Department for Transport

There are no infrastructure contracts awarded by the Department since 5 July 2024 that have included mandatory collective bargaining clauses.

The table below shows the average waiting time for driving test centres that serve customers living in the Edgbaston constituency, as of the 17 March 2025.

The current national average for driving tests as of February 2025 is 21.3 weeks.

The Secretary of State for Transport has not had any discussions with the Under 17 Car Club but the Government welcomes initiatives to help young people drive safely.

National Highways undertook an early-stage study of the M3 junction 3 in 2023. As well as a long-term large-scale enhancement to address both congestion and incidents, it is considering smaller, tactical solutions that can be delivered in the short-term. It is commencing a feasibility study on small-scale improvements, working closely with Surrey County Council who are responsible for the A322. This work will form the evidence base for potential future enhancements to be delivered during RIS3, beyond 2026.

The Government has invited proposals for a third runway at Heathrow to be brought forward by the summer. Once proposals have been received, the government will review the Airports National Policy Statement, which provides the basis for decision making on granting development consent for a new runway at Heathrow. The Government has been clear that any airport expansion proposals need to demonstrate that they contribute to economic growth, can be delivered in line with the UK’s legally binding commitments on carbon and meet strict environmental requirements on air quality and noise pollution.

On 27 February the Secretary of State has said she is ‘minded to approve’ the expansion of Gatwick Airport. Gatwick Airport is now asked to respond to the Secretary of State on the matters raised by 24 April 2025. The Secretary of State will make her final decision on or before 27 October. As this is a live planning application and the Secretary of State has a quasi-judicial role in this process we therefore cannot comment on it further.

The Government continues to support modal shift from road to rail through the Mode Shift Revenue Support scheme, which we have extended to at least 31 March 2026. As stated in our consultation document on proposals to reform our railways, there will be a statutory duty on Great British Railways to promote the use of rail freight, alongside a growth target set by the Secretary of State. We will also include safeguards to ensure that freight operators continue to receive fair access to the network. Both Government and Great British Railways will work with the rail freight industry on further actions to support growth.

As work progresses on the new road safety strategy, we are considering measures, including those in the Driver2020 project, and assessing their potential impacts to tackle the root causes of young driver collisions without unfairly penalising young drivers.

As work progresses on the new road safety strategy, we are considering measures, including those in the Driver2020 project, and assessing their potential impacts to tackle the root causes of young driver collisions without unfairly penalising young drivers.

As work progresses on the new road safety strategy, we are considering measures, including those in the Driver2020 project, and assessing their potential impacts to tackle the root causes of young driver collisions without unfairly penalising young drivers.

Any assessment on the impacts of housing developments on public transport is a matter for local partners through development of their local plans.

The Government's flagship road safety campaign, THINK!, aims to reduce the number of people killed and seriously injured on our roads.

THINK! plays an important role in raising awareness of risky driving behaviours amongst young people. This has recently included campaigns on drink-driving and speeding on rural roads, two of the leading factors in fatal collisions and areas where young male drivers are overrepresented in the casualty data.

THINK! campaigns target digital channels and platforms that are frequently used by young people. This includes paid advertising on social media (Facebook, Instagram, Snapchat, Reddit and being amongst the first campaigns to trial advertising on TikTok as part of a Government pilot), digital audio (including podcasts, digital radio and music streaming apps such as Spotify), online video (for example on Youtube, Twitch and via digital display advertising), and working with popular online influencers in collaboration with LADbible. THINK! also uses traditional channels, such as broadcast radio, cinema and out-of-home advertising, to target environments and situations that are contextually relevant to young drivers (i.e. around or during an actual car journey).

THINK! frequently uses interactive and innovative approaches to drive up ad engagement with young men. Recent examples include an interactive Snapchat lens for a drink drive campaign, a ‘perception test’ game to illustrate the dangers of speeding, and a gamified quiz to highlight the facts on seatbelt usage.

The THINK! campaign partnered with alcohol brands, including Heineken and Eisberg, to launch the THINK! 0% platform in December 2024, reaching young drivers at the point-of-sale in pubs and bars and encouraging them to choose a non-alcoholic alternative if driving.

Throughout the year, the THINK! campaign engages with local stakeholders and partners, including road safety officers, local councils and police forces to promote road safety and support further education on the subject of dangerous driving.

