Department for Transport

On 7 January 2026 we published our new Road Safety Strategy, setting out our vision for a safer future on our roads for all.

The Strategy sets an ambitious target to reduce the number of people killed or seriously injured on British roads by 65% by 2035 (and 70% for children under 16). Delivery of the Strategy will be supported and monitored by a new Road Safety Board which I will chair. This will be supported by an Expert Advisory Panel, which will provide insight from those working directly with road users and communities.

The Board and Expert Advisory Panel are currently under development and decisions regarding membership and format will be made in due course.

The Road Safety Strategy, published on 7 January 2026, commits the Government to exploring whether the proposed rural roads categories are appropriate at a local level and to assessing their potential for national application. Developing a much clearer and more consistent definition of what constitutes a ‘rural road’ could help target safety interventions more effectively, ensuring resources are spent where they can have the greatest impact. We have also announced the establishment of a data-led Road Safety Investigation Branch, which will investigate collisions on a thematic basis.

The strategy has also committed to publishing a new edition of the best practice guidance Setting local speed limits - GOV.UK which outlines how local authorities may introduce lower limits on rural roads where appropriate. The most recent publicly accessible version of this guidance emphasises that Local traffic authorities have the power to introduce speed limits lower than the national limit where local conditions justify this.

My officials have met with various optometrist organisations (including the College of Optometrists and the Association of Optometrists) while developing the proposed changes to eyesight testing for older drivers, and we will continue to engage with optometrist organisations as our policies develop further.

The consultation on introducing mandatory eyesight testing for older drivers was published on 07 January. We welcome responses from optometrists and optometrist organisations.

The consultation can be found at the following link: https://www.gov.uk/government/consultations/introducing-mandatory-eyesight-testing-for-older-drivers/introducing-mandatory-eyesight-testing-for-older-drivers

Since 2016, the CAA’s regulatory perimeter has expanded significantly. Following EU Exit, the CAA developed new rulemaking and regulatory oversight functions to replace those delivered by the European Aviation Safety Agency until 2020, including the creation of a UK state of design function. As a result of the Space Industry Act 2018, the CAA became the UK Space Regulator in 2021. At the same time, the CAA has grown to respond to the development of novel aviation technology (including drones, air taxis and future propulsion such as hydrogen), setting regulatory frameworks and standards to enable tomorrow’s aerospace to innovate and grow. The Future of Flight technologies have the potential to contribute up to £103 billion to the UK economy over the next 25 years.

Reflecting its strategic objectives and the government’s priorities, the CAA has created additional capacity in five areas; in economic regulation and consumer enforcement to manage increased ambition and expectations; to fulfil CAA’s expanded remit in relation to airspace modernisation; to deliver new cyber security oversight responsibilities for the aviation sector; and to deliver the CAA’s sustainability roles, including those it took on from the Independent Commission for Civil Aviation Noise; together with increases in back-office areas supporting these teams. All of this has been delivered with a focus on efficiency and efficacy, enabling increased investment in CAA services to its customers.

Network Rail is responsible for developing estimates of passenger and freight future demand, working closely and collaboratively with train operating companies, local authorities, freight operators and other relevant stakeholders.

The Eastern region planning documents, including the Essex Thameside Strategic Advice, are made available on Network Rail’s website -https://www.networkrail.co.uk/our-work/long-term-planning/

On 18 December, Mayor Brabin announced a revised plan for development and delivery of Mass Transit, following an independent peer review by NISTA in September 2025. The changes aim to strengthen delivery and reduce risk, and do not result from any delay by the Department for Transport. All major project reviews undertaken by NISTA are treated as confidential, in the interests of ensuring that everyone involved is able to share their honest feedback. This has been standard practice across successive governments.

The Department for Transport continue to work closely with West Yorkshire Combined Authority to ensure the programme remains firmly on track for successful delivery.

The Government takes road safety very seriously and is committed to reducing the numbers of those killed and injured on our roads.

