Department for Transport

The Government response to Baroness Casey’s National Audit on Group-based Child Sexual Exploitation and Abuse committed to legislate to tackle the inconsistent standards of taxi and PHV driver licensing. As a first step, the English Devolution and Community Empowerment Bill seeks a power for the Secretary of State to set national minimum standards for taxi and PHV licensing. The power was approved by the House of Commons, and the Bill is now being considered by the House of Lords.

If passed, this would enable government to set robust standards for licensing right across England, to keep vulnerable children and, indeed, all members of the public safe, wherever they live or travel.

The Department continues to consider further options for reform, including out-of-area working and enforcement. We need to ensure that taxis and PHVs are able to work in a way that facilitates the journeys passengers want and need to make, in a consistently safe way, whilst achieving the best overall outcomes for passenger safety. The Government is currently consulting on making all local transport authorities responsible for taxi and PHV licensing. Administering licensing across larger areas would further increase consistency in licensing and enable better resourced authorities to make better use of their enforcement powers.

The Department’s existing statutory guidance recommends that licensing authorities should require taxi and private hire vehicle (PHV) drivers to undertake an enhanced DBS and barred lists check as part of its licensing processes. All licensing authorities in England have advised that they require this.

The Government response to Baroness Casey’s National Audit on Group-based Child Sexual Exploitation and Abuse committed to legislate to tackle the inconsistent standards of taxi and PHV driver licensing. As a first step, the English Devolution and Community Empowerment Bill seeks a power for the Secretary of State to set national minimum standards for taxi and PHV licensing. The power was approved by the House of Commons, and the Bill is now being considered by the House of Lords.

If passed, this would enable government to set robust standards for licensing right across England, to keep vulnerable children and, indeed, all members of the public safe, wherever they live or travel.

The Department continues to consider further options for reform, including out-of-area working and enforcement. We need to ensure that taxis and PHVs are able to work in a way that facilitates the journeys passengers want and need to make, in a consistently safe way, whilst achieving the best overall outcomes for passenger safety. The Government is currently consulting on making all local transport authorities responsible for taxi and PHV licensing. Administering licensing across larger areas would further increase consistency in licensing and enable better resourced authorities to make better use of their enforcement powers.

The Department’s existing statutory guidance recommends that licensing authorities should require taxi and private hire vehicle (PHV) drivers to undertake an enhanced DBS and barred lists check as part of its licensing processes. All licensing authorities in England have advised that they require this.

The Government response to Baroness Casey’s National Audit on Group-based Child Sexual Exploitation and Abuse committed to legislate to tackle the inconsistent standards of taxi and PHV driver licensing. As a first step, the English Devolution and Community Empowerment Bill seeks a power for the Secretary of State to set national minimum standards for taxi and PHV licensing. The power was approved by the House of Commons, and the Bill is now being considered by the House of Lords.

If passed, this would enable government to set robust standards for licensing right across England, to keep vulnerable children and, indeed, all members of the public safe, wherever they live or travel.

The Department continues to consider further options for reform, including out-of-area working and enforcement. We need to ensure that taxis and PHVs are able to work in a way that facilitates the journeys passengers want and need to make, in a consistently safe way, whilst achieving the best overall outcomes for passenger safety. The Government is currently consulting on making all local transport authorities responsible for taxi and PHV licensing. Administering licensing across larger areas would further increase consistency in licensing and enable better resourced authorities to make better use of their enforcement powers.

The Department’s existing statutory guidance recommends that licensing authorities should require taxi and private hire vehicle (PHV) drivers to undertake an enhanced DBS and barred lists check as part of its licensing processes. All licensing authorities in England have advised that they require this.

The Government response to Baroness Casey’s National Audit on Group-based Child Sexual Exploitation and Abuse committed to legislate to tackle the inconsistent standards of taxi and PHV driver licensing. As a first step, the English Devolution and Community Empowerment Bill seeks a power for the Secretary of State to set national minimum standards for taxi and PHV licensing. The power was approved by the House of Commons, and the Bill is now being considered by the House of Lords.

