Department for Transport

The Department has not made an assessment on the compatibility of collecting anonymised data on the manufacturing origin of its rental fleet.

Our rental fleet data does include vehicle make and model but not where these were manufactured.

The Great British Railways (GBR) design process is underway. We expect to stand up GBR within 12 months of the Railways Bill receiving Royal Assent.

The tables below show the proportion of East Midlands Railway’s (EMR) trains from:

a) Sheffield to London trains that were i) on time, ii) less than fifteen minutes late, iii) 15-30 minutes late, iv) 30-59 minutes late, v) over 59 minutes late and vi) cancelled in each year between 2022 and 2026; and

b) London to Sheffield have been i) on time, ii) less than fifteen minutes late, iii) 15-30 minutes late, iv) 30-59 minutes late, v) over 59 minutes late and vi) cancelled in each year between 2022 and 2026.

(2026 has not been included as we do not have the comparable full year data)

From Sheffield

From London

The Driver and Vehicle Licensing Agency (DVLA)’s online services are the quickest and easiest way to apply for and renew a driving licence. There are no delays in successful online applications and customers should receive their driving licence within a few days. There are also no delays in straightforward paper driving licence applications which are being processed within normal turnaround times.

The DVLA has seen sustained growth in the volume and complexity of driving licence applications where a medical condition must be investigated before a licence can be issued and these applications can take longer. The length of time taken often depends on the condition(s) involved and whether further information is required from third parties, for example doctors or other healthcare professionals, before a licence can be issued.

To improve its services to customers, the DVLA has introduced a new casework system and launched a new medical services portal, so the majority of customers can now apply online through the DVLA’s driver and vehicles account. This was launched on 31 March 2026.

These enhancements, alongside the recruitment of additional staff to deal with these applications and answer telephone calls, are delivering real improvements in services and turnaround times for customers.

The table below shows the core transport funding allocated to Local Transport Authorities in 2025-26.

The funding has been allocated on a range of factors beyond population, including deprivation and road mileage.

*This figure includes only incentive elements of Highways Maintenance funding. CRSTS consolidates the baseline allocation of highways maintenance funding for eligible authorities.

Note 1 - EMCCA was allocated £11million in resource funding for 2025-26 for capacity and capability building, and to support planning and delivery as EMCCA prepared to move into the CRSTS programme. EMCCA was also allocated £55 million in capital funding for 2025-26, as early CRSTS2 funding. This was in addition to existing capital funding allocated to the area for 2025-26, as shown in the table.

Sir Steven Lovegrove did not identify specific individuals in his review.

The Northern Growth Strategy set out the Government’s intention to ultimately deliver a full North-South new line between Birmingham and Manchester. We will conduct feasibility work, working with local partners on what will be delivered, when, and to what specifications.

The Government is committed to supporting local leaders across the country to deliver transport that works for their communities, regardless of governance arrangements.

We are providing local leaders in England with £21bn of local transport funding until 2029/30, through consolidated, multi-year settlements, including £9.6bn in non-mayoral areas, which they can use to deliver their local transport priorities. The majority of local transport funding is allocated by formula to give a fair share of funding for all areas.

This approach ends the previous short-term funding model and ensures that areas without a strategic transport authority benefit from stable, multi-year settlements, enabling them to take a longer-term view of transport planning alongside mayoral areas.

The Department for Transport has given local transport authorities in England over £21bn in multi-year funding settlements to spend on local transport outcomes. This gives local transport authorities more flexibility to spend money according to their local priorities, including low-emission public transport. The Department has supported the bus sector with almost £500m in direct funding for zero-emission buses (ZEBs), including up to £73.2m additional funding announced in March to support the delivery of 484 ZEBs in England, on top of £38 million announced last April.

We are committed to evaluating the range of funding programmes and policies across local transport, and we are engaging with MHCLG on the approach to evaluation for places with integrated settlements. Additionally, we are using the Department's Connectivity Tool, which measures an area’s connectivity to support the analysis. More details on the Connectivity Tool can be found at https://www.gov.uk/guidance/connectivity-tool.

This government remains committed to the existing settlement for the day-to-day running of the railway during the current funding period (2024 to 2029), including capital spend, and including through the transition from Network Rail to Great British Railways. There is also an average of £2 billion capital spend per year committed through the Rail Network Enhancement Pipeline during the current settlement period.

