Department for Transport

National Infrastructure and Service Transformation Authority reviews of individual projects are used internally within government, and their detailed findings are not generally published. However, I can confirm that the review of the East Coast Digital Programme made a number of recommendations covering the Programme’s governance and programme communications, commercial arrangements, risk management and financial planning processes, freight business change agreements, programme re-baselining and benefits strategy update.

The amount spent by London North Eastern Railway is commercially sensitive given competition on the route. As public bodies, all DfT Operator train companies must follow the Managing Public Money guidelines to ensure investment made represents value for money for the taxpayer.

The British Transport Police have informed us that this information is not readily accessible within the timeframe for parliamentary questions. I have asked the Rail Minister to write to you with the data requested when it is available.

Only 24 (0.7%) employees within the core department had a formal contractual remote-working contract as of 31 December 2025.

The Department does not routinely publish estimates of net government support to the rail sector per passenger journey for individual months. The Office of Rail and Road (ORR) publishes annual statistics on government support to the rail industry and passenger journeys. These can be found here:

https://dataportal.orr.gov.uk/statistics/finance/rail-industry-finance/.

https://dataportal.orr.gov.uk/statistics/usage/passenger-rail-usage/.

Rail industry finance figures for 2025-26 will be released in November by the ORR but will not include September 2026 as this falls in the 2026-27 financial year.

UK airports are responsible for developing and maintaining their own surface access strategies in collaboration with local communities and stakeholders, reflecting local needs, transport networks and future development plans. In some cases, specific surface access targets may be considered through the planning process as part of airport expansion proposals.

Assessing the impact of surface access measures would generally be a matter for the airport operator and, where relevant, the planning authority.

However, the Government recognises concerns about the impact of airport drop-off charges on airport users and we are considering how any such review of this might be taken forward.

The Civil Aviation Authority (CAA) is currently undertaking its review of the 1991 Traffic Distribution Rules (TDR) after consulting stakeholders more widely. Once the review has concluded and the CAA has provided its advice, the government will give this careful consideration before determining next steps.

Most privately-operated tolled undertakings still require payment at tollbooths and so do not rely on the issuing of penalty charges for non-payment to ensure compliance. The Department does not currently have the power to impose a requirement for independent adjudication on the few undertakings that have already converted from tollbooths to remote payment systems. However, it is something that we will be seeking to require as and when further tolled undertakings convert to remote payment operation. The Highways (Financing) Bill includes clauses that would provide a simple legal route for tolled undertakings to convert from tollbooth to free-flow/remote payment operation. This would allow for an independent adjudication process to be required in future conversions.

This Government is investing a record £8.4 billion renewing the Strategic Road Network over the next 5 years through the third Road Investment Strategy so that the network can continue to be relied upon by road users across the country. The funding will enable National Highways to resurface around a quarter of the entire network.

The Government is also investing a record £7.3 billion in local highway maintenance over the next four years, providing local authorities with long-term funding certainty to tackle potholes and improve road condition.

Greater Lincolnshire Combined County Authority (GLCCA) is eligible to receive over £368 million across this period. It is for GLCCA to decide how much of this funding should be spent across their constituent local highway authorities (LHAs), including within Lincolnshire County Council, who are the LHA covering the South Holland and the Deepings constituency.

In addition to record funding, the Government has also introduced a strengthened regime of transparency reporting, incentive funding requirements and annually updated ratings. LHAs have recently published their 2026 highways maintenance transparency reports, enabling residents to see how funding is being used and how their roads are being managed.

In January 2023 the Driver and Vehicle Standards Agency (DVSA) changed the terms and conditions for the online business service (OBS), used by driving instructors and trainers to book and manage practical driving tests for their pupils, to help prevent anyone from selling tests at profit. In 2023 and 2024, the DVSA issued 352 warnings, 751 suspensions, and closed 743 business accounts for misuse of its booking service.

On 6 January 2025, DVSA introduced further terms and conditions for use of the service. From January 2025 to 11 May 2026, DVSA issued 337 warnings, 648 suspensions, and closed 669 business accounts.