On 7 January 2026, the Department for Transport published the Government’s Road Safety Strategy alongside an open consultation on proposed changes to penalties for motoring offences, including drink and drug driving. The consultation closes on 31 March 2026. It includes proposals to consult on lowering the drink drive limit in England and Wales, including consideration of a lower limit for novice drivers; reviewing penalties and options such as alcohol interlock devices; and considering powers to suspend the driving licence for those suspected of drink and/or drug driving pending court attendance or, where relevant, forensic analysis.

Alongside this work, the Department for Transport (DfT) is working with partners, including the National Police Chiefs Council and Police and Crime Commissioners, on operational pilots to assess opportunities for enhancing the roads policing approach to drink and drug driving. These will feed into the Roads Policing Innovation Programme announced under the Road Safety Strategy, which is scheduled to begin in 2026.

The enforcement of road traffic law and how resources are deployed locally, including in Yeovil, is an operational matter for the police.

The Department for Transport is responsible for setting the regulatory structure within which local licensing authorities in England license the taxi and private hire vehicle trades but ultimately the licensing process is left at the discretion of local authorities.

Improving road safety is one of my Department’s highest priorities. Injuries and fatalities from road collisions caused by driving are unacceptable, and this Government will work hard to prevent these tragedies for all road users.

That is why on 7 January 2026, we published our new Road Safety Strategy, setting out our vision for a safer future on our roads for all.

Following updates to the Highway Code in 2022, the department ran large-scale THINK! advertising campaigns to raise awareness of the changes.

Via the THINK! campaign, we are also running year-round radio filler adverts encouraging compliance with the guidance to improve safety for those walking, cycling and horse riding. We will also continue to promote the changes via THINK! and Department for Transport social media channels, as well as through partner organisations.

However, as set out in the strategy, more work is needed to continue embedding these changes and overall awareness of the Highway Code. We are considering options in this area, and further details will be shared in due course.

As our road environment and technologies evolve, providing education for all road users throughout their lifetime is vital to improving road safety. As announced in the strategy to support a Lifelong Learning approach in the UK, the government will publish for the first time national guidance on the development and delivery of road safety education, training and publicity. Alongside this, the government will publish a manual to support the implementation of a Lifelong Learning approach for road safety.

The Department for Transport has not made an announcement on a Graduated Driving Licensing scheme.

Whilst we are not considering further restrictions on newly qualified drivers such as carrying passengers or driving at night, as announced on the 7 January, we are consulting on a Minimum Learning Period in England, Scotland, and Wales before learner drivers can take their test, and on a lower drink drive limit for novice drivers..

Great Western Railway (GWR) is responsible for the safe operation of its train services at all times, including during times of disruption or following engineering overrun. GWR is also responsible for ensuring deployment of its train fleet to best match demand, but despite this trains can still become very busy at certain peak times or during disruption. Whilst crowded trains can be uncomfortable, they are not necessarily unsafe.

The Department monitors train loadings carefully and continues to hold GWR to account against its contractual obligations as the Public Ownership Programme continues. This includes ensuring GWR is appropriately deploying its train fleet and working collaboratively with Network Rail to develop robust plans to support engineering work including mitigations plans for restoring service in the event of an overrun.

GWR has experienced an increase in short formations on services across its intercity train fleet in recent periods due to issues with diesel engines. These issues have now stabilised, with a noticeable reduction in recent weeks, and the department continues to monitor this closely.

Network Rail is responsible for assessing and managing the safety risk at level crossings on the mainline railway in Great Britain, including at Thatcham. It routinely reviews the most appropriate safety measures, taking into account local risk, user behaviour and operational requirements.

Following updates to the Highway Code in 2022, the department ran THINK! advertising campaigns nationally to raise awareness of the changes.

