Department for Transport

The Government treats road safety seriously and is committed to reducing the numbers of those killed and injured on our roads.

Responsibility for making decisions about the roads under its care rests with the traffic authority, based on its knowledge of the area and taking into account local needs and circumstances.  This includes setting local speed limits and introducing traffic calming measures such as speed cameras and speed activated warning signs.

The Department for Transport’s guidance on the Use of Speed and Red Light Cameras for Traffic Enforcement clearly recommends that locally agreed deployment criteria are developed. The guidance acknowledges that the primary objective of camera deployment is to reduce KSIs at known collision locations; however, it also states that cameras can be beneficial where there is community concern.

The Driver and Vehicle Licensing Agency will be able to provide the information in relation to road traffic offences, but this requires a scan of the driver database. Officials will write to the Honourable Member as soon as the information is available.

Information about robbery and drug trafficking offences is not recorded by the DVLA.

This was a commitment made by the previous Government which we have no plans to take forward.

The Government takes the condition of the country’s roads very seriously and is committed to supporting local highway authorities across the country in maintaining and renewing the local highway network. The highway maintenance backlog in Lancashire and elsewhere is the result of a decade of underinvestment by the previous government, and is one of the reasons why this Government has announced nearly £1.6 billion in capital funding for local highways maintenance in England for the financial year 2025/26. This includes £500 million of additional funding when compared to the previous financial year. Funding allocations for individual local authorities can be found on gov.uk.

Local highway authorities are required to provide data regularly on the condition of their local roads. In addition, in March 2025, the department wrote to all local highway authorities to request further data on the condition of their network and their maintenance plans and practices, with first returns being due by the end of June. This information will help the government and local people understand the activities of local highways authorities better, as well as understanding the state of local roads and the scale of the challenges each authority faces. Authorities that fail to publish these reports may have a portion of their funding uplift withheld. A copy of the letter can be accessed on gov.uk.

The Driver and Vehicle Licensing Agency’s (DVLA) online services are the quickest way to apply for a driving licence and drivers with diabetes, epilepsy, Parkinson’s disease, visual impairments, sleep conditions or heart conditions can renew their driving licence online. The DVLA has also introduced a simplified licence renewal process for drivers with multiple sclerosis, some mental health conditions and glaucoma. This has significantly reduced the need for the DVLA to seek further information from medical professionals and enabled more licensing decisions to be made based on the information provided by the driver.

The DVLA is continuing to make improvements to the services provided to drivers with medical conditions and is introducing a new strategic system to process cases. This will provide better services for customers and allow straightforward applications to be processed more quickly.

In the 2024/25 financial year, the average time taken to make a licensing decision in cases where a medical condition must be investigated before a licence can be issued was 44 working days, a reduction from 56 working days in the previous financial year.

Driving licence applications where a medical condition must be investigated before a licence can be issued can sometimes take longer depending on the medical condition or conditions being investigated. The DVLA is also often reliant on receiving information from third parties, for example doctors or other healthcare professionals, before a decision can be made on whether to issue a licence.

Most applicants renewing an existing licence will be able to continue driving while their application is being processed, providing the driver can meet specific criteria.

The Driver and Vehicle Licensing Agency’s (DVLA) online services are the quickest way to apply for a driving licence and drivers with diabetes, epilepsy, Parkinson’s disease, visual impairments, sleep conditions or heart conditions can renew their driving licence online. The DVLA has also introduced a simplified licence renewal process for drivers with multiple sclerosis, some mental health conditions and glaucoma. This has significantly reduced the need for the DVLA to seek further information from medical professionals and enabled more licensing decisions to be made based on the information provided by the driver.

The DVLA is continuing to make improvements to the services provided to drivers with medical conditions and is introducing a new strategic system to process cases. This will provide better services for customers and allow straightforward applications to be processed more quickly.

In the 2024/25 financial year, the average time taken to make a licensing decision in cases where a medical condition must be investigated before a licence can be issued was 44 working days, a reduction from 56 working days in the previous financial year.

Driving licence applications where a medical condition must be investigated before a licence can be issued can sometimes take longer depending on the medical condition or conditions being investigated. The DVLA is also often reliant on receiving information from third parties, for example doctors or other healthcare professionals, before a decision can be made on whether to issue a licence.

Most applicants renewing an existing licence will be able to continue driving while their application is being processed, providing the driver can meet specific criteria.

The Government continues to prioritise engagement with the UN World Forum for Harmonisation of Vehicle Regulations (WP.29) and recognises it as the key forum for multilateral cooperation to improve vehicle safety.

