Department for Transport

The cost of this annual season ticket from 2010 is not held by this department, Cross Country Trains will hold this information and should be contacted for this.

The cost of this ticket in 2024 was £1,424.

The cost of this in 2010 was £564.00 and in 2024 the cost was £920.00.

As part of the Spending Review business case assessing the value for money of delivering improved passenger internet connectivity, we assessed the positive benefits that can arise from ‘modal shift’, arising where people choose to travel by train in preference to using their cars. We followed standard transport appraisal and passenger demand forecast handbook guidance in our assessments.

My officials produced a detailed business case as part of the Spending Review to deploy low earth orbit satellite connections on all mainline trains to improve on train wifi connectivity for passengers. The team is currently working through establishing the procurement and delivery model. We issued a preliminary market engagement notice on gov.uk to begin engaging with industry on how improvements can be delivered to passengers through compatible on-train equipment.

National Highways (NH) agrees strategic diversion routes with local authorities and the Police for any planned closures on the A34. These routes are selected as the most suitable for the type and volume of traffic expected and are kept under review.

Country lanes are rarely suitable, so are unlikely to be used as officially designed and signed diversion routes. As a general principle diversion routes will aim to avoid sending traffic onto any road that cannot safely accommodate it. Clear signage and advance warnings are used to help drivers follow the agreed diversion and avoid unsuitable country lanes, however, NH cannot compel road users to use a specific route, and drivers are entitled to use any part of the public highway.

While it is too early to confirm specific procurement requirements, improving Wi-Fi provision across the network will be a key part of future planning and engagement with industry partners.

ORR is the independent rail safety regulator, and we do not direct it in its role. ORR will review Network Rail’s compliance with its statutory duties at level crossings as part of any inspections of such sites and if deficiencies are found, then it will work with Network Rail to remedy them.

In 2010 this ticket was £680.00 and the cost of this in 2024 was £972.00.

Under Port of London Authority legislation, the Secretary of State for Transport appoints the Chair and one to three non‑executive directors, typically for terms of up to three years, with reappointment possible subject to performance and need.

Appointments follow the Governance Code on Public Appointments https://www.gov.uk/government/publications/governance-code-for-public-appointments through an open, fair, and transparent process managed by the Department for Transport (DfT). Vacancies are advertised on the Cabinet Office Public Appointments website with a timetable, role description, and person specification. Candidates apply via the portal and are assessed by a panel against published criteria. The panel recommends to Ministers who make the final decision. This process ensures merit-based appointments, and compliance with Ports Good Governance Guidance https://www.gov.uk/government/publications/good-governance-guidance-for-ports .

As part of the Spending Review, the Department was successful in securing funding to deploy low earth orbit satellite connectivity for all mainline trains to improve on-train WiFi for passengers. This will include London North Eastern Railway, which will see improvements as part of this deployment.

The Department has also been working with Network Rail to deliver improved connectivity on the rail network. Project Reach will renew fibre optic cables and address 4G / 5G mobile signals in 57 key mainline tunnels.

In 2010, the cost of this annual season ticket is not held by this Department, CrossCountry Trains will hold this information and should be contacted for this, the cost of this in 2024 was £1028.00.

The Secretary of State has regular discussions with HM Treasury ministers about a range of topics, but final tax decisions are for the Chancellor of the Exchequer to make and are announced at the Budget.

All Nationally Significant Infrastructure Projects which are already delivering biodiversity net gain (BNG) are doing so on a voluntary basis. This will remain the case until the legal requirement applies to schemes that submit development consent applications after May 2026. National Highways is already committed to delivering BNG for those Nationally Significant Infrastructure Projects starting construction in the third Road Period (2026/27 to 2030/31).

Neither the Department for Transport nor the Driver and Vehicle Standards Agency (DVSA), which administers the MOT scheme, collects or holds data on waiting times for MOT appointments. The MOT test is delivered by a network of around 23,000 privately operated garages across Great Britain. Based on available evidence, there appears to be sufficient capacity within this network to meet demand.

The Government considers the Office of Rail and Road’s (ORR) proposed advisory role under the Railways Bill provides effective independent scrutiny of Great British Railway’s (GBR) business plans. We would expect the ORR to assess efficiency, value for money, and compliance with strategic objectives and the ORR could publish this as part of its independent advisory function. There is no intention to put statutory constraints on the form or content of ORR advice.