Local authorities are responsible for delivering road safety education and have a statutory duty to take steps both to reduce and prevent collisions. THINK! Highway Code campaign resources are available for local authorities to download from the THINK! website and are free to use for educational purposes: https://www.think.gov.uk/campaign/highway-code-changes/

Via the THINK! campaign, we are also running year-round radio filler adverts across England and Wales encouraging compliance with the Highway Code guidance to improve safety for those walking, cycling and horse riding. We will also continue to promote the changes via THINK! and Department for Transport social media channels, as well as through partner organisations.

In addition to the Highway Code activity, THINK! also runs paid advertising campaigns focused on the priority issues of speed, drink driving and drug driving. The primary audience for these campaigns is young men aged 17-24, who are four times more likely to be killed or seriously injured on the road than drivers aged 25 and over. All THINK! campaigns are run nationally, therefore Somerset and rural areas are included.

As set out in the Road Safety Strategy, more work is needed to continue embedding these changes and overall awareness of the Highway Code. We are considering options in this area, and further details will be shared in due course.

Following updates to the Highway Code in 2022, the department ran large-scale THINK! advertising campaigns to raise awareness of the changes, with the percentage of road users reporting they knew a little or a lot about the changes going from 36% in January 2022 to over 50% in August 2022 and 70% in September 2023. By that time 86% of road users reported having heard of the changes.

Via the THINK! campaign, we are also running year-round radio filler adverts encouraging compliance with the guidance to improve safety for those walking, cycling and horse riding. We will also continue to promote the changes via THINK! and Department for Transport social media channels, as well as through partner organisations.

However, as set out in the strategy, more work is needed to continue embedding these changes and overall awareness of the Highway Code. We are considering options in this area, and further details will be shared in due course.

As our road environment and technologies evolve, providing education for all road users throughout their lifetime is vital to improving road safety. As announced in the strategy to support a Lifelong Learning approach in the UK, the government will publish for the first time national guidance on the development and delivery of road safety education, training and publicity. Alongside this, the government will publish a manual to support the implementation of a Lifelong Learning approach for road safety.

Under the new Road Safety Strategy, the Government has announced firm action to tackle non-compliant or ‘ghost’ numberplates. This includes consulting on tougher penalties, including penalty points and vehicle seizure, more robust checks on number plate suppliers, and higher industry standards for numberplates. We also intend to commission targeted research to explore the potential use of AI to identify illegal plates.

Since 2021, UK nationals (including hauliers and coach drivers) have been bound to a limit of 90 days in any 180-day period (90/180 limit) for work and leisure journeys in the Schengen area. This limit is consistent with the approach taken by the EU to nationals of other third countries.

The 90/180 limit is a fundamental part of the EU’s conditions of entry for third country nationals to its territory, including for visa-free travel for short-term visits. As such, it is not UK Government policy. Any amendments and exemptions to these rules are the responsibility of the EU and Member States. There have been no recent discussions with the EU on the potential impact of the 90/180 limit on UK professional drivers.

The Department for Transport is undertaking research to improve understanding of the effects of the 90/180 limit on the international operations of GB-based HGV and coach businesses that hold standard international operator licences. The data is currently being processed, and the study’s findings will be published in due course.

Since 2021, UK nationals (including hauliers and coach drivers) have been bound to a limit of 90 days in any 180-day period (90/180 limit) for work and leisure journeys in the Schengen area. This limit is consistent with the approach taken by the EU to nationals of other third countries.

The 90/180 limit is a fundamental part of the EU’s conditions of entry for third country nationals to its territory, including for visa-free travel for short-term visits. As such, it is not UK Government policy. Any amendments and exemptions to these rules are the responsibility of the EU and Member States. There have been no recent discussions with the EU on the potential impact of the 90/180 limit on UK professional drivers.

The Department for Transport is undertaking research to improve understanding of the effects of the 90/180 limit on the international operations of GB-based HGV and coach businesses that hold standard international operator licences. The data is currently being processed, and the study’s findings will be published in due course.

Since 2021, UK nationals (including hauliers and coach drivers) have been bound to a limit of 90 days in any 180-day period (90/180 limit) for work and leisure journeys in the Schengen area. This limit is consistent with the approach taken by the EU to nationals of other third countries.