The integration of track and train is expected to bring significant benefit to passengers and taxpayers. Work to identify and leverage integration benefits, as well as to mitigate any potential risks associated with creating the new organisation and transferring responsibilities from other rail bodies, is already underway. The Railways Bill (2025) contains the appropriate provisions to facilitate a smooth transfer of responsibility from Network Rail.

National Highways spent approximately £1.9 million on its in-house external affairs function between 4 July 2024 and 31 May 2026. This reflects staff costs and associated contracts for the External Affairs team over that period.

On May 22 of this year, the Automated Passenger Services permitting scheme for small-scale pilot deployments opened to applications. This can help operators to assess the viability of commercial self-driving services in Great Britain.

The piloting scheme has enhanced the UK’s reputation as a leader in automated vehicle (AV) technology and regulation, supporting the sector to raise capital and attract inward investment.

The Department for Transport will closely monitor how these developments enable the creation of new high-skilled jobs throughout the piloting period.

The table below shows the number of licences that were revoked on medical grounds for people aged 70 and over in each of the last five years:

Please note that these figures may include more than one revocation for the same driver within the period.

The STATS19 collection is overseen by the Standing Committee on Road Injury Collision Statistics (SCRICS) and changes are made via periodic reviews, the last of which was in 2018.

There are currently no plans to introduce a specific category for non-EAPC electric bikes; this will be considered as part of the next review of STATS19.

This Government strongly supports the aims of PSVAR and breaking down the barriers to opportunity. We believe that children and young people should be able to choose to travel to and from school with their classmates if they wish to. However, progress with PSVAR compliance has been slower than hoped in respect of home-to-school services.

Closed door home-to-school services serve pupils whose needs are known in advance. Many disabled pupils also either attend specialist education settings or are provided with door-to-door transport and would struggle to access mainstream services even if they were PSVAR compliant.

As current exemptions were due to cease in July 2026, and following careful consideration, I decided to introduce new four-year special authorisations for paid for, closed door home-to-school services.

On 5 June I wrote to the coach sector informing them of this decision noting that as with the current Medium-Term-Exemptions (MTE’s), exemptions will be offered subject to operators meeting specific conditions which will be laid out in full when eligible operators are invited to apply. The conditions, which place the needs of disabled children and young people at the core, include maintaining a minimum number of PSVAR compliant coaches and providing a compliant coach on request at no extra cost.

The Road Safety Strategy sets out the Government’s intention to explore whether the proposed rural road categories are appropriate at a local level and to assess their potential for wider national application. The Department’s forthcoming work on rural road categorisation is intended to better reflect the significant variation in road types currently captured by the broad definition of “rural”. Developing a clearer and more consistent understanding of what constitutes a rural road would support more effective targeting of safety interventions, helping to ensure that resources are focused where they can deliver the greatest impact.

The Department for Transport has supported all local authorities that have asked for help with Perceptual Rider Information for Maximising Expertise and Enjoyment (PRIME) trials. The Department remains open to further involvement and will continue to consider applications on a rolling basis, assessing each request as it is received and working with Local Authorities to determine how best to provide appropriate support.

My Department is planning to hold an initial workshop later this month, which will serve as an opportunity to begin shaping the direction of the programme. During this session, DfT officials will engage with a range of stakeholders and representatives from local authorities, providing a platform for participants to share their perspectives, highlight key concerns, and contribute local knowledge and experience.

Active travel funding is provided as part of long-term consolidated transport settlements over the period 2026/27 to 2029/30. This flexible funding allows authorities to invest in line with local priorities, including to increase connectivity and reduce deprivation and transport poverty.

National Highways is responsible for the routine maintenance and renewal of the Strategic Road Network (SRN), and funding for this is provided through the third Road Investment Strategy, published in March 2026. The Department expects National Highways to work with local authorities on the upkeep of the network, including maintaining a safe and smooth interface for road users between local roads and the SRN.

On litter, responsibilities are split between National Highways and local authorities. National Highways is responsible for clearing litter on motorways and some trunk roads, and local authorities are responsible for litter collection on other trunk roads and their associated lay-bys in England. Where local authorities are responsible for litter collection, National Highways works in partnership with them to ensure that activities are coordinated where possible, including, for example, allowing authorities to collect litter when roads are closed for other planned maintenance work. The Government is also exploring options to give National Highways new powers as a litter enforcement authority when Parliamentary time permits.

