Department for Transport

Since July 2024, the Department has continued to press Govia Thameslink Railway to deliver its on-going train driver recruitment programme which will increase Thameslink drivers by nearly 100 (circa 8 per cent). Training new drivers typically takes around 18 months. There are over 30 new drivers set to qualify this year.

The best practice guidance issued by the Department to taxi and private hire vehicle licensing authorities in England advises that private hire vehicles should only exempt the display of a licence plate by a private hire vehicle in exceptional circumstances. This might include vehicles used for ‘executive hire’ services which are services licensed as private hire vehicles and licensing authorities should assure themselves that there is sufficient justification to exempt these vehicles from a requirement to display a plate or disc and that there is an effective means to prevent the vehicle being used for ‘normal’ private hire work.

In relation to the requirement to consult, the guidance sets out that licensing authorities should consult on proposed changes in licensing rules that may have significant impacts on passengers and/or the trade. Such consultation should include not only all taxi and private hire vehicle licensees but also groups likely to be the trades’ customers.

The Department ran a call for evidence from October to December 2023 seeking views on three potential options on weight limits for Volumetric Concrete Mixers (VCMs). The outcome of this review was published on 18 March 2025.

VCMs will continue to be permitted on our roads, but as planned, a temporary weight limit exemption for this type of vehicle (via vehicle special orders) will end on 31 March 2028, after which VCMs must operate at the legal weight limits applicable to other heavy good vehicles. This is not a ban or change in policy.

There are no plans to extend the 38.4 or 44 tonne weight limits for Volumetric Concrete Mixers beyond 2028.

The Department is in regular discussion with South Western Railway and Network Rail on the monitoring of conditions on the West of England Line to ensure services are restored as soon as it is safe to do so. Once soil moisture levels improve and the ground begins to rehydrate and settle, engineers will carry out lasting repairs to stabilise the embankments and restore track levels, allowing the normal timetable to return.

Network Rail have plans for regional weather resilience and climate change adaptation, with £2.8 billion set aside at a national level in Control Period 7. We will work closely with Network Rail Wessex to ensure appropriate action is taken on the West of England line to minimise the risk of soil moisture deficit in future.

At the Spending Review, the Government announced £24 billion of capital funding between 2026-27 and 2029-30 to maintain and improve our motorways and local roads across the country. This funding increase will allow National Highways and local authorities to invest in significantly improving the long-term condition of England’s road network, delivering faster, safer and more reliable journeys.

This includes £1 billion for key local highway enhancement projects and a new Structures Fund for repairing run-down bridges, decaying flyovers and worn-out tunnels.

The Government will confirm highways maintenance funding allocations for local highway authorities in due course.

As per the GBR consultation document, government funding for rail service provision will continue to be determined via Spending Reviews.

The process to close National Rail Contracts is set out in the contract themselves which are published on the gov.uk website. The process ensures value for money for the taxpayer is protected from the outgoing operator as the balance sheets are unwound and revenues collected on the Department’s behalf in accordance with the contract.

The Department engages with the road haulage industry regularly about issues faced by the sector, including cost pressures.

The Department is unable to confirm the proportion of vehicles supported by Electric Car Grant that were manufactured outside the United Kingdom as the 2025/26 sales year is ongoing and grants are only paid following the vehicle’s delivery to the customer, which can extend up to nine months from the point an order is made.

All new vehicles are subject to type approval. Vehicle approval requirements were introduced on 1 July 2021 mandating Acoustic Vehicle Alerting System (AVAS) on new types of quiet electric and hybrid vehicles. The use of pause switched to temporarily disable the AVAS have been prohibited for new vehicles being placed on the market from September 2023. Vehicles sold prior to these dates are only required to meet the approval requirements mandated at the time they were placed on the market.

The department does not have any figures for the number of vehicles with AVAS, or that have a pause switch.

As part of compliance and enforcement, the Driver and Vehicle Standards Agency’s Market Surveillance Unit (MSU) inspects and tests vehicles and components on the market to ensure they comply with environmental and safety standards. The MSU conducts an annual programme of surveillance, including physical tests and inspections, as well as responding to intelligence provided by industry or the general public.