The 90/180 limit is a fundamental part of the EU’s conditions of entry for third country nationals to its territory, including for visa-free travel for short-term visits. As such, it is not UK Government policy. Any amendments and exemptions to these rules are the responsibility of the EU and Member States. There have been no recent discussions with the EU on the potential impact of the 90/180 limit on UK professional drivers.

The Department for Transport is undertaking research to improve understanding of the effects of the 90/180 limit on the international operations of GB-based HGV and coach businesses that hold standard international operator licences. The data is currently being processed, and the study’s findings will be published in due course.

In Great Britain, 17 to 24-year-olds remain one of the highest fatality risk groups, especially young men, both as car drivers and passengers. While drivers aged 17 to 24 represent a high proportion of collisions in Great Britain older car drivers are more likely to be killed or seriously injured per licence held, at least in part due to their frailty.

We know we need to get the balance right for our younger and older drivers, to support young people’s access to work, education, and social activities. and to ensure that older people can actively participate in society and retain their independence, while also keeping both younger and older drivers safe on the roads.

That is why, as part of the Road Safety Strategy, we launched consultations on the 7 January 2025 on introducing a minimum learning period for learner drivers and introducing mandatory eyesight testing for older drivers.

Government policies are developed with due regard to protected characteristics as outlined by law. To ensure this an Equalities Impact Assessment (EIA) will be carried out in line with PSED throughout the policy development process. As part of the EIA, the impact of policy options on people with protected characteristics will be considered proportionately and appropriate measures will be taken where a negative impact of policy is identified.

In Great Britain, 17 to 24-year-olds remain one of the highest fatality risk groups, especially young men, both as car drivers and passengers. While drivers aged 17 to 24 represent a high proportion of collisions in Great Britain older car drivers are more likely to be killed or seriously injured per licence held, at least in part due to their frailty.

We know we need to get the balance right for our younger and older drivers, to support young people’s access to work, education, and social activities. and to ensure that older people can actively participate in society and retain their independence, while also keeping both younger and older drivers safe on the roads.

That is why, as part of the Road Safety Strategy, we launched consultations on the 7 January 2025 on introducing a minimum learning period for learner drivers and introducing mandatory eyesight testing for older drivers.

Government policies are developed with due regard to protected characteristics as outlined by law. To ensure this an Equalities Impact Assessment (EIA) will be carried out in line with PSED throughout the policy development process. As part of the EIA, the impact of policy options on people with protected characteristics will be considered proportionately and appropriate measures will be taken where a negative impact of policy is identified.

New pick-up trucks are subject to approval against rigorous performance-based standards. These standards are developed by the UK and our international partners to ensure vehicles are safe to use on the road and protect occupants and other road users, including pedestrians, in the event of a collision.

There are currently no plans to introduce increased safety standards for US style pick-up trucks or to introduce measures to limit the number of US style pick-up trucks in urban areas. In the Road Safety Strategy, published on 7 January, the government has committed to collaborating with stakeholders and vehicle manufacturers to further understand safety concerns regarding increasing vehicle size.

The Office of Rail and Road is the independent economic and safety regulator for Britain's railways, including international rail services, and is also responsible for some consumer protection matters.

The Minister of State for Rail recently met with the ORR’s Chair, Declan Collier, and the Board to discuss a range of matters within the ORR’s remit, including facilitating competition within the international rail passenger market given the consumer benefits this is expected to bring for passengers. DfT officials also engage regularly with ORR counterparts to discuss these matters.

The Department does not award funding directly to Community Rail Partnerships (CRPs) – funding to CRPs is awarded via the Community Rail Network (CRN) and Train Operating Companies (TOCs). The CRN provide access to grants and resources for its members (a mix of CRPs and Station Adoption Groups).

The Department has granted over £800,000 of funding to the CRN in this financial year (FY 2025-2026). Funding from the Department has remained at a consistent level since 2019-20.

