Mike Martin

School uniforms play a valuable role in creating a sense of common identity among pupils and reducing visible inequalities, however, too many schools require high numbers of branded uniform items which creates a significant cost burden for families. This is why the department has introduced legislation to limit the number of branded items of uniform and physical education (PE) kit that schools can require, to bring down costs for parents and remove barriers from children accessing sport and other school activities. This will give parents more choice in where to purchase uniform and allow them greater flexibility to make the spending decisions that suit their circumstances.

​The department expects schools to ensure that all pupils can participate in all aspects of school life, including PE and sport. No pupil should be discouraged from participating in any aspect of school life, such as team sports or interschool competitions, because of the cost of additional uniform requirements. This limit allows school leaders to prioritise branding the uniform and PE kit items which best reflect the needs of their school, whilst reducing costs for parents.

​Our statutory guidance on the ‘Cost of School Uniform’ already requires schools to avoid being overly specific in their kit requirements for different sports and keep the number of items, particularly the number of branded items, to a minimum. Research also tells us that the more choice that girls in particular have over what to wear for PE, the more comfortable they are and the greater the likelihood of their long term participation in sport. The research is available at the following link: https://committees.parliament.uk/publications/43602/documents/216689/default/.

Schools will still be free to loan out specific competition kit where appropriate, however, the cost of PE and sports kit should never be a barrier to participation in PE and sport, and that is why this measure is needed.

School uniforms play a valuable role in creating a sense of common identity among pupils and reducing visible inequalities, however, too many schools require high numbers of branded uniform items which creates cost pressures for too many families. This is why the department has introduced legislation to limit the number of branded items of uniform and physical education (PE) kit that schools can require, to bring down costs for parents and remove barriers from children accessing sport and other school activities. This will give parents more choice in where to purchase non-branded items of uniform and allow them greater flexibility to make the spending decisions that suit their circumstances.

The department has considered the impact on small businesses, including by talking to partners in the sector, and recognises that it is likely that this measure will reduce demand for branded items offered by small businesses.

We know that these businesses have a valuable place in the uniform sector, bringing benefits such as providing year-round guaranteed supply, a diversity of sizes and specialist advice to schools and parents. For these reasons, we expect many parents will continue to buy non-branded uniform from such businesses. Specialist suppliers will still be able to offer optional branded items alongside generic options.

School uniforms should be designed to make children smarter not families poorer. Our data suggests that where parents can buy items from a range of suppliers the average cost of uniform is significantly lower.

Teaching assistants (TAs) play a vital role in children’s education. They are crucial to ensuring we give children the best possible life chances.

The ‘use of teaching assistants in schools’ departmental survey from 2023 found that 23% of TAs with a higher level teaching assistant (HLTA) qualification were ‘extremely’ or ‘very’ interested in undertaking training to become a teacher.

TAs who are interested in gaining qualified teacher status (QTS) can do so through a range of existing routes.

TAs can gain QTS through both fee-funded and salaried Initial Teacher Training (ITT). Salaried routes allow TAs to continue to earn an income and may provide the opportunity to remain employed by their current school.

Salaried ITT includes School Direct (salaried) routes and the Postgraduate Teacher Apprenticeship (PGTA) for TAs with an undergraduate degree, and the Teacher Degree Apprenticeship (TDA) for those without an undergraduate degree.

Teaching apprenticeships already exist and expand opportunities for people to become excellent teachers and allow successful candidates to earn and learn whilst obtaining QTS. In spring 2024, the Institute for Apprenticeships and Technical Education approved the new TDA standard. Candidate recruitment to the TDA began in autumn 2024 and training will commence in autumn 2025. The PGTA will continue to be available in the 2025/26 academic year.

Some TAs with an undergraduate degree and significant teaching experience may be eligible for the assessment only route to QTS. This route allows experienced teachers to gain QTS without undertaking additional training. To be eligible, currently, candidates must be able to demonstrate that they meet the Teachers' Standards without further training and have evidence of teaching experience (i) in at least two schools (ii) for at least two years.

The department laid the Education (Student Support) (Amendment) Regulations 2024 on 22 May which ensures that students who have been granted leave under the Ukraine Permission Extension Scheme will qualify for student support in England and home fee status from the 2024/25 academic year, without requiring them to meet the normal three year ordinary residence requirement. This is in line with those granted leave under the other Ukraine schemes.

The Student Loans Company will make the necessary amendments to guidance in time for when the scheme opens.

The responsibility for litter clearing on the A21 near Tunbridge Wells, falls to Tunbridge Wells Borough Council.

Vehicle manufacturers are under legislative and market pressure to deliver fuel-efficient vehicles that produce less carbon dioxide. This encourages the fitment of technologies such as automatic engine start-stop systems. Government sees its role as the setting of standards, and that of industry as the development of appropriate technologies to meet those standards.