Local government is the main delivery agent of road safety. The responsibility to implement, fund, deliver, promote and enforce local road safety initiatives remains with the local authorities under the 1988 Road Traffic Act. They will decide what measures may be appropriate to “take steps both to reduce and prevent accidents” and they are also responsible for the management of local roads, within the rules set by Government, including setting local speed limits where the national limit would not be appropriate.

My Department is not currently planning on publishing a ports strategy, however, on 25^th March we published the Maritime Decarbonisation Strategy and we are continuing to develop a Maritime Strategy. Both address the Department’s priorities for the ports sector.

The Maritime Decarbonisation Strategy sets out Government’s plans for decarbonising the domestic maritime sector, including goals for reducing greenhouse gas emissions and policies to support this. The Maritime Strategy will be published later this year. It will focus on our four priorities of people, growth, environment and safety. Ports have a crucial role to play across all of these.

The Department is engaging with colleagues at the National Wealth Fund given Ports are a priority area for NWF investment.

It was announced in the Autumn Budget that Phase 2 of the Spending Review will conclude in late spring 2025. Until this time, it is not possible to assess the full impact of the extremely challenging financial inheritance this Government received on the A12 widening scheme and in turn its impact on (a) the economy and (b) road safety.

Plastic pollution, suspected to be from the original collision of the SOLONG, was discovered on Sunday 16th March. The MCA and local authorities have begun retrieval through deployment of personnel on beaches, vessels and surveillance aircraft. There is a slight risk to marine and bird life from ingesting this pollution. There is no evidence of further pollution from the collision and the area remains under regular surveillance.

The Department keeps all of its policies under review, to ensure they are aligned to the Government’s priorities and delivering the best possible outcomes for the public.

It is standard practice for any new administration to review the policies of its predecessors.

Where appropriate, we publish details of our reviews on gov.uk. This includes information on the independent reviews, public consultations and taskforces that have been launched, completed and published between 5 July 2024 and 5 January 2025.

The cross-Government motor insurance taskforce was launched in October. It is comprised of ministers from relevant government departments and the Financial Conduct Authority and Competition and Markets Authority. The taskforce is supported by a separate stakeholder panel of industry experts representing the insurance, motor, and consumer sector.

The taskforce has a strategic remit to set the direction for UK Government policy, identifying short- and long-term actions for departments that may contribute to stabilising or reducing premiums, while maintaining appropriate levels of cover. It will look at the increased insurance costs on consumers and the insurance industry, including how this impacts different demographics, geographies, and communities.

The Department will provide updates on the motor insurance taskforce’s work and announce a date for the next meeting in due course.

The cross-Government motor insurance taskforce was launched in October. It is comprised of ministers from relevant government departments and the Financial Conduct Authority and Competition and Markets Authority. The taskforce is supported by a separate stakeholder panel of industry experts representing the insurance, motor, and consumer sector.

The taskforce has a strategic remit to set the direction for UK Government policy, identifying short- and long-term actions for departments that may contribute to stabilising or reducing premiums, while maintaining appropriate levels of cover. It will look at the increased insurance costs on consumers and the insurance industry, including how this impacts different demographics, geographies, and communities.

The Department will provide updates on the motor insurance taskforce’s work and announce a date for the next meeting in due course.

The cross-Government motor insurance taskforce was launched in October. It is comprised of ministers from relevant government departments and the Financial Conduct Authority and Competition and Markets Authority. The taskforce is supported by a separate stakeholder panel of industry experts representing the insurance, motor, and consumer sector.

The taskforce has a strategic remit to set the direction for UK Government policy, identifying short- and long-term actions for departments that may contribute to stabilising or reducing premiums, while maintaining appropriate levels of cover. It will look at the increased insurance costs on consumers and the insurance industry, including how this impacts different demographics, geographies, and communities.

The Department will provide updates on the motor insurance taskforce’s work and announce a date for the next meeting in due course.

We are committed to simplifying the over complicated fares and ticketing system. Under our plans to bring train operators into a publicly owned Great British Railways, we will be taking a fresh look at single operator fares, so that we can create a simpler fares and ticketing system for passengers.

On the East Coast Main Line, London North-Eastern Railway (LNER) have ensured that its advance and 70-minute flex tickets are accepted by other relevant train operators, to allow passengers to complete their journeys.

As announced in December by the Department for Transport Operator, LNER, Northern and TransPennine Trains will allow customers to travel on each other’s services at no extra cost during any short-notice and on-the-day disruptions.

