Department for Transport

Information on the number of formal complaints relating to accessibility or communication barriers at the Driver and Vehicle Licensing Agency (DVLA) over the last three years is not readily available.

The DVLA offers a variety of reasonable adjustments to customers which can range from simple adjustments such as providing correspondence on coloured paper or in large print, to providing a ‘Video Relay Service’ for British Sign Language users who want to contact the DVLA via telephone.

As part of fulfilling its obligations under the Equality Act 2010, the DVLA’s contact centre agents are trained to assist customers who may require reasonable adjustments. Operating instructions and knowledge articles help staff to ensure they follow the correct processes to identify the most suitable form of support for the customer, depending on their individual needs.

For customers who do not want or are unable to use the telephone, a webform service is also available to customers 24/7. The DVLA is also planning to launch a WhatsApp service.

Although the DVLA continues to develop its digital channels to improve customer service and support offerings, it recognises not all customers want or are able to transact digitally and provides paper application facilities as appropriate.

The UK has a well-established regulatory requirement for reporting events that could endanger aircraft outlined in UK Reg (EU) No 376/2014. Fume and smoke events must be reported and are subsequently analysed by specialists working in the Civil Aviation Authority (CAA) to inform policy.

The scientific literature on toxicology of fume events is under continuous review by colleagues working in the CAA’s Medical Department. The CAA position statement on Cabin Air Quality can be found at this webpage. This includes a detailed overview of the research that has been undertaken on the topic and the conclusions of a recent study commissioned by my department and undertaken by the Committee on Toxicity (COT). This found that levels of the chemical contaminants reviewed in aircraft cabin air are unlikely to cause adverse health effects following acute or long-term exposures.

The UK has a well-established regulatory requirement for reporting events that could endanger aircraft outlined in UK Reg (EU) No 376/2014. Fume and smoke events must be reported and are subsequently analysed by specialists working in the Civil Aviation Authority (CAA) to inform policy.

The scientific literature on toxicology of fume events is under continuous review by colleagues working in the CAA’s Medical Department. The CAA position statement on Cabin Air Quality can be found at this webpage. This includes a detailed overview of the research that has been undertaken on the topic and the conclusions of a recent study commissioned by my department and undertaken by the Committee on Toxicity (COT). This found that levels of the chemical contaminants reviewed in aircraft cabin air are unlikely to cause adverse health effects following acute or long-term exposures.

The UK has a well-established regulatory requirement for reporting events that could endanger aircraft outlined in UK Reg (EU) No 376/2014. Fume and smoke events must be reported and are subsequently analysed by specialists working in the Civil Aviation Authority (CAA) to inform policy.

The scientific literature on toxicology of fume events is under continuous review by colleagues working in the CAA’s Medical Department. The CAA position statement on Cabin Air Quality can be found at this webpage. This includes a detailed overview of the research that has been undertaken on the topic and the conclusions of a recent study commissioned by my department and undertaken by the Committee on Toxicity (COT). This found that levels of the chemical contaminants reviewed in aircraft cabin air are unlikely to cause adverse health effects following acute or long-term exposures.

Forecasts for the corporate initiatives which formed part of the Department’s Efficiency plan were informed by a mix of internal modelling and initial business case development.

The Government has committed to pursuing legislative reform for micromobility vehicles when parliamentary time allows. This will create safe, legal routes for people to use new transport technology like e-scooters.

Any regulations, including a potential requirement for users to hold a driving licence, will be consulted on before they come into force so that all interested parties have a chance to shape the new regime.

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

Please note this data is up to 31 March 2025. Data for individual driving test centres is updated annually. The next update to this information will be published in June/July.

DVSA publishes some of this data which is available on GOV.UK.

The £199 million efficiencies in the Support for Rail Passenger Services line are expected to be delivered mostly from more efficient workforce management, economies of scale as private sector operating companies move into public ownership, and ticketing and retail reform including the creation of a single Great British Railways online retail offer. These efficiencies contribute to the more than 50 per cent reduction in the rail passenger services subsidy from £2.4 billion in 2024-25.

Guidance for local transport authorities on the byelaws provisions in the Bus Services Act 2025 is being developed and will be published in due course.