The impact of the M25 Junction 10 scheme on the RHS Garden Wisley was discussed and considered during the early stages of the development of the project starting in 2016. Based on the outcome of these engagements, National Highways incorporated mitigation measures in the scheme where it was possible to do so. The development and implementation of the scheme has considered major planned events at RHS Wisley, incorporating measures to enhance traffic flow for their visitors. Additionally, National Highways has scheduled major M25 and A3 weekend closures to avoid conflicts with key RHS events. Extensive signage has also been installed to ensure RHS visitors have the most direct and convenient routes through National Highways’ works.

National Highways provides compensation as established in legislation across all its projects, to ensure appropriate use of taxpayers’ money. RHS Wisley may make a claim to National Highways under Section 7 of the Compulsory Purchase Act 1965 or 152 Planning Act 2008. While there are compensation arrangements for permanent adverse impacts, it is a generally held principle that the public purse does not compensate business for loss of earnings during temporary road works.

With the expansion of Pay as You Go with contactless, we will give passengers simpler, easier and more flexible ways to travel, and deliver a Transport for London-style “best price guarantee” for most passengers on the day of travel. Whilst it is our ambition through public ownership to deliver a more affordable railway, any long-term changes or concessions made to rail fares policy require balancing against the potential impacts on passengers, taxpayers and the railway. Through future legislation, we will set out the role Great British Railways will have in fares, ticketing, and other operational aspects of the Railway. Fares and ticketing will continue to be the responsibility of train operators until Great British Railways is established.

Stansted Airport’s noise contour limit has been set through a local planning agreement. Enforcement of local planning conditions at Stansted Airport is a matter for the local authority, Uttlesford District Council.

National Highways’ South Central Route Strategy recognises the current pressures and future needs of the A21 in Kent particularly around journey time reliability and safety. National Highways will consider the case and priority for further improvements to the route as part of its future investment planning.

Regarding hedgerow maintenance, National Highways regularly inspects the A21 to ensure safety and maintain vegetation. Hedge maintenance and clearance are carried out on a schedule to balance safety and environmental needs. For hedgerows, work is typically done outside the bird nesting season, from October to February. Shrubs are maintained every three years, and woodland is managed every seven years. Where responsibilities for maintenance falls to landowners, National Highways intends to raise awareness about vegetation clearance with residents living along the A21.

The A21 Safety Package is a series of schemes to improve safety along the route which includes among others junction improvements, changes to speed limits, improved signage and road markings, and improvements to road visibility. On the issue of visibility, where this was identified as a risk during the design stage, the interventions being delivered will address that. For example, work has been undertaken to improve visibility at Vinehall School, where visibility was identified as a factor to the conflicting movement at the exit/entrance of the school. National Highways undertook clearance works to improve the visibility splay, which was completed in the last financial year. In November 2024 National Highways undertook vegetation clearance at Riverhill lay-bay to help make the lay-bay more visible to the users.

Finally, as with all the safety measures, National Highways will carry out a post implementation analysis to evaluate the safety interventions undertaken on the A21. Post analysis normally includes a road safety audit which provides an effective, independent review of the road safety implications of the interventions for all road users. Evaluation usually happens 12-18 months after the intervention and the metrics measured will vary depending on the type of intervention.

National Highways’ South Central Route Strategy recognises the current pressures and future needs of the A21 in Kent particularly around journey time reliability and safety. National Highways will consider the case and priority for further improvements to the route as part of its future investment planning.

Regarding hedgerow maintenance, National Highways regularly inspects the A21 to ensure safety and maintain vegetation. Hedge maintenance and clearance are carried out on a schedule to balance safety and environmental needs. For hedgerows, work is typically done outside the bird nesting season, from October to February. Shrubs are maintained every three years, and woodland is managed every seven years. Where responsibilities for maintenance falls to landowners, National Highways intends to raise awareness about vegetation clearance with residents living along the A21.

The A21 Safety Package is a series of schemes to improve safety along the route which includes among others junction improvements, changes to speed limits, improved signage and road markings, and improvements to road visibility. On the issue of visibility, where this was identified as a risk during the design stage, the interventions being delivered will address that. For example, work has been undertaken to improve visibility at Vinehall School, where visibility was identified as a factor to the conflicting movement at the exit/entrance of the school. National Highways undertook clearance works to improve the visibility splay, which was completed in the last financial year. In November 2024 National Highways undertook vegetation clearance at Riverhill lay-bay to help make the lay-bay more visible to the users.

Finally, as with all the safety measures, National Highways will carry out a post implementation analysis to evaluate the safety interventions undertaken on the A21. Post analysis normally includes a road safety audit which provides an effective, independent review of the road safety implications of the interventions for all road users. Evaluation usually happens 12-18 months after the intervention and the metrics measured will vary depending on the type of intervention.

National Highways’ South Central Route Strategy recognises the current pressures and future needs of the A21 in Kent particularly around journey time reliability and safety. National Highways will consider the case and priority for further improvements to the route as part of its future investment planning.