We actively participate in WP.29 and fully support the importance of international regulations in enhancing road safety.

The Government treats road safety seriously and is committed to reducing the numbers of those killed and injured on our roads. To this end, my Department is developing its Road Safety Strategy and will set out more details in due course.

Local authorities are best placed to decide on delivery of road safety initiatives, because of their knowledge of the roads for which they are responsible. We aid local authorities by providing guidance and initiatives such as our flagship road safety campaign, THINK!

Through the creation of Great British Railways, we are bringing operators together, which will naturally put an end to some of the siloed behaviours that have contributed to opaque and inconsistent revenue protection practices. This transition will ensure a more unified approach across the sector, ensuring passengers are treated fairly and in accordance with the correct procedures.

In addition, the industry has already begun work with revenue protection leads across the rail sector, providing a platform to share best practices regularly. We will respond to the next steps for the report by summer 2025.

The consultation on the Railways Bill closed on 15 April, and as part of this we sought views on the creation of a new passenger watchdog. We are currently considering the responses and the best way of establishing the Watchdog. This will include the consideration of costs.

Officials from both governments continue to work collaboratively on the Cardiff Central station improvement project, alongside partners from Transport for Wales and Network Rail, and overseen by Wales Rail Board.

The information requested could only be collected and verified for the purpose of answering this question at disproportionate cost.

The Driver and Vehicle Licensing Agency (DVLA)’s role in the driving endorsement process, is to record information provided by the court service in Great Britain. The courts are responsible for the conviction and sentencing of individuals who commit road traffic offences. The DVLA receives notifications of driving endorsements, including penalty points and disqualifications from the courts which are then recorded on the individual’s driving licence record. The DVLA is not responsible for checking driving competence following a conviction.

Everyone renewing their driving licence at the age of 70 and above must declare any relevant medical conditions and whether they can meet the eyesight requirements for driving. It is an offence to make a false declaration. If a driver of any age notifies the DVLA of a medical condition, an investigation will be carried out. This investigation can involve requesting information from the individual’s healthcare professionals or the driving licence holder/applicant may be asked to attend a medical examination or a driving assessment.

The DVLA assesses the information obtained during a medical investigation against the medical standards of fitness to drive and only those who can meet the standards will be issued with a driving licence. Drivers who meet the standards but have medical conditions that are progressive and are likely to deteriorate will be issued with a driving licence of shorter duration so that their continuing ability to drive safely can be assessed more regularly.

The DVLA provides customers with confirmation of when the investigation has started, when further information is being requested from healthcare professionals or if drivers are required to attend an examination or driving assessment. The DVLA may also contact customers if there is a delay, when more information is needed or when a licensing decision has been made.

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

No specific assessment has been made on the potential impact of extending the ENCTS to the groups you have mentioned or removing the 9:30am travel restriction on access to appointments and employment. However, local authorities in England have the power to offer concessions in addition to their statutory obligations. Additional local concessions are provided and funded by local authorities from local resources.

The government has confirmed £955 million 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. This could include extending the discretionary concessions available in local areas to support the local economy and environment.

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

No specific assessment has been made on the potential impact of extending the ENCTS to the groups you have mentioned or removing the 9:30am travel restriction on access to appointments and employment. However, local authorities in England have the power to offer concessions in addition to their statutory obligations. Additional local concessions are provided and funded by local authorities from local resources.

The government has confirmed £955 million 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. This could include extending the discretionary concessions available in local areas to support the local economy and environment.

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

No specific assessment has been made on the potential impact of extending the ENCTS to the groups you have mentioned or removing the 9:30am travel restriction on access to appointments and employment. However, local authorities in England have the power to offer concessions in addition to their statutory obligations. Additional local concessions are provided and funded by local authorities from local resources.

The government has confirmed £955 million 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. This could include extending the discretionary concessions available in local areas to support the local economy and environment.

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

However, local authorities in England have the power to offer concessions in addition to their statutory obligations, such as lowering the age of eligibility or extending travel times. Additional local concessions are provided and funded by local authorities from local resources.   The decision on whether to offer discretionary concessions is for the local authority to make depending on their needs and circumstances.

The government has confirmed £955 million 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. Bournemouth, Christchurch and Poole Council has been allocated £6 million of this funding. Funding allocated to local authorities to improve services for passengers can be used in whichever way they wish. This could include extending the discretionary concessions available.

