Department for Transport

The Driver and Vehicle Standards Agency does not employ driving instructors and so has no power or control over what they charge for their services, including lessons.

Fees charged by Approved Driving Instructors (ADI) for driving lessons anywhere in the country, including rural areas are a commercial business arrangement. The department has not offered any form of financial support to ADIs since the register's inception and there are no plans to change this.

The Driver and Vehicle Standards Agency does not employ driving instructors and so has no power or control over what they charge for their services, including lessons.

Fees charged by Approved Driving Instructors (ADI) for driving lessons anywhere in the country, including rural areas are a commercial business arrangement. The department has not offered any form of financial support to ADIs since the register's inception and there are no plans to change this.

Community Speedwatch schemes are initiatives coordinated by the police working with local volunteers to target speeders, and decisions on whether to operate local schemes are operational matters for the police.  The Department for Transport agrees that these schemes can be a useful way of monitoring speeds and encouraging drivers to stay within speed limits.  However, it has not made any assessment of the effectiveness of the programmes in the West Dorset constituency.

Turning to the deterrence of antisocial driving and street racing in rural areas, the Crime and Policing Bill, introduced to Parliament in February, includes proposals to give the police greater powers to clamp down on all vehicles involved in anti-social behaviour including street racing, with officers no longer required to issue a warning before seizing these vehicles.

Community Speedwatch schemes are initiatives coordinated by the police working with local volunteers to target speeders, and decisions on whether to operate local schemes are operational matters for the police.  The Department for Transport agrees that these schemes can be a useful way of monitoring speeds and encouraging drivers to stay within speed limits.  However, it has not made any assessment of the effectiveness of the programmes in the West Dorset constituency.

Turning to the deterrence of antisocial driving and street racing in rural areas, the Crime and Policing Bill, introduced to Parliament in February, includes proposals to give the police greater powers to clamp down on all vehicles involved in anti-social behaviour including street racing, with officers no longer required to issue a warning before seizing these vehicles.

In my answer of 28 April 2025 to WPQ-45414, WPQ-45415 and WPQ-45416 on horse rider safety, I stated that 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.

The Government's flagship road safety campaign, THINK!, ran campaigns to alert road users of the changes as they came into effect and broader behaviour campaigns to encourage understanding and uptake of the guidance. Results from the last campaign showed that by September 2023 93% of drivers agreed it was their responsibility to give space to vulnerable road users. We will continue to promote The Highway Code changes on THINK! and DfT social media channels and via our partner organisations.

Local authorities are responsible for road safety on the local road network. Section 39 of the Road Traffic Act (RTA) 1988 puts a 'statutory duty' on the local authorities to provide a safe local road network. This includes road construction, accident investigation and analysis, traffic calming and setting speed limits. The Government treats road safety with the utmost seriousness and provides local authorities with guidance on road safety measures, but it should be noted that it is up to individual authorities to determine how they meet their statutory duty.

The Driver and Vehicle Standards Agency’s (DVSA) main priority is upholding road safety standards while it works hard to reduce car practical driving test waiting times.

On the 23 April, the Secretary of State for Transport appeared before the Transport Select Committee and announced that DVSA will take further actions to reduce driving test waiting times across the country.

Further information on these actions and progress on the DVSA’s 7-point plan, which was set out last year, can be found on GOV.UK.

For driving test centres (DTCs) that serve Pembrokeshire, DVSA have three potential new driving examiners due to start training later this year.

No recent assessment has been made. A number of parking sector stakeholders conducted research recently into this complex issue, and it has been submitted to the Department. Officials will be reviewing the research and its findings in due course.

The Department for Transport has ongoing discussions with individual countries regarding continued recognition of the UK Blue Badge across the European Union (EU).

It is for individual train operators to decide whether e-scooters and e-bikes are accepted on their trains, following risk assessments to determine the safety of accepting these vehicles onboard. In general, e-scooters are not permitted on train services, whilst e-bikes are permitted provided they meet certain conditions. This includes being road-legal, stored in a designated area and not charged on trains.

In terms of wider public transport, the government recognises the benefits that e-scooters and e-bikes can bring and published guidance to public transport operators in February 2024, aimed at ensuring that responses to fire risks are appropriately targeted, effective, and proportionate, so that the potential of these forms of transport is not unnecessarily limited.