In her letter of 27 February 2025, my Right Honourable Friend, the Secretary of State for Transport indicated that she was minded to approve the proposed development of the Gatwick Airport Northern Runway Project based on the principles of the requirements set out by the Examining Authority in its report. It is now for the applicant to respond. Both the letter and the report are published on The Planning Inspectorate’s website - https://national-infrastructure-consenting.planninginspectorate.gov.uk/projects/TR020005 .

The effects of the proposed development on the rail network, its users and local communities will be taken into account in the final decision, though my Right Honourable friend will note both Network Rail and rail operators were consulted as part of the application and have not objected to the proposals. However as this remains a live planning application with the Department, I cannot comment further on those issues at the current time.

The Department continues to support industry to improve the awareness of careers in the maritime sector though the implementation of the Ratings Review and the Cadet Review, both of which were undertaken by the Maritime Skills Commission. The Cadet Review is being delivered through the Cadet Training & Modernisation programme and promoting seafaring career pathways is an important part of that work. A new maritime strategy is in development, which will include a focus on maritime careers.

Additionally, the Department continues to work with stakeholders, such as Maritime UK, on careers promotion and has supported Maritime UK’s Maritime Roadshow for Girls, which promotes STEM and maritime careers in schools. Officials are also working with Maritime UK’s Careers Taskforce, which coordinates careers outreach activity across the sector.

Ministers and officials have regular conversations with Transport for London (TfL) on a variety of issues. However, transport in London is devolved to the Mayor and TfL has overall responsibility for the management of the Elizabeth Line which is operated by their current contractor MTR Corporation (Crossrail) Limited.

The majority of inspections the Maritime and Coastguard Agency (MCA) carries out on fishing vessels are part of a regular survey and certification cycle. These certificates have a window to allow the operator to arrange an inspection well in advance and at a convenient time to ensure the impact on their business is as low as possible.

Following the sale of a vessel compliance with the relevant code needs to be confirmed before commercial operation can commence. Whilst elements of this should not change of transfer of ownership multiple areas are related to the individual and their operation of the vessel.

Historically, vessel certificates were linked solely to the vessel, with no owner details listed, and no change of owner inspection was required. However, after incidents where previous owners removed loose gear, the Marine Accident Investigation Branch (MAIB) raised concerns and recommended changes to the Maritime and Coastguard Agency (MCA). Consequently, the change of owner inspection was introduced to ensure continued compliance. This inspection verifies that the vessel has not been modified, loose gear remains onboard, and the new operator has the necessary qualifications and familiarity with the craft. A dispensation has not been considered, as there is no evidence suggesting surveyor availability is causing delays for newly purchased vessels entering service.

The MCA undertakes more than 1200 inspections on fishing vessels annually. Our service level agreement for non-chargeable inspections on under 15m vessel is that we offer an inspection slot within 14 calendar days and in the majority of cases this is being met. Our service levels are monitored and there is no evidence of a failure to attend vessels in a timely manner which would demonstrate a need for an increase in capacity.

The MCA ensure any substantiated complaints and concerns are considered and addressed as needed.

The majority of inspections the Maritime and Coastguard Agency (MCA) carries out on fishing vessels are part of a regular survey and certification cycle. These certificates have a window to allow the operator to arrange an inspection well in advance and at a convenient time to ensure the impact on their business is as low as possible.

Following the sale of a vessel compliance with the relevant code needs to be confirmed before commercial operation can commence. Whilst elements of this should not change of transfer of ownership multiple areas are related to the individual and their operation of the vessel.

Historically, vessel certificates were linked solely to the vessel, with no owner details listed, and no change of owner inspection was required. However, after incidents where previous owners removed loose gear, the Marine Accident Investigation Branch (MAIB) raised concerns and recommended changes to the Maritime and Coastguard Agency (MCA). Consequently, the change of owner inspection was introduced to ensure continued compliance. This inspection verifies that the vessel has not been modified, loose gear remains onboard, and the new operator has the necessary qualifications and familiarity with the craft. A dispensation has not been considered, as there is no evidence suggesting surveyor availability is causing delays for newly purchased vessels entering service.

The MCA undertakes more than 1200 inspections on fishing vessels annually. Our service level agreement for non-chargeable inspections on under 15m vessel is that we offer an inspection slot within 14 calendar days and in the majority of cases this is being met. Our service levels are monitored and there is no evidence of a failure to attend vessels in a timely manner which would demonstrate a need for an increase in capacity.

