Department for Transport

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier.

Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities.

My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’.

The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve.

The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments.

In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier.

Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities.

My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’.

The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve.

The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments.

In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier.

Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities.

My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’.

The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve.

The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments.

In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier.

Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities.

My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’.

The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve.

The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments.

In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

I note that the report by Britain Remade entitled ‘Back on Track: How To Build New Trams in The UK and Get Britain Moving’ makes various recommendations about how tramway construction can be made quicker, cheaper and easier.

Whilst there are lessons to be learned from across the globe, the development and delivery of mass transit, including trams, is devolved in England. It is for local authorities to identify and bring forward the best mass transit solutions for their areas. My Department has a large team who work closely with Mayoral Combined Authorities and the largest Local Transport Authorities on plans for mass transit systems where those might form part of the local transport system in our largest cities.

My Department also works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) to reduce the impact of street and road works on members of the public. HAUC(UK) are currently reviewing the Diversionary Works Code of Practice with Department officials. There are currently no plans to amend the ‘The Streets Works (Sharing of Costs of Works) Regulation 2000’.

The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works and to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or Local Highway Authority would then need to resolve.

The proposed Planning and Infrastructure Bill also aims to streamline infrastructure delivery, including through reforms to the Transport and Works Act 1992. The reforms will deliver a consenting process to enable the authorisation of new railways or tramways in England and Wales (as well as guided transport schemes and inland waterways) that reduces unnecessary administrative burdens placed on applicants pursuing transport infrastructure projects under the Transport and Works Act 1992 (TWA92) regime. The Bill will make various technical amendments to the TWA92 to ensure the regime is fit for purpose and proportionate, with the intention of streamlining and improving the efficiency of delivering new transport schemes. Measures include enabling cost recovery for statutory consultees and local authorities to support their resourcing and encourage timely, high-quality input. They also include introducing statutory deadlines for determination of applications to provide greater certainty for stakeholders. Other measures are allowing the inclusion of additional authorisations to streamline multiple approval processes, replacing model clauses with more flexible guidance, and clarifying legislation through amendments.

In terms of studying and implementing cheaper, shallower trackbeds, my Department is supporting the Coventry Very Light Rail (CVLR) research and development project which aims to deliver all the benefits of a modern light rail solution at half the cost and time, with reduced disruption during construction due to its innovative shallow track form and battery-operated vehicle.

The Department is committed to ensuring everyone, including women and girls, is safe on the transport network. As part of our aim to reduce Violence Against Women and Girls (VAWG) by half over the next decade, we have an ambitious, evidence-based programme to help tackle VAWG on transport. This includes proposals in the Bus Services (No. 2) Bill, such as staff training on how to recognise and respond to incidents of criminal and anti-social behaviour.

The Department is also working across government and with partners, including the British Transport Police (BTP), the transport industry and local authorities, to ensure that everyone feels and is safe when travelling.

For example, in line with their zero-tolerance approach to sexual harassment and sexual offences on the railway, the BTP deploy a range of policing techniques to pursue offenders on the rail network to ensure it remains a safe environment and encourage reporting of incidents via the 61016-text number or 999 in an emergency. They also have a range of innovative awareness campaigns to encourage reporting and bystander intervention in response to sexual offences. This includes the successful ‘Speak Up Interrupt’, encouraging bystanders to support or intervene to help victims.

Between November 2024 and January 2025 EWR Co. held a non-statutory consultation where they presented options for stations and services on the Marston Vale Line between Bletchley and Bedford; feedback from this is currently being considered. No decisions have been taken on names for potential stations on East West Rail at the current time.

While the Department for Transport does not directly determine station names, it recognises the importance of names reflecting local identity and supporting wider community and economic objectives. Any proposals for naming will be considered by the rail industry (including consultation with local stakeholders) in due course.

The Secretary of State has not made a specific assessment of the environmental impact of operating diesel trains on the Uckfield branch line.  As the line is not electrified, it is a matter for the operator to ensure that they meet the needs of customers by deploying the appropriate rolling stock to deliver train services while reducing environmental impacts wherever possible.