The department requires its operators to plan services and rail timetables that are designed to respond to expected passenger demand, which includes understanding local demand factors such as access to employment and education. These timetables should be resilient and provide value for money for the taxpayer. Timetables are kept under review and, where appropriate, adjusted to reflect fluctuations in demand.

We are committed to the Access for All programme, which has delivered accessible routes at more than 270 stations. Teighmouth station was not selected by the previous Government for the programme, but the station already has an accessible route, and if any passenger is unable to use the station GWR will provide assistance or alternative transport at no additional cost.

The department expects operators to match capacity and frequency of their services to demand, which can mean increased service frequency where that is the right response - although these must also be operationally sustainable and deliver value for taxpayers.

Ministers have made very clear to Northern’s management that its current performance, including between Rose Hill and Manchester, is not acceptable, and that is why the Rail North Partnership, through which the Department and Transport for the North jointly manage Northern’s contract, issued it with a notice of breach of contract. This required Northern to produce a detailed plan to improve its services.

We have recently announced £222.5 million to local authorities outside of London for the delivery of active travel schemes and community engagement. It is for local authorities to make their own decisions about where to prioritise investment in local transport networks, including links between different transport modes.

The Government agrees on the importance of a properly integrated national transport system and will be saying more on this in due course in a new Integrated Transport Strategy. Active Travel England works with local authorities to help design and deliver high-quality networks that are properly integrated with other local transport services.

I am not aware of any plans to close ticket offices in Devon. Closing a ticket office would be a major change under the Ticketing and Settlement Agreement and any proposal to close a ticket office would require a period of consultation before any decision was made.

There are currently no plans to extend South Western Railway services from Exeter St David’s to Newton Abbot when it enters public ownership.

The Government recognises the importance of smooth passenger flows at Paris Gare du Nord, given this is a key terminal for cross-Channel passenger services. Eurostar and SNCF Gare Connexions, the station operator, are delivering a project to expand the number of border control points and eGates within the current terminal footprint, which will increase border capacity. There are also longer-term plans to significantly expand the cross-Channel terminal in the station to accommodate expected growth in passenger numbers. My officials regularly engage with key European and industry partners, including Eurostar and the French authorities, including holding recent discussions to understand long-term expansion plans for the station.

Midlands Rail Hub would unlock thousands of homes and drive economic growth, with better connections regionally and nationally and more reliable trains. This means more opportunities for the people of Hinckley.

In December the Chancellor launched the second stage of the Spending Review. This is a ‘zero-based’ review, to ensure every line of spending – including the transport infrastructure portfolio – delivers the Plan for Change and provides good value for taxpayers.

Officials in my Department are engaged with Network Rail Property and Planning teams around the redevelopment proposals for Liverpool Street station. These plans are at an early stage and will be subject to planning consents. Both my Department and Network Rail will continue to review these plans as they develop.

We are committed to enhancing railway accessibility for all, including those in the Newton Abbey constituency with disabilities. As part of the ongoing Spending Review, we are assessing public spending and cannot comment on individual schemes until the process concludes this Summer.

Rail operators, under their license conditions and Accessible Travel Policy, must participate in the Passenger Assist scheme, ensuring disabled passengers and those with additional needs can travel safely and with confidence.

The Great British Railways Transition Team (GBRTT) was set up as a temporary organisation under the previous government to design and transition towards Great British Railways, including building cross-industry capability. GBRTT no longer directly employs any staff. The Department working in close collaboration with Network Rail, DfTO and wider industry partners is taking forward work on the design and transition to GBR.

GBR will be a directing mind, running the railways as one system, with a relentless focus on passengers. Track and train will be unified, creating a more efficient and reliable system meeting passenger and freight customers’ needs and ensuring value for the taxpayer.

An assessment of the impact of Digswell Viaduct and Welwyn North Station on capacity levels on the East Coast Main Line (ECML) was completed by Network Rail whilst developing the timetable that will be introduced on the ECML in December 2025. The Minister has approved this timetable for implementation, following an industry taskforce recommendation to do so, to enable the full benefits of a £4 billion investment in the route.

Decisions on making local speed limits on roads in England rest with traffic authorities who have responsibility for roads in local areas. The Department for Transport issues best practice guidance to assist authorities setting local speed limits, designed to make sure that speed limits are appropriately and consistently set while allowing for flexibility to deal with local circumstances.