We do not hold statistics on volumes of SAF produced in the UK. SAF volumes are reported to the Department by fuel suppliers to discharge their obligations under the SAF mandate, and between 2019 and 2024, under the Renewable Transport Fuel Obligation (RTFO). SAF is not yet produced globally at a large scale. In the UK the only commercial scale SAF producer is at Phillips 66’s Humberside refinery.

Looking forward, the Government is taking decisive action to scale up UK SAF production. From 1 January 2025, the SAF mandate came into effect, setting a clear trajectory for growth – 10% of UK aviation fuel is required to be SAF by 2030 and 22% by 2040. To help deliver this, £63 million in grant funding has been allocated through the Advanced Fuels Fund for the current year to support UK SAF plants, with continued support for SAF production through to 2029/30. We have also introduced a SAF Bill that will establish a Revenue Certainty Mechanism, giving investors confidence to build and operate SAF facilities in the UK.

The Department’s Spending Review settlement and additional commentary were set out on gov.uk. As is usual, the Department does not publish further detail. The reduction in the rail passenger services subsidy over the Spending Review period will be enabled through delivery of the public ownership programme, a relentless focus on improving operational performance and improvements for customers, and by driving passenger revenue growth.

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 is committed to working with the rail industry and the British Transport Police (BTP) to ensure that the railway remains a safe environment for passengers and rail staff.

BTP works in partnership with rail operators to make stations hostile environments for potential bike thieves with measures focused on cycle storage. The force frequently works with rail operators, local partners and Home Office police forces, to run public events that raise awareness of preventative measures passengers can take to deter criminals, and offer services such as offering free bike marking.

A total of £390 million was previously committed for National Highways to construct over 150 additional Emergency Areas across the All Lane Running smart motorway network through the National Emergency Area Retrofit programme. Work was completed at the end of March 2025, and all Emergency Areas are now open with no permanent traffic management in place.

National Highways is continuing close-out activities in relation to this programme and final costs, broken down on a scheme-by-scheme basis, are expected to be available by end of June 2026.

The agreed industry scale rate for lorry drivers’ overnight subsistence allowance is currently £34.90, or 75% of this figure (£26.20) where the driver uses a sleeper cab. These are the maximum amounts that can be paid free of Income Tax and National Insurance Contributions under the agreed industry scale rate.

There is no commitment to uplifting agreed industry scale rates in line with inflation. In order to seek an increase in the rate, haulage operators would need to provide evidence to His Majesty’s Revenue and Customs (HMRC) that drivers are incurring expenses that exceed the current benchmark rate.

Alternatively, employers can reimburse drivers for their actual travel costs incurred when staying away from home rather than pay the set benchmark scale rate.

I can confirm that the TransPennine Route Upgrade programme is wholly funded by central government.

The cost for police to escort abnormal loads to Transpennine Route Upgrade worksites, when required, is included within crane hire companies’ costs to the consortium. The Department does not hold information on the breakdown of crane suppliers’ costs or the number of movements they undertake.

No such discussions have taken place. Usage of Withdrawal of Implied Permission (WIP) notices is an operational matter for operators, Network Rail and the British Transport Police. The Department keeps security under constant review, however no change of policy for Withdrawal of Implied Permission (WIP) is planned at this stage.

The Department for Transport does not hold this data.

The Driver and Vehicle Standards Agency (DVSA) has no specific plans to prioritise vehicles commissioned for essential purposes, but should there be a specific need, DVSA would consider this in a similar way to actions taken during the pandemic. DVSA would welcome contact from any customers who are believe they have a specific requirement in relation to essential service vehicles.

DVSA understands the customer base for Individual Vehicle Approval (IVA) testing and continue to ensure its network supports those customers and meets their needs. In addition, DVSA is planning a network of vehicle examination facilities that are approved customer sites. This will increase the number of sites nationally where Vehicle Approvals can be conducted.

DVSA is increasing the number of locations where IVA checks can be carried out and ensuring that it has flexibility to meet customer demand. When DVSA is considering the closure of its own testing facilities, DVSA will also ensure suitable service provision is still provided.

The number of Specialist Vehicle Standards Assessors (SVSAs) who conduct IVA testing is shown below.

Northern England and Scotland – 11 SVSAs

Southern England and Southwest – 10 SVSAs

Eastern England and the Southeast – 9 SVSAs

West Midlands and Wales – 12 SVSAs

DVSA can deploy Specialist Standard Assessors on a national basis where required, in response to customer demand.