If passed, this would enable government to set robust standards for licensing right across England, to keep vulnerable children and, indeed, all members of the public safe, wherever they live or travel.

The Department continues to consider further options for reform, including out-of-area working and enforcement. We need to ensure that taxis and PHVs are able to work in a way that facilitates the journeys passengers want and need to make, in a consistently safe way, whilst achieving the best overall outcomes for passenger safety. The Government is currently consulting on making all local transport authorities responsible for taxi and PHV licensing. Administering licensing across larger areas would further increase consistency in licensing and enable better resourced authorities to make better use of their enforcement powers.

The Department’s existing statutory guidance recommends that licensing authorities should require taxi and private hire vehicle (PHV) drivers to undertake an enhanced DBS and barred lists check as part of its licensing processes. All licensing authorities in England have advised that they require this.

Examiners last inspected Shaft No.4 of the Queensbury Tunnel using rope access on 26 October 2015.

Shaft 4 has annual visual exams; the last one was carried out in September 2025.

The recorded condition of Shaft No.4 at the last inspection, which was carried out using rope access on 26 October 2015, was Fair (Fair is defined as having minor non-structural defects only). NH considers the risk of shaft 4 collapsing to be low at this stage and has continued to undertake visual examinations of Shaft 4.

National Highways (NH) is comfortable that the website appropriately articulates the level of risk to surface properties. NH continues to engage with owners of property above the tunnel to ensure any changes to the risk levels are clarified as soon as practicable.

Chiltern is continuing to work closely with its partners and the Department to conclude the remaining train, infrastructure and staff issues. The start date for the first East West Rail (EWR) services at Winslow station will be announced as soon as it is possible to do so.

The Highway Code was updated in 2022 to improve the safety of all road users, particularly the most vulnerable. Key changes included the introduction of a Hierarchy of Road Users, which ensures that those who do the greatest harm have the greatest responsibility to reduce the danger or threat that they pose to others, along with the strengthening of guidance on safe passing distances and speeds when overtaking horse-riders.

Following these updates, 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 THINK! and Department for Transport social media channels, as well as through partner organisations.

However, as set out in the Road Safety Strategy published on 7 January, 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. Alongside the strategy, we launched five consultations including a consultation on introducing mandatory eyesight testing for older drivers. We welcome responses from optometrists and optometrist organisations to the consultations.

On 24 February, I chaired a roundtable meeting on eyesight and older drivers which involved representatives from the optical sector and optometrist organisations to discuss mandatory eyesight testing for older drivers.

Department officials have also 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.

We will continue to engage with optometrist organisations as our policies develop further.

The Department is not continuing construction on the cancelled Phase 2a or Phase 2b routes of HS2.

The Department is not considering lowering the driving age to 16.

Every life lost on our roads is a tragedy and that is especially the case for young people who are disproportionately involved in road collisions.

That is why the Road Safety Strategy focuses on improved education for learner drivers. This includes 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.

Airports and airlines must operate in full compliance with all UK laws and regulatory standards to ensure safety, security, and accountability.

If those laws are broken it is our expectation that any and all information useful to inquiries by the relevant authorities is swiftly obtained and passed on.

The Home Office is the lead department for these matters. It would not be appropriate to comment on any ongoing investigations.

Airports and airlines must operate in full compliance with all UK laws and regulatory standards to ensure safety, security, and accountability.

If those laws are broken it is our expectation that any and all information useful to inquiries by the relevant authorities is swiftly obtained and passed on.

The Home Office is the lead department for these matters. It would not be appropriate to comment on any ongoing investigations.

Airports and airlines must operate in full compliance with all UK laws and regulatory standards to ensure safety, security, and accountability.

If those laws are broken it is our expectation that any and all information useful to inquiries by the relevant authorities is swiftly obtained and passed on.

The Home Office is the lead department for these matters. It would not be appropriate to comment on any ongoing investigations.

Airports and airlines must operate in full compliance with all UK laws and regulatory standards to ensure safety, security, and accountability.

If those laws are broken it is our expectation that any and all information useful to inquiries by the relevant authorities is swiftly obtained and passed on.