The guidance suggests that while government policy is that a 30mph speed limit should be the norm through villages, it may be appropriate to consider 20mph limits in built-up village streets that are primarily residential in nature, or where pedestrian and cyclist movements are high, where there is a safety case and local support.

The Department for Transport has made no assessment of the potential merits of extending 20mph limits or zones in rural villages in West Dorset constituency.

Decisions on making local speed limits on roads in England rest with traffic authorities who have responsibility for roads in local areas. The Department for Transport issues best practice guidance to assist authorities setting local speed limits, designed to make sure that speed limits are appropriately and consistently set while allowing for flexibility to deal with local circumstances.

The guidance suggests that while government policy is that a 30mph speed limit should be the norm through villages, it may be appropriate to consider 20mph limits in built-up village streets that are primarily residential in nature, or where pedestrian and cyclist movements are high, where there is a safety case and local support.

The Department for Transport has made no assessment of the potential merits of extending 20mph limits or zones in rural villages in West Dorset constituency.

Decisions on making local speed limits on roads in England rest with traffic authorities who have responsibility for roads in local areas. The Department for Transport issues best practice guidance to assist authorities setting local speed limits, designed to make sure that speed limits are appropriately and consistently set while allowing for flexibility to deal with local circumstances.

The guidance suggests that while government policy is that a 30mph speed limit should be the norm through villages, it may be appropriate to consider 20mph limits in built-up village streets that are primarily residential in nature, or where pedestrian and cyclist movements are high, where there is a safety case and local support.

The Department for Transport has made no assessment of the potential merits of extending 20mph limits or zones in rural villages in West Dorset constituency.

There is a requirement on drivers to notify DVLA of a medical condition that affects their ability to drive safely. The DVLA will make an assessment on their fitness to drive. Information can be found on GOV.UK www.gov.uk/health-conditions-and-driving

The DVLA advise that medical prescribers should give patients advice on driving while using medical cannabis, as they would with any other medication.

This advice covers the main point that the patient should not drive if they feel impaired, and sometimes includes more specific guidance to support safe consumption.

DVLA publish this advice on GOV.UK www.gov.uk/guidance/assessing-fitness-to-drive-a-guide-for-medical-professionals

In 2015 the Government introduced a new offence in regard to driving with a specific controlled drug in the body above that drug’s accepted limit. The Government took a zero tolerance approach to 8 drugs most associated with illegal use, with limits set at a level where any claims of accidental exposure can be ruled out. This includes cannabis, including both illicit and medically prescribed. Advice is published on GOV.UK www.gov.uk/government/collections/drug-driving.

Government keeps motoring offences under review, and is considering possible interventions.

Statistics on road collisions are available based on data reported to the Department by police forces via the STATS19 data collection system. Within STATS19, reporting officers can record up to 6 factors which they consider may have contributed to the collision occurring.

The number of reported road injury collisions in Great Britain where a police officer attended and assigned ‘driver using mobile phone’ as a contributory factor are shown in the table for the last 5 years for which data are available.

This Government is investing in transport improvements across our city regions, including Greater Manchester which is receiving over £1 billion through its City Region Sustainable Transport Settlement. In line with the Government’s commitment to devolution, decisions on where to invest this funding, including whether to extend the Metrolink network, rest with Greater Manchester Combined Authority, in partnership with its constituent local authorities. The Greater Manchester CRSTS programme includes a number of schemes which will transform public transport and active travel in Stockport, including initiatives focused on bus priority.

THINK! is the Government’s flagship road safety campaign, which aims to reduce the number of people killed or seriously injured on our roads by addressing a range of issues, including mobile phone distraction. In 2022, the Government ran a THINK! Campaign targeting 17-24 year old men and women, which coincided with the broadening of the legal offence of using a handheld phone while driving.

The campaign led to 75% of young men agreeing that it is always dangerous to use a handheld phone when you are at the wheel, with between two thirds to 80% of the audience taking action to change their behaviour after seeing the campaign’s short films.

Previous THINK! campaigns have addressed the role of passengers in distracting drivers, including through mobile phone use. Mobile phone campaigns also ran in 2017 and 2018 after the 2017 increase in penalties for driving while using a handheld phone. A radio advert asking drivers to ‘Put your phone away’ runs throughout the year via the Fillers service, through which radio stations run public service adverts at no cost.

An integrated, affordable and sustainable transport network plays a vital role in unlocking homes and providing access to jobs and essential services.