The MCA ensure any substantiated complaints and concerns are considered and addressed as needed.

The majority of inspections the Maritime and Coastguard Agency (MCA) carries out on fishing vessels are part of a regular survey and certification cycle. These certificates have a window to allow the operator to arrange an inspection well in advance and at a convenient time to ensure the impact on their business is as low as possible.

Following the sale of a vessel compliance with the relevant code needs to be confirmed before commercial operation can commence. Whilst elements of this should not change of transfer of ownership multiple areas are related to the individual and their operation of the vessel.

Historically, vessel certificates were linked solely to the vessel, with no owner details listed, and no change of owner inspection was required. However, after incidents where previous owners removed loose gear, the Marine Accident Investigation Branch (MAIB) raised concerns and recommended changes to the Maritime and Coastguard Agency (MCA). Consequently, the change of owner inspection was introduced to ensure continued compliance. This inspection verifies that the vessel has not been modified, loose gear remains onboard, and the new operator has the necessary qualifications and familiarity with the craft. A dispensation has not been considered, as there is no evidence suggesting surveyor availability is causing delays for newly purchased vessels entering service.

The MCA undertakes more than 1200 inspections on fishing vessels annually. Our service level agreement for non-chargeable inspections on under 15m vessel is that we offer an inspection slot within 14 calendar days and in the majority of cases this is being met. Our service levels are monitored and there is no evidence of a failure to attend vessels in a timely manner which would demonstrate a need for an increase in capacity.

The MCA ensure any substantiated complaints and concerns are considered and addressed as needed.

The price of most railcards increased by £5 from 2 March 2025, except the Disabled Persons Railcard. Railcards still offer significant savings on rail fares with the average railcard holder saving up to £158 annually. In many cases, the price of railcards has not increased in a decade, during which time the cost of running the railway and the subsidy provided to the railway by the taxpayer has increased significantly. This small price increase helps to balance the funding for the railway between passengers and taxpayers.

Disabled people should be able to travel easily, confidently and with dignity. Ministers and officials have regular conversations with Transport for London on a variety of issues including accessibility of their network. Transport in London is devolved to the Mayor and TfL is responsible for managing the London Underground.

The Department for Transport has not estimated the potential impact on annual staff costs in the department of abolishing Diversity, Equality and Inclusion roles.

Future provision of a station at St Clears is subject to ongoing discussion by the UK and Welsh governments within the Wales Rail Board as part of its consideration of future rail investment priorities for Wales.

The Department will continue to work closely with Chiltern Railways to support delivery of its train fleet renewal programme and to finalise the commercial arrangements attached to the rolling stock business case in order to deliver an improved experience for passengers from 2026.

The traffic authority for this area is Warwickshire County Council, which has the responsibility of making decisions about the roads under its care, based on its knowledge of the area and taking into account local needs and considerations. This includes traffic management and road environment measures as well as setting local speed limits.

Law enforcement, including enforcement of road traffic offences, is an operational matter for local Police and Crime Commissioners and Chief Constables/Commissioners. It is for the police to enforce road traffic legislation and investigate road traffic incidents using their professional judgement. Any general policy within a force is a matter for the force’s Chief Officer, who will decide how to deploy available resources, taking into account any specific local problems and demands.

There are no plans to amend section 170 of the Road Traffic Act to make it mandatory for drivers to report road collisions involving cats.

Although there is no obligation to report all collisions with animals on roads, Rule 286 of The Highway Code advises drivers to report any collisions involving an animal to the police, and if possible, they should make enquiries to ascertain the owner of domestic animals and advise them of the situation.

Since June 2024, all cats in England over 20 weeks of age must be microchipped and registered on a compliant database, unless exempt or free-living. This will make it easier for National Highways and local authorities to reunite cats with their keepers.

There are no plans to amend section 170 of the Road Traffic Act to make it mandatory for drivers to report road collisions involving cats.

Although there is no obligation to report all collisions with animals on roads,Rule 286 of The Highway Code advises drivers to report any collisions involving an animal to the police, and if possible, they should make enquiries to ascertain the owner of domestic animals and advise them of the situation.

Since June 2024, all cats in England over 20 weeks of age must be microchipped and registered on a compliant database, unless exempt or free-living. This will make it easier for National Highways and local authorities to reunite cats with their keepers.

The Department will announce a date for the next meeting of the Motor Insurance Taskforce in due course.