The Department meets the train operator every four weeks to discuss performance. Last period 89 per cent of Robin Hood Line services arrived on time or within three minutes. Currently, there are no plans to increase the frequency of services on this route.

The Department is thoroughly reviewing the position we have inherited on HS2 Phase 2b East, before setting out more detailed plans in the near future, including futureplans for HS2 Phase 2b safeguarding and a disposal programme for land and property acquired for HS2 that is no longer required. We expect to be able to provide further detail of our intended approach for Phase 2b safeguarding during the summer. Any land acquired for Phase 2 that is no longer required will be sold in line with Treasury rules through a disposal programme.

The Department is thoroughly reviewing the position we have inherited on HS2 Phase 2b East, before setting out more detailed plans in the near future, including futureplans for HS2 Phase 2b safeguarding and a disposal programme for land and property acquired for HS2 that is no longer required. We expect to be able to provide further detail of our intended approach for Phase 2b safeguarding during the summer. Any land acquired for Phase 2 that is no longer required will be sold in line with Treasury rules through a disposal programme.

The Government wants to bring decision making as close as possible to the communities those decisions impact. That is why we will give mayors a statutory role in governing, managing, planning and developing the Great British Railways (GBR) network.

This will ensure they will be appropriately consulted on GBR’s activity (including the development of railway plans, strategies and services), are able to scrutinise GBR’s performance. GBR will also be required to have due regard to devolved transport strategies.

An enhanced role for mayors will be balanced with GBR's role as the directing mind for the national network. The establishment of GBR will bring together responsibility for managing allocation of capacity and management of the infrastructure. GBR will therefore be able to make the best use of the rail network and provide a seamless service for passengers and freight users.

The Department for Transport continues to review all policy options that may support the continued rollout of public electric vehicle chargepoints. This includes reviewing the potential for inclusion of electricity in the Renewable Transport Fuel Obligation.

As this is live planning application that is yet to be decided, unfortunately I cannot comment in detail at this time. The Secretary of State will assess all evidence provided to her, by the applicant, the Examining Authority, and any parties who chose to make written representations. This will include information on economic impacts. Once the decision is made, the decision letter will set out the full rationale.

It is important road safety knowledge and hazard perception skills are up to date at the critical point a person drives unsupervised for the first time.

The maximum duration of two years between passing the theory test and a subsequent practical test is in place to ensure a customer’s road safety knowledge and ability to identify developing hazards is current. This validity period is set in legislation, and the Government has no current plans to lay further legislation to extend it.

Ensuring learner drivers have current relevant knowledge and skills is a vital part of the learning to drive process as new drivers are disproportionately casualties on our roads. Learners therefore need to pass another theory test if their two-year theory test certificate expires.

The government recognises the importance of accessible, frequent and affordable bus services in keeping communities connected. The government introduced the Bus Services (No.2) Bill on 17 December as part of its ambitious plan for bus reform. The Bill puts the power over local bus services back in the hands of local leaders and is intended to ensure bus services reflect the needs of the communities that rely on them right across England, including in North Shropshire.

In addition, 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, of which Shropshire Council has been allocated £4.5 million. Local authorities can use this funding to introduce new bus routes, make services more frequent and protect crucial bus routes for local communities.  Future funding for buses will be announced following the conclusion of the multi-year spending review.

The Department for Transport has regular discussions with representatives from the automotive industry to help guide future policy.

The European New Car Assessment Programme (Euro NCAP) is an independent charity, of which the Department is one of many members. It provides information to consumers on the relative safety of a range of new vehicles, including cars, so that they can factor safety into their vehicle buying decisions. Not all new vehicles are rated, but the process incentivises manufacturers to develop increasingly safer vehicles through better design and the use of new technology. It imposes no mandatory requirements, and it is a commercial decision for the vehicle manufacturers to determine which safety systems they choose to fit.

The Department for Transport does not currently have plans to produce further guidance on noise cameras but is keeping up to date with any advancements in this technology.

It is ultimately for local authorities and the police to consider what the most appropriate enforcement routes may be for addressing issues with excessive vehicle noise within their area. The use of noise camera technology has already been taken forward by some local authorities.

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.