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

However, local authorities in England have the power to offer concessions in addition to their statutory obligations, such as lowering the age of eligibility or extending travel times. Additional local concessions are provided and funded by local authorities from local resources.   The decision on whether to offer discretionary concessions is for the local authority to make depending on their needs and circumstances.

The government has confirmed £955 million 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. Bournemouth, Christchurch and Poole Council has been allocated £6 million of this funding. Funding allocated to local authorities to improve services for passengers can be used in whichever way they wish. This could include extending the discretionary concessions available.

The Department has not made an assessment of the cost to remove the travel time restriction on disabled passholders concessionary bus passes only or for older person passholders only. However, the Department has conducted a review of the English National Concessionary Travel Scheme, which included considering travel times. We are considering next steps following the review.

There have been no discussions on the potential impact of the proposed new Chinese embassy on traffic disruption. Responsibility for managing London's road network is shared between Transport for London, National Highways, and the 32 London boroughs, plus the City of London. These bodies are responsible for considering traffic impacts on their roads.

The Department for Transport is working with key partners to develop affordable, integrated plans for the Euston Station Campus. The new HS2 station platforms and passenger facilities will be integrated with an expanded Network Rail station concourse and enhancements to the London Underground station, along with improved local transport facilities and a significant level of development. We will set out more details in due course.

The Department believes a cross-Government strategy on illegally modified e-cycles is not needed.

E-cycles, including those that have been modified, can only be legally used on the roads where they comply in full with the Electrically Assisted Pedal Cycle Regulations 1983.

The Driver and Vehicle Standards Unit has a market surveillance unit and has the powers to act against retailers selling non-complaint e-cycles.

Where such e-cycles are used on the roads, the police have powers to seize them. The powers for the police to act are being strengthened in the Crime and Policing Bill, with the police no longer required to provide a warning before seizing any vehicle, including an e-cycle, where it is being used anti-socially.

While transport is largely a devolved responsibility for the Governments of Scotland, Wales and Northern Ireland, the Department for Transport is working with its counterparts to improve transport connectivity across the UK.

As recommended by the Union Connectivity Review, the UK government funded three rail feasibility studies in Northern Ireland looking at electrification, re-opening closed railway lines and improving access to airports. The UK Government also funded three studies focused on improving the North Wales Transport Corridor to completion and is funding Transport Scotland’s A75 feasibility study to explore options to bypass Springholm and Crocketford.

Separately, the UK Government subsidises flights between City of Derry Airport and London Heathrow Airport through a Public Service Obligation.

This Government is establishing Great British Railways (GBR) which will be the ‘directing mind’ for the rail industry, bringing together the management of the network and the delivery of passenger services into a single public body. GBR will work closely with the Devolved Governments where responsibilities are devolved and will provide the integrated and long-term thinking the rail sector needs to grow and support the UK economy. GBR will be established in early 2027, subject to the Railways Bill achieving Royal Assent.

We will continue to work, where appropriate, with the Devolved Governments to improve transport outcomes for all people of the UK.

The government’s reforms to bus services are designed to empower local authorities to improve services to better meet the needs of their communities. The government introduced the Bus Services (No.2) Bill last year, which will increase the powers available to local leaders to choose the bus services model that works best in their area, whether that be franchising, strengthened Enhanced Partnerships with private operators or setting up new local authority bus companies. In parallel, the government is reviewing Enhanced Partnerships, looking at where it can strengthen these to help local areas deliver better services for passengers.

Future funding for active travel, including capital funding for infrastructure, will be set out following the conclusion of the Spending Review.

The Driver and Vehicle Standards Agency (DVSA) has a market surveillance unit which inspects vehicles and equipment to ensure they meet safety and environmental standards.

In 2024 the DVSA identified 39 suppliers of e-cycles and 21 of these were found to be selling e-cycles that were compliant with regulations.

Subsequent “mystery shopper” exercises, carried out by the DVSA and involving 18 suppliers, found 2 suppliers to be selling non-compliant e-cycles for use on the roads. One of these suppliers has since brought their selling practices into compliance, while the other is being investigated further. In addition, over 400 listings of non-compliant e-cycles have been removed from online marketplaces following intervention by the DVSA.

The police also have the powers to seize non-complaint e-cycles being used on the public roads. Some police forces have published statistics in relation to this, but this information is not collated centrally by the Government.

Sections 59 and 60 of the New Roads and Street Works Act 1991 places a duty on local highway authorities and statutory undertakers (including water companies) to co-ordinate works in order minimise inconvenience for road users and for safety. This is supported by the Code of Practice for the Co-ordination of Street and Road Works produced by my Department to ensure that, although there will always be some disruption from road and street works, these are minimised. Where road closures are unavoidable as part of construction of HS2, contractors work closely with relevant local highway authorities to minimise disruption to local communities.