Between April 2025 and 11 May 2026, for accounts that were suspended, there were 24,495 live test bookings linked to those accounts, at the point of suspension. For the same period, for accounts closed, there were 12,874 live test bookings linked to those accounts, at the point of closure. Please note that, prior to April 2025, DVSA did not hold the number of test appointments that existed at the point of warning, suspension or closure for any given business account.

DVSA has now taken further steps, including on 12 May removing access to OBS for the booking, changing and swapping of car driving tests and moving to a learner-only booking model through the Internet Booking Service. Where it detects activity that does not look like normal personal use, DVSA can suspend online access for 12 months meaning a driving test cannot be booked, changed, cancelled or rebooked online.

Since the changes to the booking system on 12 May, 6,799 suspensions have been applied and 1,310 tests have been cancelled.

UK law provides protections for passengers who are denied boarding as a result of overbooking. This includes a choice between reimbursement and re-routing, the provision of care and assistance such as meals and accommodation where required, and compensation.

As the UK aviation industry operates almost entirely in the private sector, decisions on ticket sales practices are generally a commercial matter for individual airlines. Airlines may oversell flights for a number of reasons, including to account for passengers who do not travel as booked or where operational circumstances require the use of a smaller aircraft than originally planned.

Wear and tear on roads is dominated by heavy goods vehicles (HGVs) and buses, with a much smaller impact from cars of any type.

No assessment has been made of the economic cost of the closure of airspace around a major airport or the closure of an airport.

The Government apologises to passengers across the United Kingdom who faced significant disruption as a result of the issues that impacted NATS' operation on 8 September, resulting in delays and cancellations for a large number of passengers, as well as the disruption that it has caused for industry. Let me be clear that disruption of this kind is absolutely unacceptable.

NATS' primary objective is to provide a safe air traffic service, while also delivering a resilient and reliable operation that enables aircraft to move efficiently through UK airspace. Safety remains the overriding priority in all operational decisions, with system resilience and service continuity essential to maintaining public confidence in the aviation network.

The Civil Aviation Authority (CAA) provides independent regulatory oversight of NATS' safety and operational performance, including monitoring performance against agreed targets and reviewing major incidents. The Department for Transport works closely with both the CAA and NATS to support a safe, resilient and effective air traffic system for passengers and the wider aviation sector.

The Department receives regular updates from NATS on the modernisation of its air traffic control systems, with technical changes closely monitored and overseen by the CAA as the independent regulator.

The Secretary of State asked NATS to provide a report by 16 September setting out the cause of the incident and the actions taken in response. The Secretary of State has also asked the CAA to conduct an independent review and will provide an update within 6 months. This will provide an important opportunity to review existing arrangements, ensure lessons are learned, and identify any further measures required to enhance resilience.

No assessment has been made of the economic cost of the closure of airspace around a major airport or the closure of an airport.

The information requested is not held by the Department for Transport.

The Driver and Vehicle Licensing Agency’s (DVLA) online services for driving licence transactions, vehicle licensing and vehicle excise duty enforcement penalty payments are already available 24 hours a day.

Since December 2025, all DVLA online vehicle services have been available until 9pm.

The DVLA is working to extend all services to 24 hour availability – this requires wider transformational changes to vehicle services which are currently in development.

There have been no discussions regarding the governance of road bridges crossing the river Thames with the Mayor of London. Responsibility for the maintenance of these structures, as well as any associated planning or co-ordination, lies with the relevant local highway authority or owning organisation, such as the City Bridge Foundation.

The Department’s Street Manager digital service enables local authorities to record, monitor and co-ordinate street works, including inspections. As use of the service is not mandatory for all types of works, the Department does not hold complete data on the number of inspections that fail.

The Department has not made an estimate of the cost to highway authorities of remedial works undertaken after the statutory guarantee period has expired.