All new vehicles are subject to type approval. Vehicle approval requirements were introduced on 1 July 2021 mandating Acoustic Vehicle Alerting System (AVAS) on new types of quiet electric and hybrid vehicles. The use of pause switched to temporarily disable the AVAS have been prohibited for new vehicles being placed on the market from September 2023. Vehicles sold prior to these dates are only required to meet the approval requirements mandated at the time they were placed on the market.

The department does not have any figures for the number of vehicles with AVAS, or that have a pause switch.

As part of compliance and enforcement, the Driver and Vehicle Standards Agency’s Market Surveillance Unit (MSU) inspects and tests vehicles and components on the market to ensure they comply with environmental and safety standards. The MSU conducts an annual programme of surveillance, including physical tests and inspections, as well as responding to intelligence provided by industry or the general public.

No decisions have been made on next year’s rail fares, but our aim is that prices balance affordability for both passengers and taxpayers.

There will be an update on changes to regulated rail fares in due course.

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.

As of 6 October in Scotland, there were 7,565 car practical driving tests booked and 26 available in October 25, 9,139 booked and 87 available in November 25,and 7,703 booked and 103 available in December 25.

As of 6 October in Glasgow, there were 1,440 car practical driving tests booked and 1 available in October 25, 1,567 booked and 7 available in November 25, and 1,401 booked and 1 available in December 25.

The average waiting time for Scotland in September 25 was 21 weeks.

DVSA encourages learner drivers to only use the official GOV.UK website to book and manage their driving test. The DVSA has published advice aimed at learner drivers warning them of the risks of using third party services/apps to book a practical driving test. Further information can be found on GOV.UK at: www.gov.uk/government/news/learner-drivers-warned-about-the-risks-of-driving-test-cancellation-finders.

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.

As of 6 October in Scotland, there were 7,565 car practical driving tests booked and 26 available in October 25, 9,139 booked and 87 available in November 25,and 7,703 booked and 103 available in December 25.

As of 6 October in Glasgow, there were 1,440 car practical driving tests booked and 1 available in October 25, 1,567 booked and 7 available in November 25, and 1,401 booked and 1 available in December 25.

The average waiting time for Scotland in September 25 was 21 weeks.

DVSA encourages learner drivers to only use the official GOV.UK website to book and manage their driving test. The DVSA has published advice aimed at learner drivers warning them of the risks of using third party services/apps to book a practical driving test. Further information can be found on GOV.UK at: www.gov.uk/government/news/learner-drivers-warned-about-the-risks-of-driving-test-cancellation-finders.

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.

As of 6 October in Scotland, there were 7,565 car practical driving tests booked and 26 available in October 25, 9,139 booked and 87 available in November 25,and 7,703 booked and 103 available in December 25.

As of 6 October in Glasgow, there were 1,440 car practical driving tests booked and 1 available in October 25, 1,567 booked and 7 available in November 25, and 1,401 booked and 1 available in December 25.

The average waiting time for Scotland in September 25 was 21 weeks.

DVSA encourages learner drivers to only use the official GOV.UK website to book and manage their driving test. The DVSA has published advice aimed at learner drivers warning them of the risks of using third party services/apps to book a practical driving test. Further information can be found on GOV.UK at: www.gov.uk/government/news/learner-drivers-warned-about-the-risks-of-driving-test-cancellation-finders.

Ministers and officials have regular conversations with Transport for London (TfL) on a variety of issues. However transport in London is devolved to the Mayor, and TfL is responsible for safety on the London Underground.

The English National Concessionary Travel Scheme (ENCTS) provides free off-peak bus travel to those with eligible disabilities and those of state pension age. The ENCTS costs around £700 million annually and any changes to the statutory obligations, such as extending the travel time criteria, would therefore need to be carefully considered for its impact on the scheme’s financial sustainability.

However, local authorities in England do have the power to offer concessions in addition to their statutory obligations, for example, by extending the times travel passes can be used. These are additional local concessions provided and funded by local authorities from local resources. The government has also conducted a review of the ENCTS, which included considering travel times for disabled passholders, and is currently considering next steps.