While the Department has not considered the detail of the technology required, any such system for certifying or registering e-cycles would likely be both costly and complex to administer and enforce.

There is also the possibility that some people may be put off cycling, thereby reducing the health and environmental benefits which we know cycling can bring. The Government therefore has no plans to introduce such a system at present.

The Bus Services (No.2) Bill will require relevant bus staff to complete both disability awareness and disability assistance training to give them the knowledge, skills and confidence to support every passenger appropriately.

The Bill provisions include a power for the Secretary of State to make regulations prescribing how carriers and terminal managing bodies should collate and publish data on the completion of relevant training by their staff. The Traffic Commissioners will be able to use existing powers to issue a financial penalty in the case of non-compliance.

The Bus Services (No.2) Bill will require local authorities commissioning the provision of new bus stations and stops or the upgrading of existing ones, to pay regard to new stopping place safety and accessibility guidance, with the aim of helping them to make best use of funds by designing infrastructure inclusively from the outset.

The government has confirmed £955 million for the 2025 to 2026 financial year to support and improve bus services in England outside London. This includes capital funding for local authorities which can be used to improve infrastructure such as bus stations and stops. Lancashire County Council has been allocated over £27 million for the 2025 to 2026 financial year to support and improve bus services, including £12.4 million in capital funding. Future funding for buses will be announced following the conclusion of the multi-year spending review.

We have no current plans to revise Setting Local Speed Limits. We believe that traffic authorities are best placed to decide where lower limits will be effective on the roads for which they are responsible, and that consultation and community support should be at the heart of the process.

I am not aware of any such estimates being made of implementing the proposed EHRC Code of Practice for Services, Public Functions, and Associations for railway stations.

I am not aware of any such estimates being made of implementing the proposed EHRC Code of Practice for Services, Public Functions, and Associations on public transport providers.

In the last three years the Department has provided maritime funding, via the UK Shipping Office for Reducing Emissions (UK SHORE), five Isle of Wight based companies.

• Ad Hoc Marine Designs Ltd for the project “Marine to Electric Power – SeNZe-Tech™ the Smart Way to Clear The Hurdles”

• Aluminium Marine Consultants Limited for the projects “HyCap Drive” and “Safer, Smarter Ships – Strategies and innovations for vessels using low flash point fuels”

• Carisbrooke Shipping Limited for the projects “Double efficient pilot fuel free ceramic hydrogen combustion engine technology for marine applications”, “Carnot High Efficiency Hydrogen Combustion Engine Demonstrator”, “Shoreside Power from Optimised Hydrogen Lifecycle”, “Novel High-Efficiency Ammonia engine Technology for Heavy Duty marine applications”, “AirWing Maximised Thrust Wind Propulsion Demonstration” and “Self-Learning Wing Trim Optimisation for AirWing Wind Propulsion System”

• Cowes Harbour Commission for the project “Clean Hybrid Alternative Marine Powertrain 2” and

• Wight Shipyard Company Limited for the projects “Zero Emission Cross River Ferry” and “Zero-emission Electric Freight Vessel & Charging Infrastructure”

This is separate to any funding provided directly to the Isle of Wight, by the Department, for other transport related matters.

The Government remains committed to protecting access to justice in environmental cases, while supporting the timely delivery of infrastructure projects under the Government’s Growth Mission.

The issue of cost caps relating to Judicial Review in the planning context was considered by Lord Banner in his independent review published in October 2024. He did not recommend any change to the default cost caps in Aarhus cases. Judges already have the power to vary costs caps upwards or downwards according to the particular circumstances in a case. The MoJ published a call for evidence on Lord Banner’s recommendations on 28 October 2024, alongside the publication of his report by MHCLG. The call for evidence closed on 30 December.

Some of Lord Banner’s recommendations have been taken into the Planning and Infrastructure Bill and will tighten the judicial review process to cut delays for major infrastructure projects and look to strike the right balance between improving efficiency and ensuring access to justice. The change will only allow one attempt at legal challenge, instead of three, for meritless claims and two for other claims. These changes will prevent meritless claims from holding up projects by exhausting the appeals process and will ensure legitimate legal challenges are heard promptly.