Based on the aggregated figures from all Steel demand returns from 2022/23 to 2024/25 inclusive, 62% of total steel used across the project was UK sourced, increasing to 78% for reinforcement (rebar). Data including 2025/26 will be available in due course.

In line with the government’s new Steel Trade Measure and Strategy, which seeks to sustain and strengthen domestic steel production, HS2 will continue to be proactive in sourcing UK steel to meet future programme demand.

The Driver and Vehicle Licensing Agency (DVLA) employs 13 staff who are involved in administering the Register of Number Plate Suppliers (RNPS) scheme.

There are six RNPS Enforcement Officer posts where the post holder spends all their time on the RNPS scheme. Please note that two of these posts are currently vacant while new members are recruited.

There are also four staff who deal with RNPS queries and applications as part of their role. The team is managed by an Executive Officer for whom this is 50 per cent of their role, a Higher Executive Officer for whom this is 70 per cent of their role and a Senior Executive Officer for whom this is 40 per cent of their role.

Widening access to zero emission vehicles is a priority for the Government. Many used zero emission vehicle models are now available at similar prices to equivalent petrol and diesel vehicles. Industry data suggests that one in five used electric cars is available at under £15,000 and 43% are priced at £20,000 or less. Drivers also benefit from tax incentives until at least 2030, while Government grants support home and workplace charging.

For those able to charge at home, electric vehicles can save up to £1,400 a year in running and maintenance costs. The Government is investing £25 million in pavement channels to expand access to cheaper domestic charging and reviewing public charging costs to improve affordability.

Widening access to zero emission vehicles is a priority for the Government. Many used zero emission vehicle models are now available at similar prices to equivalent petrol and diesel vehicles. Industry data suggests that one in five used electric cars is available at under £15,000 and 43% are priced at £20,000 or less. Drivers also benefit from tax incentives until at least 2030, while Government grants support home and workplace charging.

For those able to charge at home, electric vehicles can save up to £1,400 a year in running and maintenance costs. The Government is investing £25 million in pavement channels to expand access to cheaper domestic charging and reviewing public charging costs to improve affordability.

The Government has set out its intention to phase out the sale of new pure petrol and diesel cars from 2030, and to phase out the sale of all new non-zero emission cars and vans from 2035. The Government has no plans to phase out petrol and diesel vehicles already in use or those sold before the phase out dates.

The Government has extensively assessed the impact of transitioning to zero emission vehicles and expects current petrol and diesel vehicle owners to benefit substantially from the lower running costs of switching to an electric vehicle, reduced air pollution, and reduced noise pollution.

The Department for Transport has published analysis of the whole-life environmental impact of electric vehicles available on GOV.UK. The analysis shows that, over their lifetime, electric cars are estimated to save at least 65% of greenhouse gas emissions compared to a petrol equivalent, and that this is likely to rise as renewable energy generation increases.

The Government has set out its intention to phase out the sale of new pure petrol and diesel cars from 2030, and to phase out the sale of all new non-zero emission cars and vans from 2035. The Government has no plans to phase out petrol and diesel vehicles already in use or those sold before the phase out dates.

The Government has extensively assessed the impact of transitioning to zero emission vehicles and expects current petrol and diesel vehicle owners to benefit substantially from the lower running costs of switching to an electric vehicle, reduced air pollution, and reduced noise pollution.

The Department for Transport has published analysis of the whole-life environmental impact of electric vehicles available on GOV.UK. The analysis shows that, over their lifetime, electric cars are estimated to save at least 65% of greenhouse gas emissions compared to a petrol equivalent, and that this is likely to rise as renewable energy generation increases.

The Government has set out its intention to phase out the sale of new pure petrol and diesel cars from 2030, and to phase out the sale of all new non-zero emission cars and vans from 2035. The Government has no plans to phase out petrol and diesel vehicles already in use or those sold before the phase out dates.

The Government has extensively assessed the impact of transitioning to zero emission vehicles and expects current petrol and diesel vehicle owners to benefit substantially from the lower running costs of switching to an electric vehicle, reduced air pollution, and reduced noise pollution.