The Department for Transport does not record the net-zero requirements included in procurement projects contracted.

The carriage by motorists of emergency equipment such as first aid kits, warning triangles, high visibility jackets and escape tools is not generally prescribed in law. The Highway Code recommends the carriage of many items of emergency equipment and my officials are currently working on proposals to clarify the Highway Code recommendations including adding the carriage of an appropriate escape tool.

The Driver and Vehicle Licensing Agency sends reminders for vocational licences and ten-year photocard licence renewals 56 days before the licence is due to expire. For those renewing their licence at the age of 70 and those renewing a short-period medical licence, reminders are sent 90 days before the licence is due to expire. There are no plans to change these timescales.

The Capital Review is an internal review, therefore the Panel’s terms of reference and proceedings are internal to the Department. Panel members are providing their time voluntarily and have not received any expenses or other financial recompense. The Panel has no allocated budget and the only costs incurred are through a small official secretariat.

The Capital Review’s primary aim is to provide the Secretary of State with strategic advice, not to provide advice on individual schemes.

Surrey County Council is the local highway authority for the Surrey Heath constituency. The Government takes the condition of local roads very seriously and is committed to helping local highway authorities such as Surrey County Council maintain and renew their local highway networks.

At Budget 2024, the Chancellor announced an extra £500 million for local highway maintenance for the 2025/26 financial year, with funding allocations to individual English local highway authorities announced on 20 December 2024. Surrey County Council will receive up to £32.4 million for local highway maintenance in 2025/26, an increase of around 38% compared to the current financial year.

The effectiveness and cost-efficiency of Surrey’s highway maintenance programmes, including strategies concerning potholes and other road defects, is a matter for the Council.

As of October 2024, 60% of actively licensed London taxis were zero emission capable (ZEC). The Plug in Taxi Grant (PiTG) has been crucial in supporting taxi drivers to make this transition to ZEC vehicles and decarbonise our roads.

On 25 February 2025, the Government announced that the PITG will be extended into the 2025/26 financial year with a reduced rate of £4,000 per eligible vehicle. The Government does not currently intend to introduce an interest-free loan scheme for taxi drivers.

The Government is committed to accelerating the roll-out of affordable and accessible charging infrastructure so that everyone, no matter where they live or work, can make the transition to an electric vehicle. The Government and industry have supported the installation of 75,305 publicly available charging devices, including 15,082 rapid charging devices. There are currently over 5,250 open-access rapid and ultra-rapid chargers within one mile of the strategic road network.

As of 1 January 2025, there were 107 public charging devices in West Dorset, including 30 rapid or ultra-rapid devices. Dorset Council, which includes West Dorset constituency, were allocated almost £3 million of capital and resource funding through the Local Electric Vehicle Infrastructure (LEVI) Fund. The £381 million LEVI Fund supports local authorities in England to work with industry and transform the availability of EV charging for drivers without off-street parking. The funding, backed by private investment, will support the installation of at least 100,000 on-street chargepoints across England.

The Government is committed to accelerating the roll-out of affordable and accessible charging infrastructure so that everyone, no matter where they live or work, can make the transition to an electric vehicle. The Government and industry have supported the installation of 75,305 publicly available charging devices, including 15,082 rapid charging devices. There are currently over 5,250 open-access rapid and ultra-rapid chargers within one mile of the strategic road network.

As of 1 January 2025, there were 107 public charging devices in West Dorset, including 30 rapid or ultra-rapid devices. Dorset Council, which includes West Dorset constituency, were allocated almost £3 million of capital and resource funding through the Local Electric Vehicle Infrastructure (LEVI) Fund. The £381 million LEVI Fund supports local authorities in England to work with industry and transform the availability of EV charging for drivers without off-street parking. The funding, backed by private investment, will support the installation of at least 100,000 on-street chargepoints across England.

The Driver and Vehicle Standards Agency’s travel distance criteria service level agreement, states that most customers live within a certain distance of a driving test centre (DTC) dependent on the population density of the local authority they live in. For example, in more densely populated areas of the country where the population is equal to or greater than 1,250 persons per square kilometre, such as Spelthorne, the practical test centre should be located so that most customers travel no more than seven miles to a test centre.

For customers in Spelthorne, depending in which part of the constituency they live, Isleworth, Chertsey, Slough, Tolworth, and Uxbridge DTCs respectively are within this travel distance criteria.