The Home Office is the lead department for these matters. It would not be appropriate to comment on any ongoing investigations.

Airports and airlines must operate in full compliance with all UK laws and regulatory standards to ensure safety, security, and accountability.

If those laws are broken it is our expectation that any and all information useful to inquiries by the relevant authorities is swiftly obtained and passed on.

The Home Office is the lead department for these matters. It would not be appropriate to comment on any ongoing investigations.

The Department for Transport is not proposing to write-off any contracted lease costs following delays to testing of the route. Driver training, testing, and rolling stock modifications are continuing in preparation for entry into service.

The Department continues to meet and budget for the contracted rolling stock lease costs for East West Rail.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

The Department for Transport intends to publish the third Road Investment Strategy by the end of this month, with the third Road Period commencing in April 2026 and covering the period from 2026/27 to 2030/31.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

The HS2 programme reset is underway and we are committed to updating parliament on progress on the reset in due course.

The Resilience Action Plan sets out the Government’s strategic approach to how we will strengthen our domestic resilience and invest to protect the nation. Department for Transport officials regularly attend meetings to discuss the implementation of the Resilience Action Plan as well as matters of national security and defence.

Led by the Director of Resilience, Analysis, International and Sanctions the Department for Transport is actively contributing to this through the work of several different teams including those in the Resilience, Analysis, International and Sanctions Directorate and the Transport Security Directorate. DfT regularly meet with the transport sector and colleagues across government to discuss and improve transport resilience and security.

The work of the Civil Aviation Authority (CAA) is subject to the oversight of Parliamentary and Health Service Ombudsman.

The Government has ensured that the CAA have a robust set of internal and external remedies for those who are dissatisfied with the CAA’s customer service.

The remedies are, successively: internal review by the CAA; consideration by the Independent Complaints Assessor; and referral via their Member of Parliament to the Parliamentary and Health Service Ombudsman.

These remedies cannot address dissatisfaction with a regulatory decision which the CAA has taken (such as an aviation safety decision) but regulatory decisions are subject to bespoke internal review procedures and subsequently in most cases, challenge by way of judicial review. There are some exceptions such as economic regulation decisions may be appealed to the Competition and Markets Authority and airline operating licence decisions may be appealed to the Secretary of State. Additionally, some airspace design decisions can be called-in to be made by the Secretary of State rather than the CAA.

These pathways are prominently set out on the CAA’s website and we wish to see that they are used wherever appropriate.

The Department for Transport is working closely with the Mobility Centres network (England) and DVLA to provide accessible and timely access to driving and mobility assessments. The Department recently provided additional funding to Mobility Centres, including to Centres across the Midlands, to facilitate the provision of assessments. It also provides targeted funding to support the upgrading of vehicle fleets, and to enhance the range of vehicle adaptations available. Better equipped and funded Centres will continue to improve accessibility for disabled and older people who live in the Midlands.

Trade Union (TU) recognition is a matter for the employer to discuss with the TU.

Platform 4 is now the employer following a TUPE process. While TU recognition agreements were not transferred from Network Rail to Platform 4 under TUPE, Platform 4 has held discussions with the TUs about recognition, with further discussions intended shortly.

The Office of Rail and Road published its report on rail industry productivity in March 2025.

The report can be found at: https://www.orr.gov.uk/sites/default/files/2025-03/2025-rail-industry-productivity-report.pdf.

The Driver and Vehicle Standards Agency (DVSA) keeps its fees under continual review. Any changes to fee levels would be subject to public consultation and Parliamentary approval.

The provision of Merchant Acquirer Services and the provision of Payment Gateway Services contracts were tendered in 2017/18 and awarded in 2019. The procurement policy, introduced by the previous government, required suppliers on significant contracts to align with the UK’s 2050 Net Zero target. This applies even when the service is not carbon intensive, because the policy requires that the government’s supply chain must support climate commitments.