The Department for Transport has published analysis of the whole-life environmental impact of electric vehicles available on GOV.UK. The analysis shows that, over their lifetime, electric cars are estimated to save at least 65% of greenhouse gas emissions compared to a petrol equivalent, and that this is likely to rise as renewable energy generation increases.

The Department has not made a specific assessment of rail connectivity between Camberley and London in relation to projected housing growth in Surrey Heath constituency.

South Western Railway is undertaking a timetable refresh, which will include a review of services serving Surrey Heath. Any assessment of future service provision will consider passenger demand alongside factors such as infrastructure constraints, operational performance and the level of public subsidy required.

The British Transport Police (BTP) are operationally independent and decisions on the total numbers of officers at locations on the railway is a decision for senior officers within BTP. The BTP are not able to provide the specific breakdown of officer numbers at individual stations for operational security reasons.

The Department expects operators to consider the impact on passengers when proposing changes to retailing arrangements. These may include changes to ticket office opening hours, ticket machine provision, or the availability of products and services such as railcards and discounted tickets. Where operators propose changes to regulated ticket office hours, they must follow the relevant requirements set out in the Ticketing and Settlement Agreement and have regard to the Secretary of State's guidance when proposing changes.

In considering changes, operators are expected to ensure that passengers continue to have access to tickets, information and support, including railcards and discounted tickets, through alternative retail channels.

Department for Transport officials hold regular discussions with HM Treasury officials on a range of matters, including in relation to the procurement of rolling stock. However, no discussions have taken place between the Secretary of State for Transport and the Chancellor of the Exchequer on the use of alternative financing models to fund the purchase of new trains.

Department for Transport officials hold regular discussions with HM Treasury officials on a range of matters, including in relation to the procurement of rolling stock. However, no discussions have taken place between the Secretary of State for Transport and the Chancellor of the Exchequer on the use of alternative financing models to fund the purchase of new trains.

The Government is working with the rail industry to reduce and deter fare evasion, including through the development of a new cross-industry framework and improved data sharing. These measures will help identify repeat offenders, deter future fare evasion, and support operators in recovering unpaid fares and taking proportionate enforcement action where appropriate.

The Department expects all train operators to plan and deliver services that respond to evolving passenger demand. This may involve reduced services, or station calls where demand is expected to be lower, but equally enhanced services at times and places where demand is higher. The overarching principle is to provide capacity to best meet demand within the resources available, in a way that delivers value for money for taxpayers and supports delivery of a reliable railway. Changes are considered on a case-by-case basis considering a range of factors, including the impact on performance and crowding, the effect on access to services such as employment, education, healthcare and leisure and the impact on the overall affordability of the railway, in particular the net subsidy taxpayers pay to the railway.

The Government recognises the importance of maintaining a strong pipeline of UK seafarers to support maritime growth and resilience. To support this, maritime skills and training are regularly discussed with ministerial colleagues, industry stakeholders, and trade unions.

Policy discussions are informed by the recent Seafarer Projections Review which identified a potential shortfall of around 8,900 seafarers by 2035, and also by the Review of the Effectiveness of Funding for UK Seafarer Training which has provided an updated evidence base on the long-term sustainability of the workforce. We also note that recent reforms to the Tonnage Tax regime have contributed to growth in participation, with ship numbers in the regime increasing by 22% over the last two years, supporting the Government's ambitions for maritime growth, skills development and cadet training, and demonstrating the value placed on the regime by the maritime industry.

Work is underway to future proof seafarer training through the Cadet Training and Modernisation programme and the Ratings Review. We also strive to increase officer cadet recruitment by funding 50% of the cost of cadet training through the Support for Maritime Training (SMarT) fund, whose budget for 2026/27 stands at £19.4m. Our focus is now on taking forward the recommendations of the funding review and ensuring the UK remains an attractive place to invest, train and operate.

The Government recognises the importance of maintaining a strong pipeline of UK seafarers to support maritime growth and resilience. To support this, maritime skills and training are regularly discussed with ministerial colleagues, industry stakeholders, and trade unions.