The safety of all road users remains important to the Department, and we work with partners to reduce motorcycle casualties through safer riding, better training and a safer road environment while considering motorcyclists’ needs in improving safety on the Strategic Road Network. The current requirements for road restraint systems are reflected in the updated standards within the Design Manual for Roads and Bridges, published in February 2026:

https://www.standardsforhighways.co.uk/search/ef2e5866-3fb9-4e99-81aa-95a41adff4e7

National Highways has commissioned research from TRL Limited on the safety of motorcyclists and roadside barriers (including wire rope systems), which has been published at: https://www.trl.co.uk/uploads/trl/documents/PPR2051-Motorcyclists-and-Barriers-on-the-SRN.pdf.

The methodology underpinning the ratings was developed by departmental officials, including analytical professionals. As is routine for significant policy projects and announcements, special advisers were consulted as part of the policy development and ministerial clearance process.

The Department have a range of security measures in place across the railway to keep the travelling public and staff safe. Thankfully, knife attacks on trains are very rare and therefore we do not believe a specific public awareness campaign would be proportionate to the risk- we continue to monitor closely. We do however run our very successful ‘See it. Say it. Sorted’ campaign to encourage all passengers to report any suspicious behaviour.

The British Transport Police (BTP), which is responsible for policing the railway, are a member of the Home Office Knife-Enabled Robbery (KER) Group which is successfully reducing knife robberies in the areas most affected by knife crime. BTP have played a key role in this work through joint deployments with other forces in knife crime hot spots, such as transport hubs.

The Government’s ambition to halve knife crime within a decade is integral to its Safer Streets Mission The Government are working to achieve this by investing in what we know works and will have the greatest impact - focusing relentlessly on where knife crime is most concentrated, with the interventions that work.

My Department is working across government and with partners, including the British Transport Police (BTP), the transport industry and local authorities, to contribute to the knife-crime reduction ambition and help everyone feel and be safe when travelling. The BTP, who are responsible for policing the railway, is a member of the Knife-Enabled Robbery Group which is successfully reducing knife robberies in the areas most affected by knife crime. BTP has played a key role in this work through joint deployments with other forces in knife crime hot spots, such as transport hubs.

The Department is undertaking a dedicated research project examining the current road adoption landscape in England, collating evidence from local highway authorities and stakeholders, and assessing options to streamline processes and improve outcomes. Findings from this work will inform any future policy or legislative considerations. We will consider the implications of the project’s conclusions for developments such as Wychavon in due course and will set out next steps once the research is complete.

The Department is undertaking a dedicated research project examining the current road adoption landscape in England, collating evidence from local highway authorities and stakeholders, and assessing options to streamline processes and improve outcomes. Findings from this work will inform any future policy or legislative considerations. We will consider the implications of the project’s conclusions for developments such as Wychavon in due course and will set out next steps once the research is complete.

The Department has answered Question 106659 on 24 February 2026.

Metric 9 considers both whether a local highway authority has plans to decarbonise its maintenance operations and whether it has plans to increase climate resilience.

In relation to decarbonisation, lower carbon approaches to road maintenance, such as a greater focus on preventative treatments, are associated with better whole-life asset management. By treating roads preventatively before they require end-of-life replacement, local highway authorities can keep roads in good conditions for longer and prevent potholes, while also reducing costs and carbon emissions.

In relation to climate resilience, extreme weather events such as the heavy rainfalls of the beginning of this year or the heatwaves experienced over recent summers can accelerate road deterioration. Adapting roads so they better withstand these stresses, for example by improving drainage systems and using heat-durable materials, helps to maintain good road conditions.

It is for each local highway authority to determine which vehicles to use as part of its maintenance operation. As part of the Department's highways innovation programme, Live Labs 2, local authority-led consortia are trialling innovative road maintenance techniques and this includes the use of battery electric powered machinery. The delivery of Live Labs 2 is coordinated by the Association of Directors of Environment, Economy, Planning & Transport (ADEPT) and they will publish the programme's findings once trials have concluded.

Regulation 27 of the Road Vehicles (Registration and Licensing) Regulations 2002 allows the Driver and Vehicle Licensing Agency to make information about UK vehicles and their registered keepers available for use by local authorities for a range of appropriate purposes. There are no plans to make changes to these arrangements.