In June 2025, the Driver and Vehicle Standards Agency (DVSA) reintroduced overtime incentives via the Additional Test Allowance (ATA) scheme. Since then, the agency has conducted around 9,000 to 13,000 extra tests each month through overtime, and between June 2025 and April 2026 DVSA delivered 217,294 more tests than in the same period the year before.

In April 2026, 5,985 car practical driving tests were conducted by staff qualified to conduct tests but working in non-driving examiner (DE) roles as part of their normal day job. This equates to ~3% of the total 176,690 car practical driving tests, conducted in April 2026. DVSA is still finalising the car practical driving tests conducted data for May 2026, and this will be available later in June.

As well as overtime incentives, DVSA is making an exceptional payment of £5,000 to DEs and eligible roles (divided into two payments) over 12 months to encourage existing DEs to stay. As of April 2026, there were 1,604 full-time equivalent (FTE) DE available to deliver car practical driving tests. The number of tests an individual DE can conduct in a year can differ for various reasons, however, a full-time DE can be expected to add approximately 1,200 tests per year to the booking system.

DVSA has reviewed its DE recruitment and training system to increase capacity. A six-week accelerated DE training pilot is enabling faster qualification without compromising standards. DVSA is also reviewing the trainee‑to‑trainer ratio and increasing the number of permanent trainers to boost test delivery capacity, underpinned by improved end‑to‑end workforce planning.

Between 1 January and 31 May 2026, Ministry of Defence support has delivered 2,686 additional tests in parts of England, including the north east, south west of London, and the south west.

In June 2025, the Driver and Vehicle Standards Agency (DVSA) reintroduced overtime incentives via the Additional Test Allowance (ATA) scheme. Since then, the agency has conducted around 9,000 to 13,000 extra tests each month through overtime, and between June 2025 and April 2026 DVSA delivered 217,294 more tests than in the same period the year before.

In April 2026, 5,985 car practical driving tests were conducted by staff qualified to conduct tests but working in non-driving examiner (DE) roles as part of their normal day job. This equates to ~3% of the total 176,690 car practical driving tests, conducted in April 2026. DVSA is still finalising the car practical driving tests conducted data for May 2026, and this will be available later in June.

As well as overtime incentives, DVSA is making an exceptional payment of £5,000 to DEs and eligible roles (divided into two payments) over 12 months to encourage existing DEs to stay. As of April 2026, there were 1,604 full-time equivalent (FTE) DE available to deliver car practical driving tests. The number of tests an individual DE can conduct in a year can differ for various reasons, however, a full-time DE can be expected to add approximately 1,200 tests per year to the booking system.

DVSA has reviewed its DE recruitment and training system to increase capacity. A six-week accelerated DE training pilot is enabling faster qualification without compromising standards. DVSA is also reviewing the trainee‑to‑trainer ratio and increasing the number of permanent trainers to boost test delivery capacity, underpinned by improved end‑to‑end workforce planning.

Between 1 January and 31 May 2026, Ministry of Defence support has delivered 2,686 additional tests in parts of England, including the north east, south west of London, and the south west.

In June 2025, the Driver and Vehicle Standards Agency (DVSA) reintroduced overtime incentives via the Additional Test Allowance (ATA) scheme. Since then, the agency has conducted around 9,000 to 13,000 extra tests each month through overtime, and between June 2025 and April 2026 DVSA delivered 217,294 more tests than in the same period the year before.

In April 2026, 5,985 car practical driving tests were conducted by staff qualified to conduct tests but working in non-driving examiner (DE) roles as part of their normal day job. This equates to ~3% of the total 176,690 car practical driving tests, conducted in April 2026. DVSA is still finalising the car practical driving tests conducted data for May 2026, and this will be available later in June.

As well as overtime incentives, DVSA is making an exceptional payment of £5,000 to DEs and eligible roles (divided into two payments) over 12 months to encourage existing DEs to stay. As of April 2026, there were 1,604 full-time equivalent (FTE) DE available to deliver car practical driving tests. The number of tests an individual DE can conduct in a year can differ for various reasons, however, a full-time DE can be expected to add approximately 1,200 tests per year to the booking system.