The government has confirmed over £1 billion for the 2025 to 2026 financial year to support and improve bus services in England outside London and keep fares affordable. This includes £243 million for bus operators and £712 million allocated to local authorities across the country. Gloucestershire County Council has been allocated £8 million of this funding. Funding allocated to local authorities to improve services for passengers can be used in whichever way they wish.

Rail services between North East Hampshire and Gatwick Airport are provided by Great Western Railway (GWR) via the North Downs Line between Reading and Gatwick Airport via Guildford and Redhill. There are no direct services from North East Hampshire to East Croydon.

Passengers for East Croydon on this route or from North East Hampshire would need to change trains at Redhill or Gatwick Airport for services to East Croydon via the Brighton Main Line. The Department for Transport is open to proposals for service enhancements that provide improvements for passengers, improve performance, and reduce net subsidy.

There are many local concessionary passes that are valid on National Rail, such as the Cornwall and Devon Railcard, which have been introduced by local authorities and train operators. Any discussions for a Dorset based railcard would be subject to engagement between the local area and South Western Railway as the relevant train operator.

The Government intends to convene a further meeting of the Hammersmith Bridge Taskforce in the near future. Officials will be in touch to arrange the specifics of this in due course.

No such discussions have taken place. Responsibility for the policy and legislation governing car parking at off-street locations rests with the Secretary of State for Housing, Communities and Local Government. This includes any issues relating to enforcement of off-street parking restrictions and associated representations and appeals procedures.

The Department for Transport (DfT) has not run recruitment or internship schemes with the sole focus of increasing the number of people from underrepresented groups in the workforce in the last year. However, we have offered a range of recruitment and internship schemes designed to attract and develop talent.

The Department provides a range of funding streams to local authorities that can be used to improve the quality and accessibility of pavements for wheelchair users, people with mobility impairments, and other pedestrians.

In 2025/26, local authorities will receive a share of £1.6 billion highways maintenance capital funding, which includes a £500 million uplift from 2024/25. Authorities are encouraged to adopt a whole-life asset management approach, which includes maintaining footways and ensuring accessibility for all users.

In addition, the Integrated Transport Block and Local Transport Grant provide a combined total of £396 million in 2025/26 to support local transport enhancements, including improvements to pedestrian infrastructure. Eight eligible Mayoral Combined Authorities will also receive £5.7bn in funding between 2022 and 2027, to invest in local transport improvements, including enhancements to accessibility.

Beyond these funding pots, the Department has also announced dedicated funding for walking, wheeling and cycling. In the Spending Review, the Government announced £616 million for Active Travel England from 2026/27 to 2029/30 to support local authorities to build and maintain walking and cycling infrastructure. This is in addition to the almost £300 million funding for active travel in 2024/25 and 2025/26 which was announced in February 2025. This will help local authorities to provide high-quality and easily accessible active travel schemes across England and will enable more children to walk and cycle to school.

Concessionary travel is a devolved policy area so the administrative arrangements in Wales, Scotland and Northern Ireland differ from those in England.

The English National Concessionary Travel Scheme provides free off-peak bus travel to those with eligible disabilities and those of state pension age. Local authorities in England have the power to use local resources to fund further concessions in addition to their statutory obligations, for example, extending the times travel passes can be used.

The government has confirmed over £1 billion for the 2025 to 2026 financial year to support and improve bus services in England outside London. This includes £243 million for bus operators and £712 million allocated to local authorities across the country. Funding allocated to local authorities to improve services for passengers can be used in whichever way they wish, including enhancing the concessionary travel offering for disabled people in the local area.

The landmark agreement signed with Switzerland earlier this year established a UK–Swiss Working Group which could pave the way for direct commercial services between the UK and Switzerland in future.

As of 10 October 2025, one meeting of the joint UK–Swiss Working Group has been held. This took place in the UK on 16 September 2025. The costs of hosting this working group, excluding staff time, are estimated to be less than £800. The next working group meeting will be planned for the first quarter of 2026.

Whilst it is not possible to quantify the number of staff hours dedicated to developing the Memorandum of Understanding, officials have held a number of internal meetings and discussions with Swiss counterparts to support its development.