Regarding hedgerow maintenance, National Highways regularly inspects the A21 to ensure safety and maintain vegetation. Hedge maintenance and clearance are carried out on a schedule to balance safety and environmental needs. For hedgerows, work is typically done outside the bird nesting season, from October to February. Shrubs are maintained every three years, and woodland is managed every seven years. Where responsibilities for maintenance falls to landowners, National Highways intends to raise awareness about vegetation clearance with residents living along the A21.

The A21 Safety Package is a series of schemes to improve safety along the route which includes among others junction improvements, changes to speed limits, improved signage and road markings, and improvements to road visibility. On the issue of visibility, where this was identified as a risk during the design stage, the interventions being delivered will address that. For example, work has been undertaken to improve visibility at Vinehall School, where visibility was identified as a factor to the conflicting movement at the exit/entrance of the school. National Highways undertook clearance works to improve the visibility splay, which was completed in the last financial year. In November 2024 National Highways undertook vegetation clearance at Riverhill lay-bay to help make the lay-bay more visible to the users.

Finally, as with all the safety measures, National Highways will carry out a post implementation analysis to evaluate the safety interventions undertaken on the A21. Post analysis normally includes a road safety audit which provides an effective, independent review of the road safety implications of the interventions for all road users. Evaluation usually happens 12-18 months after the intervention and the metrics measured will vary depending on the type of intervention.

National Highways’ South Central Route Strategy recognises the current pressures and future needs of the A21 in Kent particularly around journey time reliability and safety. National Highways will consider the case and priority for further improvements to the route as part of its future investment planning.

Regarding hedgerow maintenance, National Highways regularly inspects the A21 to ensure safety and maintain vegetation. Hedge maintenance and clearance are carried out on a schedule to balance safety and environmental needs. For hedgerows, work is typically done outside the bird nesting season, from October to February. Shrubs are maintained every three years, and woodland is managed every seven years. Where responsibilities for maintenance falls to landowners, National Highways intends to raise awareness about vegetation clearance with residents living along the A21.

The A21 Safety Package is a series of schemes to improve safety along the route which includes among others junction improvements, changes to speed limits, improved signage and road markings, and improvements to road visibility. On the issue of visibility, where this was identified as a risk during the design stage, the interventions being delivered will address that. For example, work has been undertaken to improve visibility at Vinehall School, where visibility was identified as a factor to the conflicting movement at the exit/entrance of the school. National Highways undertook clearance works to improve the visibility splay, which was completed in the last financial year. In November 2024 National Highways undertook vegetation clearance at Riverhill lay-bay to help make the lay-bay more visible to the users.

Finally, as with all the safety measures, National Highways will carry out a post implementation analysis to evaluate the safety interventions undertaken on the A21. Post analysis normally includes a road safety audit which provides an effective, independent review of the road safety implications of the interventions for all road users. Evaluation usually happens 12-18 months after the intervention and the metrics measured will vary depending on the type of intervention.

The previous Secretary of State for Transport did not meet with groups opposing Gatwick Airport expansion.

The previous Secretary of State did not meet with representatives of Gatwick Airport to discuss the proposed expansion.

The Department for Transport sets the legislation that governs the Blue Badge scheme and provides guidance for local authorities who are solely responsible for administering the scheme, including issuing the badges.

There are no timescales set for administering applications other than a suggested guideline that issuing authorities should aim to complete end to end applications within 12 weeks.

80% of citizens apply for a badge from their local authority using the Blue Badge Digital Service (BBDS) operated by the Department for Transport. The Department has a programme of continuous improvement of the digital service with the aim of making online badge applications quicker and easier for applicants and local authorities.

The Aviation Night Noise Effects study has been developed to examine the relationship between exposure to night-time aviation noise and sleep disturbance and annoyance in adults and has not been designed to investigate effects on children.

The Secretary of State for Transport has had no discussions with campaign groups opposing the expansion of Gatwick Airport.

The Secretary of State for Transport has not met with representatives of Gatwick Airport to discuss the proposed expansion at the airport.

A proposal to expand use of the northern runway at Gatwick Airport is currently subject to a live application for a Development Consent Order, which will be determined by my Department. It would therefore not be appropriate for me to comment but all relevant matters, including safety and noise, will be thoroughly considered before a decision is issued, the statutory deadline for which is 27 February 2025.

A proposal to expand use of the northern runway at Gatwick Airport is currently subject to a live application for a Development Consent Order, which will be determined by my Department. It would therefore not be appropriate for me to comment but all relevant matters, including safety and noise, will be thoroughly considered before a decision is issued, the statutory deadline for which is 27 February 2025.

The Government sets noise-related restrictions at Gatwick, including a limit on the number of night flights. The noise impacts of the airport are assessed annually.

The Department for Transport has commissioned the Aviation Night Noise Effects study to explore how annoyance and sleep disturbance impacts vary at different times of the night. The final results are expected to be published in Autumn 2026.