A Key Performance Indicator (KPI) linking the contract to Barclays’ Net Zero trajectory ensures the supplier’s strategic direction aligns with government environmental policy and consistency across all major suppliers, regardless of the nature of the service. Using KPIs like this demonstrates responsible sourcing; signals that the government expects sustainability leadership from major partners and helps standardise expectations across all major suppliers, making compliance measurable and reportable.

The Department has not made an assessment of the average cost of maintaining a mile of road in rural or urban local authorities. Every area faces its own unique challenges. That is why highways maintenance funding is based on established national datasets like road lengths, to help make the system as fair as possible across the country.

The government plans to review the funding formula that it uses to distribute capital funding to local highways authorities to see whether it can be adjusted to consider, for example, the conditions that affect the wear and tear of local roads. However, the government cannot commit to any changes to the allocation methodology until each option has been assessed for feasibility and deliverability, in line with the normal policy making process. The government would also expect to engage with local highway authorities about any methodology to understand how any changes might impact on their services.

The Department has not made an assessment of the average cost of maintaining a mile of road in rural or urban local authorities. Every area faces its own unique challenges. That is why highways maintenance funding is based on established national datasets like road lengths, to help make the system as fair as possible across the country.

The government plans to review the funding formula that it uses to distribute capital funding to local highways authorities to see whether it can be adjusted to consider, for example, the conditions that affect the wear and tear of local roads. However, the government cannot commit to any changes to the allocation methodology until each option has been assessed for feasibility and deliverability, in line with the normal policy making process. The government would also expect to engage with local highway authorities about any methodology to understand how any changes might impact on their services.

The United Kingdom is an active and influential member of the International Civil Aviation Organization (ICAO). The UK sits on the elected ICAO Council and participates in committees and working groups across the organisation, as we seek to maintain and improve the safety, security and sustainability of international aviation.

The UK, in our capacity as a Council member, has been actively involved in ICAO’s transformation programme which seeks to improve the accountability and transparency of the organisation.

With regard to the Committee on Aviation Environmental Protection (CAEP), this is an expert body which provides ICAO with technical analysis and advice on environmental measures. Representatives of a range of industry groups and other stakeholders participate as observers, in support of the Committee’s membership of States. CAEP has a long history of collaboration to deliver strong technical outcomes, including standards for aircraft CO2, noise and pollutant emissions. In February 2025, CAEP recommended an updated CO2 standard requiring new aeroplane designs to reduce emissions by 10% after 2031, following an analysis that relied on industry data and expertise.

CAEP operates with enhanced safeguards due to the handling of commercially sensitive technical data, however the UK fully supports improving CAEP’s transparency where possible and further strengthening of governance arrangements.

The UK appreciates the collaborative working relationship between States and industry at ICAO, as we collectively seek to decarbonise the aviation sector.

The Department for Transport does not hold data on the number of pothole reports made to local authorities. Under section 41 of the Highways Act 1980, local highway authorities are responsible for the condition of their local road networks, including responding to reports of defects such as potholes.

Data on the number of potholes repaired by each local highway authority during the last five years is published in authorities’ highways maintenance transparency reports, which set out how they are maintaining their network. The Department does not use this data to produce an assessment of pothole repairs per capita, or per mile of road split by rural and urban authorities.

The Department for Transport does not hold data on the number of pothole reports made to local authorities. Under section 41 of the Highways Act 1980, local highway authorities are responsible for the condition of their local road networks, including responding to reports of defects such as potholes.

Data on the number of potholes repaired by each local highway authority during the last five years is published in authorities’ highways maintenance transparency reports, which set out how they are maintaining their network. The Department does not use this data to produce an assessment of pothole repairs per capita, or per mile of road split by rural and urban authorities.

My Department and I have worked in tandem with the Foreign, Commonwealth and Development Office and airlines, to ensure that any British National who wishes to leave the region can do so, whether via commercial routes or through Government-supported repatriation flights.

Throughout this situation my Department has continued to engage with the aviation sector to understand the impacts on their operations, the measures they are taking to minimise disruption, and the support they are providing to their customers.

This collaboration has included direct engagement by the Secretary of State and Ministers with the Foreign, Commonwealth and Development Office and major UK airlines and airports.

A response was sent on 12th March.