The Department for Transport is taking a comprehensive approach to ensure the supply of sustainable aviation fuel (SAF) increases to match demand. In January 2025, the Government introduced the SAF Mandate, obligating jet fuel suppliers to blend increasing volumes of SAF into the UK aviation fuel mix, with targets rising from 2% in 2025 to 10% in 2030 and 22% in 2040. These targets were set following detailed analysis and engagement with industry stakeholders. To ensure the SAF Mandate reflects the latest technological and commercial developments, regular review points are built into the legislation, allowing targets to be revisited if required. The first formal review will be carried out before 2030.

To support supply, £63 million in grant funding has been allocated through the Advanced Fuels Fund for the current year, with continued support for SAF production through to 2029/30. The UK SAF Clearing House provides advice and support to SAF producers navigating the fuel testing landscape, helping to remove barriers to new fuels coming to market.

In addition, the Government has introduced legislation for a Revenue Certainty Mechanism to increase investor confidence and unlock investment in UK SAF production.

We expect train operators to develop timetables that best match the capacity and frequency of their services to passenger demand in a way which is operationally sustainable and delivers value for taxpayers.

Current demand at Redditch South has not signalled a need to review the service patterns there. Rail North Partnership (RNP) will assess and assist with any proposal around services based on local or regional priorities put forward. For example, by Stockport Council or Transport for Great Manchester.

Any proposal must balance the economic and social benefits of any enhancement with the performance of existing services and the financial impact on taxpayer subsidy.

I have asked RNP to contact the Hon Member to discuss any proposals he wishes to present.

It is for CrossCountry, as the employer, to negotiate terms and conditions with their staff. Officials have been kept advised of the situation with the dispute.

On Thursday 16^th, sufficient progress had been made and RMT suspended strike action on Saturday 18th October, but unfortunately too late for many services to re-instated in a meaningful way. We understand CrossCountry talks continue with RMT on the remaining issues to resolve the dispute without further strikes.

Business case development from 2023 found a tram-train solution as the most promising option to connect Fleetwood and Poulton-le-Fylde, but it offered “poor” value for money. No further DfT funding has been prioritised in this Spending Review. It is now for Lancashire County Combined Authority to decide whether to prioritise further work.

The Department is committed to supporting the development of integrated transport systems that work better for people and communities across the country, including the Bee Network. We are providing £335m in 2025-26 to Greater Manchester under the Local Transport pillar of its Integrated Settlement. This will enable Greater Manchester to deliver transformational change to transport infrastructure; support maintenance of the local highway network; maintain and improve bus services; and build and maintain walking and cycling infrastructure.

We are also supporting the Mayor’s ambition of integrating rail into the Bee Network with £9m of funding for 2025-26 to support the Pay-As-You-Go ticketing trial to roll out contactless ticketing on rail in Greater Manchester.

The Department is committed to supporting the development of integrated transport systems that work better for people and communities across the country, including the Bee Network.

Between 2022-23 and 2026-27, we are providing £1.07bn of City Region Sustainable Transport Settlement funding to Greater Manchester to deliver transformational change to Greater Manchester’s transport infrastructure. Beyond that, we have confirmed a £2.5bn Transport for City Regions settlement for Greater Manchester from 2027-28 to 2031-32. This will provide unprecedented funding that will empower Greater Manchester’s local leaders to make decisions on cycling, walking, bus and rail that support the Bee Network, making journeys quicker, more accessible and reliable.

Additionally, we will be supporting Greater Manchester to maintain and improve bus services in the Bee Network with a share (to be confirmed) of the funding announced as part of the Spending Review to maintain and improve bus services and extend the £3 fare cap until March 2027. This is in addition to the £66.4 million we are providing through the Local Authority Bus Grant in 2025/26.

The Department is committed to supporting the development of integrated transport systems that work better for people and communities across the country, including the Bee Network.

Between 2022-23 and 2026-27, we are providing £1.07bn of City Region Sustainable Transport Settlement funding to Greater Manchester to deliver transformational change to Greater Manchester’s transport infrastructure. Greater Manchester will also be eligible for an additional £14m in Highways Maintenance funding in 2025-26, to support maintenance of the local highway network and ensure the smooth running of buses and active travel in the Bee Network.

