish data on HGV and cargo related crime notifications received from police forces and members as follows:

DfT officials have worked with NaVCIS to identify areas of high HGV and cargo related crimes. This unpublished analysis is supporting future policy development.

The Department has not assessed the impact of secure lorry parking or enhanced lighting and CCTV at lorry parks on levels of freight crime.

The 2022 survey of HGV parking in England identified a lack of security measures and secure parking as a priority for drivers. This informed the design of the Lorry Parking and Driver Welfare Match Funding Grant Scheme which included funding for security measures such as enhanced lighting and CCTV. A new National Lorry Parking Survey is currently underway to provide up to date evidence on the availability, security and quality of lorry parking in England and by region.

Transport Focus published a survey of HGV drivers in December 2025 which found that visible security measures are a priority for drivers and support both vehicle security and driver welfare.

Crime recording is a matter for the Home Office. Police‑recorded crime data does not separately identify freight crime or its location, therefore no assessment can be done on the number of incidents at secure lorry parks or analysis of trends over time. However, a Home Office pilot of a flag to improve the identification of freight‑related offences is underway with a small number of police forces.

The National Vehicle Crime Intelligence Service (NaVCIS), publish data on HGV and cargo related crime notifications received from police forces and members as follows:

DfT officials have worked with NaVCIS to identify areas of high HGV and cargo related crimes. This unpublished analysis is supporting future policy development.

The Department has not assessed the impact of secure lorry parking or enhanced lighting and CCTV at lorry parks on levels of freight crime.

The 2022 survey of HGV parking in England identified a lack of security measures and secure parking as a priority for drivers. This informed the design of the Lorry Parking and Driver Welfare Match Funding Grant Scheme which included funding for security measures such as enhanced lighting and CCTV. A new National Lorry Parking Survey is currently underway to provide up to date evidence on the availability, security and quality of lorry parking in England and by region.

Transport Focus published a survey of HGV drivers in December 2025 which found that visible security measures are a priority for drivers and support both vehicle security and driver welfare.

Crime recording is a matter for the Home Office. Police‑recorded crime data does not separately identify freight crime or its location, therefore no assessment can be done on the number of incidents at secure lorry parks or analysis of trends over time. However, a Home Office pilot of a flag to improve the identification of freight‑related offences is underway with a small number of police forces.

The National Vehicle Crime Intelligence Service (NaVCIS), publish data on HGV and cargo related crime notifications received from police forces and members as follows:

DfT officials have worked with NaVCIS to identify areas of high HGV and cargo related crimes. This unpublished analysis is supporting future policy development.

The Department has not assessed the impact of secure lorry parking or enhanced lighting and CCTV at lorry parks on levels of freight crime.

The 2022 survey of HGV parking in England identified a lack of security measures and secure parking as a priority for drivers. This informed the design of the Lorry Parking and Driver Welfare Match Funding Grant Scheme which included funding for security measures such as enhanced lighting and CCTV. A new National Lorry Parking Survey is currently underway to provide up to date evidence on the availability, security and quality of lorry parking in England and by region.

Transport Focus published a survey of HGV drivers in December 2025 which found that visible security measures are a priority for drivers and support both vehicle security and driver welfare.

Crime recording is a matter for the Home Office. Police‑recorded crime data does not separately identify freight crime or its location, therefore no assessment can be done on the number of incidents at secure lorry parks or analysis of trends over time. However, a Home Office pilot of a flag to improve the identification of freight‑related offences is underway with a small number of police forces.

The National Vehicle Crime Intelligence Service (NaVCIS), publish data on HGV and cargo related crime notifications received from police forces and members as follows:

DfT officials have worked with NaVCIS to identify areas of high HGV and cargo related crimes. This unpublished analysis is supporting future policy development.

Department for Transport Ministers have regular discussions with officials, external experts and ministerial colleagues on a range of issues, including national security, defence and resilience.

The Home Defence Programme was established in August 2024 to build the UK’s resilience to any potential escalation to conflict. It is an evolving and enduring programme of work which provides defence, security and resilience planning, focused on aligning military and civil effort in the event of a period of crisis and international hostilities affecting the UK, informed by and reflecting the recommendations from government strategies, including the Strategic Defence Review, National Security Strategy and Resilience Action Plan.

The Department for Transport is actively supporting this work.

The attached Excel spreadsheet shows how many practical car driving tests were conducted and cancelled, at Slough driving test centre in each month of 2024 and 2025. Also included is the number of practical car driving test slots that were available to book during this period but were not used. It is not possible to include data on the number of tests cancelled that then go on to be unused.

Please note this data is up to 31 March 2025. Data for individual driving test centres is updated annually. The next update to this information will be published in June/July. DVSA publishes some of this data which is available on GOV.UK

DVSA is continuing with recruitment campaigns across the country, including in Slough and the southeast, to provide as many tests as possible. A full-time driving examiner (DE) can be expected to add approximately 1,200 tests per year to the booking system.