The government knows that a modern, integrated public transport network is vital to providing access to services and opportunities for all users of the system and keeping communities connected. Later this year, the Department will publish its Integrated National Transport Strategy and set the long-term vision for transport in England, placing people at the heart of how transport is designed, built and operated. Although the Strategy is still in development, it will aim to create a transport system where people can easily, reliably and safely carry out the journeys they want to make, including those across multiple modes.

We are working to improve both bus and rail services to support greater integration between transport modes. The Bus Services (No.2) Bill will place power over local bus services back in the hands of local leaders, and the Public Ownership Act and Railways Bill will ensure the railways are delivering once again for passengers across the country.

The Chancellor announced the £15.6 billion Transport for City Regions settlements for 9 eligible mayoral strategic authorities on 4 June 2025. As a devolved funding programme, it is for local areas to decide how to allocate this funding to address their local transport priorities. The longer-term funding certainty provided by this announcement will enable city regions to develop project pipelines, supporting market engagement.

Transport for London is the taxi and private hire vehicle licensing authority for London and is responsible for administering the licensing regime in London. The Department discusses a range of licensing matters with them.

The government has confirmed £955 million for the 2025 to 2026 financial year to support and improve bus services in England outside London. As part of the £955 million, each local transport authority (LTA) will receive funding specifically to support their capacity and capability, providing them with sufficient funding to employ at least one additional bus officer. Future funding for buses will be announced following the conclusion of the multi-year spending review.

In addition to funding, the Department is engaging with LTAs to understand what further support they need to deliver effective bus improvements, improving an established programme of support. For example, the Department is working to actively support to local authorities who may, following Royal Assent of the Bus Services No.2 Bill, wish to explore the option of establishing a bus company. We will work with local leaders to ensure this support reflects their needs and priorities.

Route subsidies for aviation in the UK are provided through Public Service Obligations (PSOs) which enable the protection of existing domestic routes that are in danger of being lost. It is the responsibility of the relevant Local Authority to submit an application for a PSO to the department for consideration.

The Department currently has no plans to introduce a discount scheme for aviation travel to the Isles of Scilly.

The Department for Transport holds no direct data or estimates of reliance on public transport.

The National Travel Survey (NTS), overseen by the Department, collects data on the proportion of households who have no access to a car or van for England (22% in 2023) and East Midlands (21% in 2023). NTS data is not available at constituency, county or UK level.

The 2021 Census for England and Wales, overseen by the Office for National Statistics, also collected data on the proportion of households with no cars or vans, as shown in the table below.

The development of self-driving vehicle technology has the potential to support our Plan for Growth, creating up to 38,000 high-quality jobs, and unlocking £42 billion for the UK economy by 2035. Additional benefits will include reducing human error – which causes nearly 9 in 10 road collisions – and offering new, flexible transport options, particularly for those with limited mobility.

We expect that the introduction of self-driving vehicles will be gradual, given the current readiness of the technology. We are committed to continued engagement with affected groups, including representatives for taxi, bus and private hire vehicle drivers, as we develop and implement the secondary legislation underpinning the Act.

Following the conclusion of the Spending Review, the Department will publish a third cycling and walking investment strategy (CWIS3). This will set out the long-term funding for active travel including infrastructure and programmes such as Bikeability.

Since 2020 Lancashire County Council has been awarded over £10.5 million of funding to improve the safety and accessibility of infrastructure through the Active Travel Fund. While it is for local authorities to decide where investment is prioritised in their local transport networks, Active Travel England (ATE) works with them through the Design Assurance Process which uses tools, checks and other processes to ensure quality and safety are designed into new and existing infrastructure.

ATE is regularly engaged with the Council through our regional engagement managers. Earlier this year ATE published best practice guidance for authorities on how to engage communities on the prioritisation and delivery of schemes. Guidance on monitoring and evaluation has been provided to support authorities in transparently tracking the impact of their funding.

Following the conclusion of the Spending Review, the Department will publish a third cycling and walking investment strategy (CWIS3). This will set out the long-term funding for active travel including infrastructure and programmes such as Bikeability.

Since 2020 Lancashire County Council has been awarded over £10.5 million of funding to improve the safety and accessibility of infrastructure through the Active Travel Fund. While it is for local authorities to decide where investment is prioritised in their local transport networks, Active Travel England (ATE) works with them through the Design Assurance Process which uses tools, checks and other processes to ensure quality and safety are designed into new and existing infrastructure.

ATE is regularly engaged with the Council through our regional engagement managers. Earlier this year ATE published best practice guidance for authorities on how to engage communities on the prioritisation and delivery of schemes. Guidance on monitoring and evaluation has been provided to support authorities in transparently tracking the impact of their funding.