Additionally, we are supporting Greater Manchester to maintain and improve bus services in the Bee Network with £80.8m of funding in 2024-25 and £66.4m of funding in 2025-26. We have supported Greater Manchester to build and maintain walking and cycling infrastructure through the Consolidated Active Travel Fund with £5.1m of funding in 2024-25 and £15.7m in 2025-26.

Finally, we are supporting the Mayor’s ambition of integrating rail into the Bee Network with £14m of funding from 2024-25 to 2025-26 to support the Pay-As-You-Go ticketing trial to roll out contactless ticketing on rail in Greater Manchester.

Great British Railways (GBR) will be empowered to deliver industry-wide modernisation and reform of the complex and fragmented fares landscape inherited from privatisation. This will enable GBR to simplify the ticketing system and make it easy for passengers to find the right fare. GBR will offer us the opportunity to go further with optimising train services and driving up utilisation. Through GBR’s directing mind function, services and timetables will be developed in a coherent fashion that drives up network performance and improves the journey experience.

We are also already driving forward improvements in advance of GBR. For example, we are supporting LNER to deliver their ‘Simpler Fares’ trial, which is testing an easier to understand fares structure and demand-based pricing on parts of their long-distance network. The aim is to improve the passenger experience by reducing crowding, making better use of capacity and making travel more comfortable for passengers.

The design and maintenance of local roads is the responsibility of local authorities who are bound by the Equality Act 2010 and the Public Sector Equality Duty. It is for them to ensure streets are designed and maintained in a way that takes account of the needs of everyone. Enforcement of matters relating to local streets is for the local authority or the police, depending on the nature of the offence.

The Department does not set design standards for local roads but provides a legislative and good practice framework. The Department has produced a range of good practice guidance to help them in this, particularly “Inclusive Mobility: A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure”. This is available at

www.gov.uk/government/publications/inclusive-mobility-making-transport-accessible-for-passengers-and-pedestrians

I regularly meet with accessibility stakeholders, including RNIB, to discuss a range of issues and will continue to do so.

The design and maintenance of local roads is the responsibility of local authorities who are bound by the Equality Act 2010 and the Public Sector Equality Duty. It is for them to ensure streets are designed and maintained in a way that takes account of the needs of everyone. Enforcement of matters relating to local streets is for the local authority or the police, depending on the nature of the offence.

The Department does not set design standards for local roads but provides a legislative and good practice framework. The Department has produced a range of good practice guidance to help them in this, particularly “Inclusive Mobility: A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure”. This is available at

www.gov.uk/government/publications/inclusive-mobility-making-transport-accessible-for-passengers-and-pedestrians

I regularly meet with accessibility stakeholders, including RNIB, to discuss a range of issues and will continue to do so.

The government wants everyone to have access to accessible and reliable public transport every day of the week.

We are committed to improving bus services, so they are more inclusive and enable everyone to travel safely and confidently. In December last year, the government introduced the Bus Services (No.2) Bill which includes a comprehensive package of measures to improve the accessibility and inclusivity of local bus services. From safer and more accessible bus stops and stations to more comprehensive disability training for drivers and frontline staff and a new requirement for local authorities to regularly review the accessibility of their bus networks.

In addition, the government has confirmed over £1 billion for the 2025 to 2026 financial year to support and improve bus services and keep fares affordable, including £712 million for local authorities. Local authorities can use this funding to introduce new bus routes, protect crucial bus routes and make sure bus infrastructure is accessible.

The government also has ambitious plans to reform the rail sector, unifying track and train under one organisation. The cornerstone of the Government’s plan for rail reform is to establish Great British Railways (GBR), a publicly owned arm’s length body charged with running Britain’s railways in the public interest. Accessibility is one of the Government’s six priorities for the railway and will be central to GBR. To support this, the Railways Bill includes legal requirements relating to accessibility that will ensure that the interests of passengers, including those with accessibility needs, will be a fundamental part of decision-making on the railways.