The Department will set out the funding for 2026-27 at the start of the next financial year. As we move towards establishing Great British Railways (GBR), the Community Rail movement will be integral to helping us deliver our priorities and will continue to deliver for passengers and communities. We will continue to support the community rail sector ahead of the standup of GBR.

The UK’s ports sector is largely privately owned and operated, with the Government’s role primarily to ensure that the policy and regulatory environment supports efficient operation and investment.

The Government provides targeted support where there are clear public benefits. This includes investing in road and rail connections to ports to improve the efficient and cost-effective transportation of goods and passengers.

The National Wealth Fund has committed at least £5.8 billion of its capital to five sectors, including ports. This will catalyse investment in areas which are currently struggling to attract the required volumes of private investment.

As set out in the Government’s 10 Year Infrastructure Strategy, transforming the UK’s infrastructure will require significant increases in private investment to complement and maximise the value of the extensive public investment underway. Government explores opportunities to co-fund transport infrastructure associated with port development on a case-by-case basis.

This government is committed to improving the accessibility of the railway and recognises the social and economic benefits this brings to communities.

Funding for future rounds of Access for All (AfA) may be made available as part of the next Spending Review and this could provide an opportunity to fully or partially fund accessibility upgrades at Stockport station. The process and timings for identifying future AfA projects have not yet been decided.

As part of our reforms to the railways, we are making fares easier to understand, so that passengers can buy tickets with confidence, knowing they are getting the right fare every time. Under Great British Railways (GBR), passengers will enjoy a consistent, reliable offer across the entire network. Simplifying fares is intended to improve passenger confidence and reduce the likelihood of unintentional fare irregularities.

Tackling fare evasion is a priority. The Secretary of State has accepted the Office for Road and Rail’s recommendations in its June 2025 review into revenue protection practices, and the Department will respond formally in due course.

In light of this wider work on ticketing and fare evasion, the Department has not undertaken a separate assessment specifically on the impact of removing or consolidating lower‑cost fares on fare evasion.

Grand Central submitted an application to the Office of Rail and Road (ORR) on 19 December 2025 for rights to operate Open Access rail services between Newcastle and Brighton.

The application has not been agreed by the infrastructure manager, Network Rail, and ORR is currently carrying out the statutory consultation with Network Rail and Grand Central. Network Rail responded on 30 January 2026 and Grand Central now has until 20 February to respond to Network Rail’s views.

ORR aims to take decisions on access applications within six weeks of the date of receipt of all relevant information.

We welcome local road safety interventions which demonstrate innovation and contribute to improving road safety and as part of the Roads Policing Innovation Programme, we are working closely with National Police Chiefs' Council to consider opportunities for innovation around wider roads policing.

The Government expects forces to use the resources available to them effectively, to tackle crime and protect the public. Forces are operationally independent; therefore, it is for Chief Constables and directly elected PCCs, and Mayors with PCC functions to make operational decisions based on their local knowledge and experience.

Paid advertising on X was suspended in April 2023 following a SAFE Framework assessment. X is currently used only for organic (non-paid) content to communicate policies and public services.

The Department for Transport has spent £783.30 with X since July 2024.

This includes X Premium and X Premium +, for monitoring of news coverage and discourse, analytics and digital output.

Driver licensing is devolved in Northern Ireland and is the responsibility of the Northern Ireland Executive and the Northern Ireland Assembly.

Whilst we are not considering Graduated Driver Licensing in Great Britain with further restrictions on newly qualified drivers, such as carrying passengers or driving at night, we are consulting on a Minimum Learning Period before learner drivers can take their practical driving test. This would allow learners more time to gain essential experience, for example in different weather conditions, before driving independently and reduce the risk to themselves and other drivers.

If the number of collisions involving young drivers and novice drivers fall overall, then this could lead to a reduction in insurance premiums for younger drivers.