Great British Railways (GBR) will work closely with the Department for Transport, MHCLG and other government departments to align housebuilding with future transport infrastructure strategy and investment.  This will include considering housing growth as part of future capacity planning to help us deliver 1.5 million homes over the next 5 years.

As part of the Plan for Change, the government is working towards delivering a major investment in infrastructure around the site to support the delivery of the project and ensure it is well connected and easily accessible.

The details of negotiations between private investors and the Government are currently confidential. Further information on plans for infrastructure investment around the site will be set out in due course.

The upcoming East Coast Main Line timetable recast in December 2025 will create additional capacity through the introduction of additional peak services between Letchworth and London King’s Cross helping to alleviate pressure on Thameslink services and the peak Peterborough to King’s Cross service, which should ease passenger numbers at stations such as Hitchin.

Any significant increase in rail passenger demand, including from the developments mentioned, and subsequent requirement for potentially increased services would guide the Department’s future infrastructure planning.

South Western Railways services will transfer into public ownership on 25 May 2025, as its National Rail Contract with the Department expires. New rolling stock leases will be in place prior to the date of transfer. The expected cost of renewing leases were already recognised in the expected future budget requirements.

The Department has been in regular discussion with Network Rail since 2018 on the new East Coast Main Line (ECML) timetable including through industry planning forums. Last year, the Department commissioned an industry taskforce, including Network Rail, to oversee the readiness for this change and make a recommendation to implement. On their advice, I approved this timetable for implementation in December 2025 to enable the full benefits of a £4 billion investment in the route.

Network Rail will consider the impact of any new station at Tempsford as part of business case development for any East Coast Main Line infrastructure investment at the southern end of the route, including journey time and capacity implications for Thameslink services.

The government is committed to delivering better bus services that meet passengers’ needs, including in rural areas, and has set out ambitious plans to reform bus services, including through the Bus Services (No.2) Bill and investing over £1 billion to support and improve bus services. The majority of bus services operate on a commercial basis, and decisions about the management and design of their bus fleet are for bus operators to make, including whether to install cycle racks.

The government recognises that bus services are part of a wider transport ecosystem, and it is vital to view them in the context of an integrated transport network designed with passengers as the priority. We have announced plans to develop an Integrated National Transport Strategy to set the long-term vision for transport in England. This will focus on how transport should be designed, built and operated to better serve the people who use it and ensure that the transport network is complementary, including the interaction between different modes of travel.

Bus Service Improvement Plans (BSIPs) are developed by Local Transport Authorities (LTAs) and set out the vision, objectives and delivery plans of LTAs and their partners to drive improvements to local bus services. While the government expects BSIPs to be published and readily accessible to all, they remain under the full control of local leaders and the Department no longer reviews the BSIPs before approving funding allocations.

The Government will establish a new access and charging framework in primary legislation, enabling Great British Railways to be a true directing mind for the railway. We will simplify the operational running of the railways by bringing together responsibility for managing allocation of railway capacity and timetabling with the management of infrastructure.

Legislation will be introduced later this session to make these vital reforms.

Rail passenger impact calculations have been considered throughout and there are not expected to be significant impacts on the East Coast Mainline.

The Universal Studios Theme Park will be well-served by rail, with a new station at Wixams which is currently under construction on the Midland Main Line. Much of the park’s passenger demand will be in the opposite direction to normal commuter flows, thereby utilising existing capacity.

The Department are aware of the long-standing local aspirations for an East Coast Main Line station at Alconbury Weald that would align with the new housing being developed in the area. We continue to work closely with the Ministry of Housing, Communities & Local Government to ensure an integrated approach to infrastructure planning.

East West Rail is set to cover the route from Oxford to Cambridge and is therefore part of the RNEP portfolio which covers funding for projects in England and Wales. The RNEP portfolio can be distributed to any scheme across England and Wales.

My Department is working with Southeastern, Govia Thameslink Railway and Network Rail to address reliability issues on the Rainham route, particularly following a rise in cancellations since the beginning of the year driven by employee sickness and training demands linked to new technology.

Higham station currently has two Thameslink services per hour with additional Southeastern services at peak times. Station coverage is monitored to ensure a minimum service of one train per hour in each direction and Southeastern services can be scheduled to make additional stops at Higham if required.

The UK Civil Service only formally observes the government-set bank holidays.