There is no place for abuse or assault of any worker; everyone should feel safe and be safe whilst working. The Government values the commitment of everyone who works in the public transport sector ensuring the continued running of all the vital services which many people rely on daily.

The Government is not looking to introduce a specific criminal offence of assaulting a public transport worker as we do not believe it would result in the intended objective of reducing the number of assaults. Public transport workers do of course already have extensive protection in existing legislation such as the Offences Against the Person Act 1861 which also covers more serious violence such as actual bodily harm (ABH) and grievous bodily harm (GBH), and courts must already consider offences against public facing workers as an aggravating factor under the Police Crime and Sentencing Act 2022.

We are working with the transport industry to ensure that practical interventions are being taken to make workers to feel safe. This includes encouraging greater use of Body Worn Video (BWV) by rail staff and through the Bus Services Act 2025, we are mandating training for staff on how to recognise and respond to incidents of crime and anti-social behaviour on public transport where it is safe to do so.

Through the HGV Parking and Driver Welfare Grant Scheme, the Government and industry are delivering up to £35.7 million of joint investment to upgrade truck stops in 30 counties across England, improving both safety and working conditions for drivers.

This funding is helping operators to deliver security improvements, including:

Enhanced CCTV coverage

Perimeter fencing and improved lighting

Automatic Number Plate Recognition (ANPR) systems

New and upgraded security barriers

The scheme is also supporting better welfare and rest facilities, such as improved showers, rest areas, and increased HGV parking capacity.

In addition, National Highways and industry are investing up to £30 million to enhance facilities on the Strategic Roads Network, including investment in security measures.

The Department has also developed the Road Transport Security Standards (RTSS) to support the commercial freight sector in improving the security of vehicles, drivers and operations. The RTSS is a voluntary, industry‑led framework that promotes good practice to reduce risks such as vehicle theft, hijack and misuse, including risks that can arise when drivers are operating or resting away from base locations.

The Department’s statutory guidance sets out a robust set of measures that taxi and private hire vehicle licensing authorities should act on to safeguard the most vulnerable in society. This recommends that licensing authorities should require taxi and private hire vehicle (PHV) drivers to undertake an enhanced DBS and barred lists check as part of its licensing processes. The City of Wolverhampton Council has advised that it requires this important safeguard and carries out automated criminality checks on a daily basis.

We undertake regular surveys of all licensing authorities to better understand how all licensing authorities ensure the safety of their passengers. Data from the Department’s 2026 survey of licensing authorities in England, which includes details on safeguarding polices, will be published in summer.

The Government is legislating to tackle inconsistencies in taxi and PHV licensing. As a first step, the English Devolution and Community Empowerment Bill seeks a power for the Secretary of State to set national minimum standards. The power was approved by the House of Commons, and the Bill is now being considered by the House of Lords. If passed, this would enable government to set robust standards for licensing right across England, to keep vulnerable children and, indeed, all members of the public safe, wherever they live or travel.

As set out in my answer of 17 February 2026 to Question 110887, the Government expects to consult on any proposed amendments to the Airports National Policy Statement by the summer.

The UK Airspace Design Service (UKADS) provided by NATS En Route PLC (NERL) has now begun work to enable it to deliver its functions and design airspace for the complex London region. A number of processes to complete the establishment of the UKADS will be completed over the coming weeks including the publication of updated guidance documents and decision on changes to the conditions of the NERL Licence by the CAA.

The Government and the Civil Aviation Authority (CAA) jointly consulted on proposals to establish a UK Airspace Design Service (UKADS) in 2024, and responses to that consultation, including from overflown communities, has helped to inform our plans. Between 17 November 2025 and 12 January 2026 the CAA consulted on guidance for the UKADS, including governance and stakeholder engagement. The outcome of this consultation will be published by the CAA.

In addition, the CAA’s Airspace Change Process (CAP1616) sets out how airspace change proposals must be developed and delivered. A fundamental part of this process is the requirement for the airspace change sponsor, which would include the UKADS, to consult those who may be affected by airspace change and to consider their views before any final proposals are submitted.