DVSA is also in the process of recruiting a further six SVSA’s. In line with demand. DVSA keeps recruitment or multi-skilling of existing teams to increase flexibility under review.

The Driver and Vehicle Standards Agency (DVSA) has no specific plans to prioritise vehicles commissioned for essential purposes, but should there be a specific need, DVSA would consider this in a similar way to actions taken during the pandemic. DVSA would welcome contact from any customers who are believe they have a specific requirement in relation to essential service vehicles.

DVSA understands the customer base for Individual Vehicle Approval (IVA) testing and continue to ensure its network supports those customers and meets their needs. In addition, DVSA is planning a network of vehicle examination facilities that are approved customer sites. This will increase the number of sites nationally where Vehicle Approvals can be conducted.

DVSA is increasing the number of locations where IVA checks can be carried out and ensuring that it has flexibility to meet customer demand. When DVSA is considering the closure of its own testing facilities, DVSA will also ensure suitable service provision is still provided.

The number of Specialist Vehicle Standards Assessors (SVSAs) who conduct IVA testing is shown below.

Northern England and Scotland – 11 SVSAs

Southern England and Southwest – 10 SVSAs

Eastern England and the Southeast – 9 SVSAs

West Midlands and Wales – 12 SVSAs

DVSA can deploy Specialist Standard Assessors on a national basis where required, in response to customer demand.

DVSA is also in the process of recruiting a further six SVSA’s. In line with demand. DVSA keeps recruitment or multi-skilling of existing teams to increase flexibility under review.

The Driver and Vehicle Standards Agency (DVSA) has no specific plans to prioritise vehicles commissioned for essential purposes, but should there be a specific need, DVSA would consider this in a similar way to actions taken during the pandemic. DVSA would welcome contact from any customers who are believe they have a specific requirement in relation to essential service vehicles.

DVSA understands the customer base for Individual Vehicle Approval (IVA) testing and continue to ensure its network supports those customers and meets their needs. In addition, DVSA is planning a network of vehicle examination facilities that are approved customer sites. This will increase the number of sites nationally where Vehicle Approvals can be conducted.

DVSA is increasing the number of locations where IVA checks can be carried out and ensuring that it has flexibility to meet customer demand. When DVSA is considering the closure of its own testing facilities, DVSA will also ensure suitable service provision is still provided.

The number of Specialist Vehicle Standards Assessors (SVSAs) who conduct IVA testing is shown below.

Northern England and Scotland – 11 SVSAs

Southern England and Southwest – 10 SVSAs

Eastern England and the Southeast – 9 SVSAs

West Midlands and Wales – 12 SVSAs

DVSA can deploy Specialist Standard Assessors on a national basis where required, in response to customer demand.

DVSA is also in the process of recruiting a further six SVSA’s. In line with demand. DVSA keeps recruitment or multi-skilling of existing teams to increase flexibility under review.

The Driver and Vehicle Standards Agency (DVSA) has no specific plans to prioritise vehicles commissioned for essential purposes, but should there be a specific need, DVSA would consider this in a similar way to actions taken during the pandemic. DVSA would welcome contact from any customers who are believe they have a specific requirement in relation to essential service vehicles.

DVSA understands the customer base for Individual Vehicle Approval (IVA) testing and continue to ensure its network supports those customers and meets their needs. In addition, DVSA is planning a network of vehicle examination facilities that are approved customer sites. This will increase the number of sites nationally where Vehicle Approvals can be conducted.

DVSA is increasing the number of locations where IVA checks can be carried out and ensuring that it has flexibility to meet customer demand. When DVSA is considering the closure of its own testing facilities, DVSA will also ensure suitable service provision is still provided.

The number of Specialist Vehicle Standards Assessors (SVSAs) who conduct IVA testing is shown below.

Northern England and Scotland – 11 SVSAs

Southern England and Southwest – 10 SVSAs

Eastern England and the Southeast – 9 SVSAs

West Midlands and Wales – 12 SVSAs

DVSA can deploy Specialist Standard Assessors on a national basis where required, in response to customer demand.

DVSA is also in the process of recruiting a further six SVSA’s. In line with demand. DVSA keeps recruitment or multi-skilling of existing teams to increase flexibility under review.