It is also important to note that motor insurers are responsible for setting the terms and conditions of the policies that they offer and it is for them to decide the level of risk that they take in issuing any policy to a given applicant. Motor insurers use a wide range of criteria to assess the potential risk a driver poses and this includes the age of the applicant, the type of vehicle being insured, the postal area where the applicant lives and the driving experience of the applicant. The setting of premiums is a commercial decision for individual insurers based on their underwriting experience and the Government does not intervene or seek to control the market.

Govia Thameslink Railway has shared demand modelling with the Department which does include projections for planned developments along the Thameslink network. The Department requires all operators to plan future timetables that reflect expected demand and provide value for money for the taxpayer. In the longer term, under Great British Railways’ directing mind, timetables and services will be optimised to drive up network performance and improve passenger journey experience.

The Maritime and Coastguard Agency (MCA), the Marine Accident Investigation Branch (MAIB) and the General Lighthouse Authorities (GLAs) maintain regular and well‑established liaison mechanisms. These include routine operational engagement, information‑sharing, and close coordination during incident response to ensure timely communication and effective delivery of respective statutory duties. The Department monitors this cooperation to ensure learning is embedded and that the highest standards of maritime safety are maintained.

As part of the third phase of NPR, we will deliver better cross-Pennine links over and above the Transpennine Route Upgrade already underway, of which Manchester-Sheffield is a key part. NPR will unlock economic growth benefits by improving connectivity to Manchester Airport from across the North, including a new Manchester Airport station. Further details, including of future services, will be confirmed following engagement with local leaders on priorities and specific infrastructure choices.

Alongside the Road Safety Strategy, the Department for Transport has published a consultation on motoring offences, including drink and drug driving and the evidence used to support enforcement. The consultation provides an opportunity for stakeholders to submit their views on issues such as nitrous oxide misuse and detection challenges, and we will consider all evidence received before taking decisions.

We will continue to work with partners across Government and operational stakeholders as this work develops.

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. The agency is intensifying its efforts to reduce waiting times and improve access to driving tests that will break down barriers to opportunity as part of the government’s Plan for Change.

On the 12 November, the Secretary of State for Transport, updated the Transport Select Committee on the government’s ongoing response to high driving test waiting times. In the coming months, DVSA will:

• Change the booking service to allow only learner car drivers to book and manage their tests

• Introduce a limit on the number of times a learner car driver can move or swap a test to twice and also limit the area they can move a test to once booked.

• Make use of MOD driving examiners for up to 12 months to help tackle driving test waiting times.

The Secretary of State has not recently discussed the issuing of private hire vehicle driver licences by Transport for London with private hire vehicle operators.

We will lay secondary legislation later in 2026 to give local authorities powers to issue Penalty Charge Notices for vehicles parked in a way that unnecessarily obstructs the pavement.

At the next opportunity we will then introduce the necessary primary legislation to make powers available on an opt-in basis to Local Transport Authorities to prohibit pavement parking across their whole area. They will also have powers to exempt locations where pavement parking would still be necessary to maintain traffic flow, such as in narrow streets. Where there is no Strategic Authority, Unitary Authorities and County Councils would also have the choice to opt in.

The Secretary of State has not had any discussions with the Secretary of State for Justice specifically about horse riders and owners in road traffic collisions within the Victim’s Code. The Ministry of Justice is the lead government department for the Victim’s Code and has committed to undertaking a review of it.

The Highway Code was updated in 2022 to improve road safety for people walking, cycling and riding horses including the introduction of a hierarchy of road users.

Following updates to the Highway Code in 2022, the department ran large-scale THINK! advertising campaigns to raise awareness of the changes.

Via the THINK! campaign, we are also running year-round radio filler adverts encouraging compliance with the guidance to improve safety for those walking, cycling and horse riding. We will also continue to promote the changes viaTHINK! and Department for Transport social media channels, as well as through partner organisations.

However, as set out in the Road Safety Strategy, more work is needed to continue embedding these changes and overall awareness of the Highway Code. We are considering options in this area, and further details will be shared in due course.