The Government recognises the vital role community transport operators play in connecting people with their communities, enabling access to employment, education and other essential services such as healthcare, including in rural areas.

The Department makes up to £3.8 million available each year through the Bus Service Operators Grant (BSOG) to community transport operators. An uplift of 60% has been added to BSOG claims for community transport operators until 31 March 2026. This means community transport operators will receive £1.60 for every £1 claimed, reflecting the increased costs faced by the sector.

The Government is also providing over £3 billion for bus services from 2026/27 over the remainder of the spending review period. This includes nearly £700 million per year for local authorities through the Local Authority Bus Grant (LABG). The formula used to calculate LABG allocations for 2026/27 onwards includes consideration of the rurality of local areas for the first time, in addition to population size, levels of deprivation, and the extent of existing bus services.

Shropshire Council will be allocated £13.1 million under the LABG from 2026/27 to 2028/29, in addition to the £4.5 million they are already receiving this year. Funding allocated to local authorities to improve services can be used in whichever way they wish to deliver better services for passengers, including expanding services and improving reliability. This could include supporting some community transport services.

The Plug in Motorcycle Grant has supported almost 16,000 vehicle purchases since 2016 and will close at the end of the 2025/26 financial year or when budgets have been exhausted, whichever comes first. The grant is currently available for L3 motorcycles costing under £10,000 with a range of at least 31 miles. There is no evidence to suggest a link between the grant’s closure and wider road safety risks.

To ensure fairness for everyone wanting to book a practical driving test, the Driver and Vehicle Standards Agency (DVSA) continues to work hard to combat the unscrupulous practice of reselling tests across the country. DVSA has zero tolerance for those who exploit learner drivers.

There are already various avenues through which individuals might raise concerns to the DVSA. For example, people can contact DVSA’s instructor conduct team if they have concerns about the service or behaviour of an individual approved driving instructor. People might also raise concerns to DVSA’s intelligence unit via enquiries@dvsa.gov.uk.

The nature of any concerns received can vary, for example some might be about an individual whereas others might be regarding businesses. When any intelligence is received DVSA will initially assess this to fully understand the nature of the matter being raised. This ensures the matter is then passed to the relevant team to take forward.

The Department provided Heathrow Airport Ltd with a provisional list of requests on 5 February 2026 prior to publishing the list on 18 February 2026. The Department received a response from Heathrow Airport Ltd on 20 February 2026.

The Maritime Decarbonisation Strategy (MDS), published in 2025, sets out how we will decarbonise UK maritime transport, including through the inclusion of domestic maritime sector in the UK Emissions Trading Scheme (ETS) from July this year. Given the long lifespan of shipping vessels, action needs to be taken now to meet the goals of the MDS, helping the sector move towards a lower carbon future and contribute to UK net zero obligations.

To support maritime operators during implementation of the Scheme the Government will allow operators to wait and surrender allowances for the first two scheme years, providing further opportunity to familiarise themselves with UK ETS and the digital systems. Additionally, whilst reporting has been paused, operators will already be familiar with Monitoring, Reporting and Verification (MRV), under both the existing UK MRV, and the EU MRV regimes.

The Government will monitor the impacts of the scheme and has committed to review the effectiveness of the scheme, including the threshold and the exemptions, in 2028.

Local highway authorities are responsible for maintaining their roads under section 41 of the Highways Act 1980. Individual authorities set their own criteria, including the minimum size and depth at which a defect, or pothole, is recorded or repaired, and apply risk‑based assessments that account for local conditions, traffic volumes and safety considerations when making decisions on maintenance programmes. These thresholds therefore vary between areas and are not prescribed by the Department for Transport.

The initial and ground-breaking TRL research demonstrates that glare is a complicated issue with several contributing factors. Any steps we take must avoid unintentionally reducing visibility for drivers or interfering with safety-critical cameras and sensors.

As part of the recently published Road Safety Strategy, we are planning further targeted vehicle-based research to help inform future international lighting regulations and consider what more can be done domestically.

The Department for Transport does not hold or collate the information requested.

In September 2024, DfT introduced a new standard (PAS 2161) for monitoring road conditions in England. The list of the approved technologies against PAS2161 includes AI‑based technologies. Going forward, the Department will encourage a wide range of technologies to seek compliance, driving technical innovation in road condition monitoring.