The STATS19 collection already provides a differentiation for motorcycles by engine capacity, including a category for motorcycles under 50cc, with a breakdown as shown in the published statistics in data table RAS0502 available on the gov.uk website (https://www.gov.uk/government/statistical-data-sets/reported-road-accidents-vehicles-and-casualties-tables-for-great-britain#vehicles-and-drivers-ras05)

The Driver and Vehicle Licensing Agency (DVLA) co-chairs the Number Plate and ANPR Working Group with the National Police Chiefs Council. Members of the group include various police forces, the Department for Transport, the Home Office and the Driver and Vehicle Standards Agency. The group meets bi-monthly to discuss number plate related matters, including cloned and ghost plates.

There are no plans to require the licensing or insurance of e-bikes. A previous detailed review of licensing and insurance for all cyclists (including e-bike users) concluded that the cost and complexity of introducing such a system would far outweigh the benefits.

Private e-scooters are illegal to use on public roads, cycle lanes and pavements. Rental e-scooters can only be used as part of the Government’s national rental e-scooter trials, in which e-scooters must be covered by a motor vehicle insurance policy, and users must have at least a provisional driving licence.

The Government has committed to pursuing legislative reform for micromobility vehicles, which is likely to include e-scooters, when parliamentary time allows. No decisions on future micromobility legislation have yet been made and we will use evidence from the trials to learn how to effectively and safely regulate them.

There are no plans to amend section 170 of the Road Traffic Act to make it mandatory for drivers to report road collisions involving cats.

Although there is no obligation to report all animal deaths on roads, drivers should, if possible, make enquiries to ascertain the owner of domestic animals, such as cats, and advise them of the situation.

Since June 2024, all cats in England over 20 weeks of age must be microchipped and registered on a compliant database, unless exempt or free-living. This will make it easier for National Highways and local authorities to reunite cats with their keeper.

While the Windsor Framework does contain provisions related to the movement of people, animals and goods, including by air, we assess that the Windsor Framework has no direct impact on the UK-wide regulatory role of the Civil Aviation Authority.

The British Transport Police (BTP) are operationally independent and how they deploy their resources across the network is for the Chief Constable to decide.

Criminal activity, including cycle theft, is not tolerated on the network and BTP are committed to keeping the railway safe for passengers and rail staff. The BTP crime screening policy, introduced in August 2024, does not automatically rule out crimes for investigation and the full circumstances of an incident are considered on an individual basis.

It is essential that members of the public and rail staff continue to report incidents to the BTP by texting 61016, or calling 999 in an emergency so that they can build their policing intelligence picture and refine their data led patrol plans across the entire rail network for officer deployments and identifies hotspots for targeted intervention.

The Department is funding monitoring and research to assess air quality in stations and onboard trains through the Rail Safety and Standards Board (RSSB). This includes the £5.5 million Air Quality Monitoring Network, which is collecting data at up to 72 stations across Great Britain. Where issues are identified, Network Rail and train operators are required to implement Air Quality Improvement Plans.

RSSB has also undertaken two studies to assess air quality onboard trains, with further testing planned in 2026 on different rolling stock types, including newer bi-mode, tri-mode and electric trains.

The Department keeps its air quality policy and the guidance it provides to industry under review as further evidence becomes available and continues to consider whether any updates are needed.

Network Rail is required to consider value for taxpayers’ money in the way that it runs the railway. This includes in relation to energy costs. External factors, including the COVID pandemic and the war in Ukraine, have driven fluctuations in energy prices and have increased Network Rail’s energy costs. To mitigate any further fluctuations and increase its use of renewables, Network Rail has signed a corporate power purchase agreement (CoPPA) starting from 2026, that will see 49.9 megawatts (MW) of clean renewable energy generated, enough to power around 15% of Network Rail’s annual non-traction energy consumption.

This information is not held by the Department for Transport.

The Motor Insurance Taskforce final report was published on 10 December.

The Driver and Vehicle Licensing Agency (DVLA) does not hold data on the level of use of illegal number plates. On road enforcement is a matter for the police.

The DVLA works with the National Police Chiefs’ Council and other government departments to improve the identification and enforcement of number plate crime.

The law requires that anyone who supplies number plates for road use in the UK must be registered with the DVLA. It is a legal requirement for suppliers to carry out checks to ensure that number plates are only sold to those who can prove they are entitled to the registration number. Number plate suppliers must also keep records of the plates they have supplied. Selling a number plate without carrying out these required checks carries a maximum penalty of a fine of £1,000 and the potential removal from the Register of Number Plate Suppliers (RNPS).

The DVLA is considering options to ensure a more robust, auditable RNPS process which would enable tighter checks on number plate suppliers.

In 2010 this ticket was £424.00 and the cost of this in 2024 was £656.00.