The Secretary of State has not had any discussions with the Secretary of State for Justice specifically about horse riders and owners in road traffic collisions within the Victim’s Code. The Ministry of Justice is the lead government department for the Victim’s Code and has committed to undertaking a review of it.

The Highway Code was updated in 2022 to improve road safety for people walking, cycling and riding horses including the introduction of a hierarchy of road users.

Following updates to the Highway Code in 2022, the department ran large-scale THINK! advertising campaigns to raise awareness of the changes.

Via the THINK! campaign, we are also running year-round radio filler adverts encouraging compliance with the guidance to improve safety for those walking, cycling and horse riding. We will also continue to promote the changes viaTHINK! and Department for Transport social media channels, as well as through partner organisations.

However, as set out in the Road Safety Strategy, more work is needed to continue embedding these changes and overall awareness of the Highway Code. We are considering options in this area, and further details will be shared in due course.

The Secretary of State has not had any discussions with the Secretary of State for Justice specifically about horse riders and owners in road traffic collisions within the Victim’s Code. The Ministry of Justice is the lead government department for the Victim’s Code and has committed to undertaking a review of it.

The Highway Code was updated in 2022 to improve road safety for people walking, cycling and riding horses including the introduction of a hierarchy of road users.

Following updates to the Highway Code in 2022, the department ran large-scale THINK! advertising campaigns to raise awareness of the changes.

Via the THINK! campaign, we are also running year-round radio filler adverts encouraging compliance with the guidance to improve safety for those walking, cycling and horse riding. We will also continue to promote the changes viaTHINK! and Department for Transport social media channels, as well as through partner organisations.

However, as set out in the Road Safety Strategy, more work is needed to continue embedding these changes and overall awareness of the Highway Code. We are considering options in this area, and further details will be shared in due course.

On 7 January 2026 we published our new Road Safety Strategy, setting out our vision for a safer future on our roads for all.

The Strategy sets an ambitious target to reduce the number of people killed or seriously injured on British roads by 65% by 2035 (and 70% for children under 16). Delivery of the Strategy will be supported and monitored by a new Road Safety Board chaired by the Minister for Local Transport. This will be supported by an Expert Advisory Panel, which will provide insight from those working directly with road users and communities.

The Board and Expert Advisory Panel are currently under development and decisions regarding membership and format will be made in due course.

The Road Safety Strategy sets an ambitious target to reduce the number of people killed or seriously injured on British roads by 65% by 2035. This target will focus the efforts of road safety partners across Britain, with measures to protect vulnerable road users, update vehicle safety technologies and review motoring offences.

One of the Safety Performance Indicators which will be monitored alongside delivery of the Strategy is: the rate of cyclists/pedestrians killed or seriously injured on England’s roads, measured as the number of fatalities and serious injuries per billion miles walked and cycled. Monitoring this should enable government to understand the impact that the Strategy is having on deaths and serious injuries of those cycling or walking.

Our roads aren’t just for motorists; it is vitally important that everyone using our roads is kept safe. With that in mind on the 10 December 2025 we announced that we are allocating £626 million for local authorities from 2026-27 to 2029-30 to deliver walking, wheeling and cycling schemes.

Improving road safety is a key priority. Injuries and fatalities from road collisions caused by driving are unacceptable, and this Government is working hard to prevent these tragedies for all road users including cyclists.

The detailed remit of the Road Safety Investigation Branch is still to be determined, but it will be built around the core objectives of the Data-led Road Safety Investigation Branch, namely using large cross-sector datasets and connected vehicle data to identify risks and thematic priorities, and providing insights and recommendations to support continuous safety learning and decision-making.

The Department is reviewing recommendations for the carriage of safety and other equipment in cars. However, this will be working within the context of the current provisions in the Highway Code that are advisory rather than mandatory. Mandating equipment in cars would require monitoring to ensure compliance, as well as measures to ensure that the equipment remained serviceable. It would also add cost to new vehicles and vehicle owners.