DVSA has reviewed its DE recruitment and training system to increase capacity. A six-week accelerated DE training pilot is enabling faster qualification without compromising standards. DVSA is also reviewing the trainee‑to‑trainer ratio and increasing the number of permanent trainers to boost test delivery capacity, underpinned by improved end‑to‑end workforce planning.

Between 1 January and 31 May 2026, Ministry of Defence support has delivered 2,686 additional tests in parts of England, including the north east, south west of London, and the south west.

In June 2025, the Driver and Vehicle Standards Agency (DVSA) reintroduced overtime incentives via the Additional Test Allowance (ATA) scheme. Since then, the agency has conducted around 9,000 to 13,000 extra tests each month through overtime, and between June 2025 and April 2026 DVSA delivered 217,294 more tests than in the same period the year before.

In April 2026, 5,985 car practical driving tests were conducted by staff qualified to conduct tests but working in non-driving examiner (DE) roles as part of their normal day job. This equates to ~3% of the total 176,690 car practical driving tests, conducted in April 2026. DVSA is still finalising the car practical driving tests conducted data for May 2026, and this will be available later in June.

As well as overtime incentives, DVSA is making an exceptional payment of £5,000 to DEs and eligible roles (divided into two payments) over 12 months to encourage existing DEs to stay. As of April 2026, there were 1,604 full-time equivalent (FTE) DE available to deliver car practical driving tests. The number of tests an individual DE can conduct in a year can differ for various reasons, however, a full-time DE can be expected to add approximately 1,200 tests per year to the booking system.

DVSA has reviewed its DE recruitment and training system to increase capacity. A six-week accelerated DE training pilot is enabling faster qualification without compromising standards. DVSA is also reviewing the trainee‑to‑trainer ratio and increasing the number of permanent trainers to boost test delivery capacity, underpinned by improved end‑to‑end workforce planning.

Between 1 January and 31 May 2026, Ministry of Defence support has delivered 2,686 additional tests in parts of England, including the north east, south west of London, and the south west.

The Department engages regularly with local highway authorities and sector bodies to support the maintenance and renewal of the local road network.

The review of the funding formula will be conducted to align with the end of the period for which highways maintenance block allocations have already been made; formal engagement with local highway authorities will commence ahead of this.

The Department has not entered a specific agreement with Universal Destinations and Experiences (UDX) regarding transport links for construction workers. The Department is, however, working closely with UDX, Bedford Borough Council and other local partners to support the transport arrangements associated with the development. This includes ongoing consideration of how construction workers can access the site safely and efficiently through the construction phase, including by public transport and other sustainable travel options where appropriate.

The Department for Transport keeps speed limit policy under review as part of its wider road safety work. As set out in the Road Safety Strategy published on 7 January 2026, the Department is updating the Setting Local Speed Limits guidance, to support authorities to make the best decisions about managing speed on the roads they are responsible for.

In addition, the Department is undertaking work on rural road categorisation to better reflect the range of road types currently covered by the definition of rural.

A proportionate and flexible approach enables the department to use the most appropriate methodology to assess the value for money, including for an innovative activity, considering risk versus reward. Projects cannot meaningfully be defined as only innovative or not innovative, there is a spectrum that is considered in a proportionate and flexible way.

A robust assessment of private investment options has been undertaken for Lower Thames Crossing (LTC). This has included on the distribution of costs and risks between the different parties, as well as on longer term system risks and economic/ social benefits. The Regulated Asset Base (RAB) model has been chosen as it enables the private sector to deliver the scheme efficiently, reduces financial burden on taxpayers through enabling users to contribute to the costs, harnesses the benefits of private investment, and promotes the interests of users.

The potential impact of changes to level crossing down times will be a factor in the upcoming South Western Railway timetable review. This is an issue that is carefully considered as part of wider timetable development. The Department and the operator welcome engagement from interested parties on this and other impacts, including through pre-consultation events and a planned public consultation in the autumn.

The Department has not issued any Notices to Improve on any of the DfT Operator train operating companies in January 2026 and in each subsequent month because none have been in breach of their formal contractual terms.

The DfT regularly engages with all operators on service performance and financial management, aligned with this Government's priorities on improving performance and reducing subsidy.