The Government is committed to improving local bus services right across the country, including in combined authority areas. We have introduced the Bus Services Act 2025 to give local leaders the tools they need and empower them to choose the model that works best for their communities.

In addition, the Government has confirmed over £3 billion from 2026/27 to support local leaders and bus operators to improve bus services over the spending review period. This includes multi-year allocations for local authorities under the Local Authority Bus Grant (LABG) totalling nearly £700 million per year.

The Greater Manchester Combined Authority will be allocated £133.5 million under the LABG from 2026/27 to 2028/29, in addition to the £46.8 million they are already receiving this year. Funding allocated to local authorities to improve services can be used in whichever way they wish, to deliver better services for passengers, including expanding services and improving reliability.

In addition to the LABG, the Government has also introduced a £3 million Bus Franchising Support Fund in 2026/27 for Mayoral Strategic Authorities that are in the process of developing and implementing bus franchising schemes, to provide targeted support to help their transition to a franchised bus model.

In the Department for Transport the majority of employees are assigned to an office or a specific workplace location within their contract. Hybrid working is not a contractual form of working and as it is agreed within individual teams based on business needs, is not centrally recorded.

The only employees who could be classed as having ‘remote-working contracts’ would be those who are contractual homeworkers. Only 0.67% of employees within the core department have a recorded homeworking contract as of January 2026.

In the period between 1 January and 22 February 2026, the Driver and Vehicle Licensing Agency’s online vehicle tax service was unavailable for just four hours and 15 minutes due to planned maintenance.

The Department has not provided funding to the Clean Cities Campaign, but has met with them as part of routine official-level stakeholder engagement.

The Effectiveness of current civil parking penalty charge levels report, which has been deposited in the Library of the House, contains the full list of the 43 local authorities.

Officials in the Department for Transport (DfT) meet regularly with their counterparts in the Maritime and Coastguard Agency (MCA) to discuss the implementation of the Maritime Labour Convention, 2006 (MLC), which supersedes the ILO Merchant Shipping (Minimum Standards) Convention, 1976 (No. 147). DfT also participate in the UK’s MLC Tripartite Working Group, which convenes every six months to review the effectiveness of the Convention’s implementation in UK legislation and to consider any updates required to supporting guidance for industry.

The Minister for Local Transport met with the car sharing sector in November to discuss challenges, opportunities, and how Government can help create a supportive environment for car sharing services for people across the UK.

The Department is actively considering the experiences shared by stakeholders along with the wider evidence base to develop appropriate measures to support the sector.

The £199 million efficiencies in the Support for Rail Passenger Services line are expected to be delivered mostly from more efficient workforce management, economies of scale as private sector operating companies move into public ownership, and ticketing and retail reform including the creation of a single GBR online retail offer. These efficiencies contribute to the more than 50 per cent reduction in the rail passenger services subsidy from £2.4 billion in 2024-25.

The £199 million efficiencies in the support for Rail Passenger Services line are expected to be delivered mostly from more efficient workforce management, economies of scale as private sector operating companies move into public ownership, and ticketing and retail reform including the creation of a single Great British Railways online retail offer.

Linking the UK Emissions Trading Scheme and EU Emissions Trading Scheme is about making life easier for operators. It should minimise the administrative burden for operators and unlock greater access to a larger market, supporting economic growth and decarbonisation. Ongoing negotiations will determine the details and extent of alignment.

Government is part way through a long term investment plan for the Calder Valley line that provides more capacity, improved reliability and better connections to opportunities in Manchester, Bradford and Leeds. From May 27, the government expect to see longer trains and performance improvements resulting from the simplification of operations around Manchester Victoria. Northern will start to introduce new trains from the early 2030s.

As announced in January phase three of the Northern Powerhouse Rail programme will deliver improved connections between Manchester and Bradford. To support upcoming decisions on a new Bradford station, we will assess initial options for Bradford–Manchester connectivity as part of the station business case. This assessment will include consideration of the Calder Valley line.

Government is part way through a long term investment plan for the Calder Valley line that provides more capacity, improved reliability and better connections to opportunities in Manchester, Bradford and Leeds. From May 27, the government expect to see longer trains and performance improvements resulting from the simplification of operations around Manchester Victoria. Northern will start to introduce new trains from the early 2030s.