Policy discussions are informed by the recent Seafarer Projections Review which identified a potential shortfall of around 8,900 seafarers by 2035, and also by the Review of the Effectiveness of Funding for UK Seafarer Training which has provided an updated evidence base on the long-term sustainability of the workforce. We also note that recent reforms to the Tonnage Tax regime have contributed to growth in participation, with ship numbers in the regime increasing by 22% over the last two years, supporting the Government's ambitions for maritime growth, skills development and cadet training, and demonstrating the value placed on the regime by the maritime industry.

Work is underway to future proof seafarer training through the Cadet Training and Modernisation programme and the Ratings Review. We also strive to increase officer cadet recruitment by funding 50% of the cost of cadet training through the Support for Maritime Training (SMarT) fund, whose budget for 2026/27 stands at £19.4m. Our focus is now on taking forward the recommendations of the funding review and ensuring the UK remains an attractive place to invest, train and operate.

The Government recognises the importance of maintaining a strong pipeline of UK seafarers to support maritime growth and resilience. To support this, maritime skills and training are regularly discussed with ministerial colleagues, industry stakeholders, and trade unions.

Policy discussions are informed by the recent Seafarer Projections Review which identified a potential shortfall of around 8,900 seafarers by 2035, and also by the Review of the Effectiveness of Funding for UK Seafarer Training which has provided an updated evidence base on the long-term sustainability of the workforce. We also note that recent reforms to the Tonnage Tax regime have contributed to growth in participation, with ship numbers in the regime increasing by 22% over the last two years, supporting the Government's ambitions for maritime growth, skills development and cadet training, and demonstrating the value placed on the regime by the maritime industry.

Work is underway to future proof seafarer training through the Cadet Training and Modernisation programme and the Ratings Review. We also strive to increase officer cadet recruitment by funding 50% of the cost of cadet training through the Support for Maritime Training (SMarT) fund, whose budget for 2026/27 stands at £19.4m. Our focus is now on taking forward the recommendations of the funding review and ensuring the UK remains an attractive place to invest, train and operate.

The Government recognises how important the first stage of East West Rail is to communities and passengers along the route, and we are working closely with industry partners to support the introduction of passenger services as soon as possible.

The department has not discussed HMS President with the Port of London Authority. In general, the department does not discuss heritage matters with the PLA, unless there is a need from the PLA for the department to act on its behalf. The PLA is a trust port and as such does not consult the department on its day-to-day operational decisions.

The department has not discussed HMS President with the Port of London Authority. In general, the department does not discuss heritage matters with the PLA, unless there is a need from the PLA for the department to act on its behalf. The PLA is a trust port and as such does not consult the department on its day-to-day operational decisions.

The department has not discussed HMS President with the Port of London Authority. In general, the department does not discuss heritage matters with the PLA, unless there is a need from the PLA for the department to act on its behalf. The PLA is a trust port and as such does not consult the department on its day-to-day operational decisions.

The department has not discussed HMS President with the Port of London Authority. In general, the department does not discuss heritage matters with the PLA, unless there is a need from the PLA for the department to act on its behalf. The PLA is a trust port and as such does not consult the department on its day-to-day operational decisions.

The department has not discussed HMS President with the Port of London Authority. In general, the department does not discuss heritage matters with the PLA, unless there is a need from the PLA for the department to act on its behalf. The PLA is a trust port and as such does not consult the department on its day-to-day operational decisions.

The department has not discussed HMS President with the Port of London Authority. In general, the department does not discuss heritage matters with the PLA, unless there is a need from the PLA for the department to act on its behalf. The PLA is a trust port and as such does not consult the department on its day-to-day operational decisions.

The department has not discussed HMS President with the Port of London Authority. In general, the department does not discuss heritage matters with the PLA, unless there is a need from the PLA for the department to act on its behalf. The PLA is a trust port and as such does not consult the department on its day-to-day operational decisions.