The Department for Transport published its ‘Rail rolling stock procurement: cyber-security’ guidance to help industry consider and mitigate cyber risks when procuring rolling stock. This guidance is intended to support those responsible for procurement in ensuring that train technology, including the physical security of operational technology systems, is appropriately secure. Responsibility for securing existing rolling stock sits with operators and asset owners, who are expected to implement proportionate, risk-based measures to prevent unauthorised access, including to cabinets, data ports and other equipment on passenger rolling stock. The Department will continue to review its approach with partners and update guidance where appropriate.

A Court of Appeal ruling found that the current remuneration model could not legally continue.

Public safety remains our priority, and careful consideration was given to the options for a revised operating model. The legal position, the operational implications, and the wider organisational impact have all been looked at in detail, as well as the views of current Coastguard Rescue Officers (CRO). They were clear that serving their community was a major reason why they volunteer. Protecting volunteering preserves a valuable form of public service. The revised model protects choice, flexibility and the ability for people to serve alongside their primary employment.

As a result, the decision was made to move to a new model with expenses but no hourly remuneration. This will be implemented in September 2026.

Recruitment into membership of the CRS continues as it has previously. Alongside the Coastguard Rescue Service, HM Coastguard will continue to draw upon the full UK Search and Rescue system, including HM Coastguard aviation assets, RNLI and independent lifeboats, independent rescue teams, lifeguards and other emergency services as they do today.

A Court of Appeal ruling found that the current remuneration model could not legally continue.

Public safety remains our priority, and careful consideration was given to the options for a revised operating model. The legal position, the operational implications, and the wider organisational impact have all been looked at in detail, as well as the views of current Coastguard Rescue Officers (CRO). They were clear that serving their community was a major reason why they volunteer. Protecting volunteering preserves a valuable form of public service. The revised model protects choice, flexibility and the ability for people to serve alongside their primary employment.

As a result, the decision was made to move to a new model with expenses but no hourly remuneration. This will be implemented in September 2026.

Recruitment into membership of the CRS continues as it has previously. Alongside the Coastguard Rescue Service, HM Coastguard will continue to draw upon the full UK Search and Rescue system, including HM Coastguard aviation assets, RNLI and independent lifeboats, independent rescue teams, lifeguards and other emergency services as they do today.

A Court of Appeal ruling found that the current remuneration model could not legally continue.

Public safety remains our priority, and careful consideration was given to the options for a revised operating model. The legal position, the operational implications, and the wider organisational impact have all been looked at in detail, as well as the views of current Coastguard Rescue Officers (CRO). They were clear that serving their community was a major reason why they volunteer. Protecting volunteering preserves a valuable form of public service. The revised model protects choice, flexibility and the ability for people to serve alongside their primary employment.

As a result, the decision was made to move to a new model with expenses but no hourly remuneration. This will be implemented in September 2026.

Recruitment into membership of the CRS continues as it has previously. Alongside the Coastguard Rescue Service, HM Coastguard will continue to draw upon the full UK Search and Rescue system, including HM Coastguard aviation assets, RNLI and independent lifeboats, independent rescue teams, lifeguards and other emergency services as they do today.

A Court of Appeal ruling found that the current remuneration model could not legally continue.

Public safety remains our priority, and careful consideration was given to the options for a revised operating model. The legal position, the operational implications, and the wider organisational impact have all been looked at in detail, as well as the views of current Coastguard Rescue Officers (CRO). They were clear that serving their community was a major reason why they volunteer. Protecting volunteering preserves a valuable form of public service. The revised model protects choice, flexibility and the ability for people to serve alongside their primary employment.

As a result, the decision was made to move to a new model with expenses but no hourly remuneration. This will be implemented in September 2026.

Recruitment into membership of the CRS continues as it has previously. Alongside the Coastguard Rescue Service, HM Coastguard will continue to draw upon the full UK Search and Rescue system, including HM Coastguard aviation assets, RNLI and independent lifeboats, independent rescue teams, lifeguards and other emergency services as they do today.

The British Transport Police made 9,986 requests to rail operators for CCTV in 2025/26 but they are unable to provide a breakdown of whether the footage was usable or not as it would require extensive manual searching of data records and could only be provided at disproportionate cost.

The Department has provided Network Rail with £17 million to connect station CCTV to BTP systems, enabling greater real-time access to footage across the network and reducing the need for requests made direct to rail operators.

The British Transport Police (BTP) will be expected to deliver any programmes within their funding envelope. More detail on the specifics of the programmes can be provided by the BTP, who the Hon Member can contact directly.

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 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.