We are already taking action ahead of the establishment of GBR to make rail travel easier and more reliable for disabled passengers, including investing over £10 million in upgrades to the Passenger Assist Scheme which supports disabled passengers and those with additional needs to use the rail network with confidence and in safety. We have improved information about the facilities available to provide support to passengers at stations and will be publishing a rail accessibility roadmap which sets out the actions we are taking to make the railway more accessible.

The Department also published the Aviation Accessibility Task and Finish Group’s independent report on 16 July 2025. The report sets out 19 recommendations to improve aviation accessibility across the consumer journey. The Group will continue its work to help industry to implement the recommendations.

We are also currently developing a plan for an Accessible Travel Charter which aims to empower disabled voices in establishing clear, unified principles that guide passengers, and assists operators and enforcement bodies in upholding accessibility standards. The Charter aims to set out what disabled travellers can expect from their journeys.

The Department expects c2c to collaborate closely with Network Rail to minimise the impact of any over-running engineering works. In relation to cancellations, the Department holds train operating companies, including c2c, to account on their performance against targets including through regular meetings and periodic reporting. Integration across track and train is being progressed in the Anglia region; this will ensure that all parts of the system are pulling together to deliver a better and more efficient service for customers.

Where passengers purchase a season ticket and experience delays, they can claim delay repay from the relevant train operating company directly. If they are travelling as part of a workplace travel scheme, passengers will have to check with their employer what compensation they can claim for.

The Spending Review, announced on 11 June 2025, saw an average annual funding increase for improvements to the railway over the next four years, with £10.2bn provided for rail enhancements in the period. This included funding to continue to deliver at pace on East West Rail and the TransPennine Route Upgrade, for which the capital budgets are held and managed at portfolio level. There is no forecast underspend against budget for these projects at this time and information on the projects within the portfolio will continue to be reported to NISTA to support the

East West Rail Company is planning further consultation in 2026. It is currently reviewing plans for this in line with the proposed Planning and Infrastructure Bill reforms. A further update will be provided shortly.

The Public Service Obligations in Transport Regulations 2023 allow public authorities to take into account the possibility of grouping cost-covering services with non-cost-covering services when determining what rail services should be provided by a public service operator (and what subsidy (if any) that should be provided to that operator). The forthcoming Railways Bill, due to be introduced into Parliament this session, aims to ensure continuity of this principle and will provide further clarity on the approach to subsidy control once Great British Railways is established and is responsible for all previously-franchised passenger services.

The Department is working closely with Chiltern Railways and other partners to confirm a start date for the service. We are looking forward to commencing services as soon as all necessary authorisations and agreements are in place. Passenger services, including services to Winslow, will commence once train testing and driver training have been completed. Work on an additional high-level platform at Bletchley is now complete.

Services between Oxford to Bedford via the Marston Vale Line will commence from 2030 with the full Oxford to Cambridge services beginning in the mid 2030s.

GBR will be empowered to deliver industry-wide modernisation and reform of the complex and fragmented fares landscape inherited from privatisation. This will enable GBR to simplify the ticketing system and make it easy for passengers to find the right fare. GBR will also continue to offer certain discounts, like railcards, with specific discount cards targeted at groups for which cost is more likely to be a barrier to rail travel – young people, older people and disabled people – being further safeguarded in legislation, as they have been since the Railways Act 1993.

There have been two additional network-wide Rail Sales since April 2022, including our Rail Sale at the beginning of this year to celebrate the 200th anniversary of passenger rail. No decisions have been taken on future network-wide rail sales.

The Department has been successful in securing funding as part of the Spending Review to fit all mainline trains with Low Earth Orbit satellite technology to upgrade on -train wifi.

However, we know satellite connectivity will not work in tunnels, and the Department has been working with Network Rail to deliver improved connectivity on the rail network. Project Reach, which will renew fibre optic cables and address 4G / 5G mobile signals in 57 key mainline tunnels and stations, was signed 26 June 2025 between Network Rail, and telecoms companies, Neos Networks and Freshwave

GBR will be responsible for all stations, infrastructure and services that are currently run by Network Rail or operators contracted by government. It will be empowered to deliver industry-wide modernisation and reform of the complex and fragmented fares landscape inherited from privatisation. This will enable GBR to simplify the ticketing system and make it easy for passengers to find the right fare.