For Slough driving test centre (DTC), a new entrant driving examiner has successfully completed their training which will help to increase the number of tests available at this centre. Two further new entrant driving examiners will also be undertaking training shortly.

For the southeast, since 1 April 2025, DVSA has successfully recruited 108 new driving examiners.

The attached Excel spreadsheet shows how many practical car driving tests were conducted and cancelled, at Slough driving test centre in each month of 2024 and 2025. Also included is the number of practical car driving test slots that were available to book during this period but were not used. It is not possible to include data on the number of tests cancelled that then go on to be unused.

Please note this data is up to 31 March 2025. Data for individual driving test centres is updated annually. The next update to this information will be published in June/July. DVSA publishes some of this data which is available on GOV.UK

DVSA is continuing with recruitment campaigns across the country, including in Slough and the southeast, to provide as many tests as possible. A full-time driving examiner (DE) can be expected to add approximately 1,200 tests per year to the booking system.

For Slough driving test centre (DTC), a new entrant driving examiner has successfully completed their training which will help to increase the number of tests available at this centre. Two further new entrant driving examiners will also be undertaking training shortly.

For the southeast, since 1 April 2025, DVSA has successfully recruited 108 new driving examiners.

The Driver and Vehicle Standards Agency (DVSA) supervises the delivery of light vehicle MOTs in Great Britain through its approved MOT garages. However, as these are private garages, DVSA does not collate overall data on the volume and cost of missed MOT appointments.

In the UK, Regulation (EC) 261/2004 sets out passenger rights in the event of certain flight disruptions. This includes a requirement for airlines to provide affected passengers with information on their rights.

The Civil Aviation Authority (CAA) is responsible for ensuring airlines meet their obligations under the Regulation. It is currently undertaking a Regulation 261/2004 compliance programme to assess airline performance.

The CAA also published research in July 2025 as part of its work programme aiming to improve industry communications with consumers during disruption. This makes 12 recommendations for airlines, focusing on the timing, content and channels of communication that should be used during disruption.

In addition, the CAA and the Department have published guidance that helps passengers understand their rights when flying.

The Department for Transport (central) currently sponsors visas for 33 skilled workers and has an additional 19 employees working on other visa types.

Preliminary data on vehicles ordered and delivered to customers since grant launch show that the median purchase price of a vehicle eligible for the £3,750 Electric Car Grant (ECG) banding before the grant is applied is £24,009.88.

Based on registration data for December 2025, 5% of new electric vehicles registered in that month received £3,750 through the ECG.

The Government is committed to continued EV uptake across the UK and is working closely with devolved and local governments to achieve this. Data on licenced ultra-low emission vehicles across regions since July 2024 is at this link:

https://view.officeapps.live.com/op/view.aspx?src=https%3A%2F%2Fassets.publishing.service.gov.uk%2Fmedia%2F696641a38d599f4c09e1fff7%2Fveh0132.ods&wdOrigin=BROWSELINK

Household income is not assessed or recorded as part of grant eligibility for end customers.

We are encouraging the innovation and development of sustainable aviation fuels through a number of policy measures: The SAF Mandate, introduced in January 2025, generates a demand for advanced fuels by capping HEFA SAF and having targets for second and third generation SAFs.

We also encourage the development of such fuels through the Advanced Fuels Fund which is providing £63m to support 17 projects this year across a range of advanced SAF development including power-to-liquid. Support for the development of second and third generation SAFs will continue through the upcoming spending review period.

We also fund the UK SAF Clearing House, which coordinates the testing and qualification of SAF. Over £223k of grant funding for fuel testing has been awarded since 2024.

An estimate of potential future demand for charge points was originally published in the 2022 “Taking Charge: The National Electric Vehicle Charging Infrastructure Strategy” and ranged from 280,000 to 720,000 in 2030. This analysis was updated in 2024 to a range of 250,000 to 550,000 in 2030.

The Department has not defined quantitative benchmarks for the private sector, though we closely monitor electric vehicle charger rollout and publish public charger statistics monthly. Statistics include publicly and privately funded public chargers. We support uptake through targeted grants and funding and regularly engage with local authorities and the private sector on progress. The Local Electric Vehicle Infrastructure (LEVI) Fund requires local authorities to complete quarterly reporting of charger delivery.

Examples of activities relevant under this metric include the more efficient management of vehicle movements to both increase operational efficiency and cut carbon emissions. They also include the greater adoption of preventative road surface treatments, such as preservation, rejuvenation or surface dressing. These techniques keep roads in good condition for longer and prevent potholes, while also reducing carbon emissions and costs.

The Local Government Association published guidance for local highway authorities last year, which provides an overview of different road resurfacing techniques and sets out the benefits of preventative techniques in terms of higher value for money, reduced disruption to residents, and lower carbon emissions. The guidance is available online, at: https://www.local.gov.uk/publications/improving-highways-maintenance-productivity.