As announced in January phase three of the Northern Powerhouse Rail programme will deliver improved connections between Manchester and Bradford. To support upcoming decisions on a new Bradford station, we will assess initial options for Bradford–Manchester connectivity as part of the station business case. This assessment will include consideration of the Calder Valley line.

Government is part way through a long term investment plan for the Calder Valley line that provides more capacity, improved reliability and better connections to opportunities in Manchester, Bradford and Leeds. From May 27, the government expect to see longer trains and performance improvements resulting from the simplification of operations around Manchester Victoria. Northern will start to introduce new trains from the early 2030s.

As announced in January phase three of the Northern Powerhouse Rail programme will deliver improved connections between Manchester and Bradford. To support upcoming decisions on a new Bradford station, we will assess initial options for Bradford–Manchester connectivity as part of the station business case. This assessment will include consideration of the Calder Valley line.

In May 2016 the Department for Transport (DfT) commissioned Ipsos MORI and Risk Solutions to undertake an evaluation of the Roads Reform programme, which included the establishment of what is now National Highways, to inform future Road Investment Strategies and other policy decisions relating to the strategic road network. Ipsos MORI published a third evaluation report in 2022, following two earlier evaluation reports in 2017 and 2019. All three reports are available here: https://www.gov.uk/government/publications/evaluation-of-roads-reform

The reports evaluated the extent to which the reforms have contributed, as intended, to a better experience for road users and better value for money for taxpayers. A fourth evaluation report has been commissioned and is due to be published this year.

The performance of National Highways is reviewed regularly, including by the Office of Rail and Road that published an annual assessment of the second road period (2020-2025), available here https://www.orr.gov.uk/annual-assessment-national-highways-performance-end-second-road-period-april-2020-march-2025

In July 2025 the Department for Transport laid in Parliament its annual report covering National Highways’ performance during 2024/25, available here: https://www.gov.uk/government/publications/national-highways-performance-report-2024-to-2025

The Maritime and Coastguard Agency (MCA) has not conducted any specific research of the potential of a change in mean significant wave height to the incidence of marine pollution in the UK.

We are also not aware of any discussions or research into the potential impact of the mean significant wave height increase on seafarer safety. However, the MCA reviews specific categorised waters, for significant wave height changes, on a case-by-case basis when supported by data which indicates a discernible change to significant wave height at that location. The report indicates that any such changes to wave height in either direction will be slow, and thus the impacts slow to develop, which will help us to introduce any changes that might be required in future to continue to ensure safety.

The Government has no current plans to introduce a mandate requiring the installation of CCTV in all train carriages, however most new train procurements since 1996 have included provision of CCTV. National Rail Contracts and Service Agreements between the Government and train operators do impose obligations that where CCTV is installed or upgraded, operators are contractually required to comply with relevant CCTV guidance and industry standards.

Where CCTV is provided, train operators are expected to follow the Rail Safety and Standards Board (RSSB) Rail Industry Standard for On-Train Camera Monitoring Systems. This standard sets out requirements for camera placement, image quality, secure data storage and integration with passenger alarms.

The RSSB Key Train Requirements (KTR) also emphasise the importance of internal CCTV as an element of passenger security, including good coverage, reliable performance and proper maintenance over the life of the train. The KTR document assists rolling stock procurers, specifiers, manufacturers, and system suppliers to compile procurement specifications for new and refurbished trains.

Swift access to CCTV images is critical for police investigations, which is why we recently announced nearly £17 million of funding for a project to connect railway station CCTV directly to BTP, providing investigators with the images they need to identify suspects and bring them to justice.

Section 41 of the Highways Act 1980 places a statutory duty on highway authorities to maintain public highways.

Dealing with compensation claims due to defects such as potholes on the highway network is entirely the responsibility of the relevant highway authority.

The Department cannot comment on individual claims for vehicle damages arising from alleged defects on the highway. Such matters are for resolution between the claimant and the relevant highway authority.

Where parties cannot agree, it is for the court to determine whether the local highway authority has met its duty under Section 41 and exercised reasonable care in maintaining the highway.