Written questions by MacDonald.

What estimate her Department has made of the number of independent MOT testing stations that have closed since 2010; and whether she has had discussions with the DVSA on the potential impact of the Class 4 MOT fee on local testing capacity in rural and remote areas.

The Department understands that rising inflation and operational costs have put pressure on garages. It is not possible to determine the number of MOT testing centres that have ‘closed’ since 2010 as sites might cease testing and then resume testing at a later date, sometimes under new ownership. The Department keeps the MOT regime, including the fee and the provision of service in all areas of Great Britain under review. Any consideration of changes must balance the needs of garages and their ability to invest against the interests of drivers in receiving value from the MOT.

What steps she is taking to help ensure HGV licence applications are processed within DVLA target times, in cases where drivers may lose their job if the licence is delayed.

The Driver and Vehicle Licensing Agency (DVLA) seeks to process all driving licence applications as quickly as possible. However, in the interests of road safety, licences can only be issued once the required medical standards are met. Medical standards for lorry and bus drivers (Group 2) are significantly higher than those for car and motorcycle drivers (Group 1), reflecting the size and weight of these vehicles and the length of time professional drivers typically spend at the wheel. Where a medical condition needs to be assessed, applications may take longer to process, as the DVLA is often dependent on information from third parties, including medical professionals. Where drivers indicate that their licence is required for employment, applications are prioritised where possible. The DVLA has seen a sustained increase in both the volume and complexity of medical licence applications. In 2024/25, more than 830,000 medical licensing decisions were made, with over 925,000 medical applications and notifications forecast for 2025/26. This increase has led to longer waiting times for some customers. To improve performance and service levels, the DVLA is enhancing its digital services and introducing a new casework system to support medical licensing. This is being complemented by the recruitment of additional staff to process applications and handle customer enquiries, which will deliver improvements for drivers with medical conditions.

What steps she is taking to reduce delays in the issuing of HGV driving licences for drivers with medical conditions.

The Driver and Vehicle Licensing Agency (DVLA) seeks to process all driving licence applications as quickly as possible. However, in the interests of road safety, licences can only be issued once the required medical standards are met. Medical standards for lorry and bus drivers (Group 2) are significantly higher than those for car and motorcycle drivers (Group 1), reflecting the size and weight of these vehicles and the length of time professional drivers typically spend at the wheel. Where a medical condition needs to be assessed, applications may take longer to process, as the DVLA is often dependent on information from third parties, including medical professionals. Where drivers indicate that their licence is required for employment, applications are prioritised where possible. The DVLA has seen a sustained increase in both the volume and complexity of medical licence applications. In 2024/25, more than 830,000 medical licensing decisions were made, with over 925,000 medical applications and notifications forecast for 2025/26. This increase has led to longer waiting times for some customers. To improve performance and service levels, the DVLA is enhancing its digital services and introducing a new casework system to support medical licensing. This is being complemented by the recruitment of additional staff to process applications and handle customer enquiries, which will deliver improvements for drivers with medical conditions.

What measures her Department is taking to ensure that an appropriate balance is struck between helicopter operations and the impact of aviation noise on communities located beneath established helicopter routes.

The Government’s overall policy on aviation noise is to balance the economic and consumer benefits of aviation against its social and health implications. The Air Navigation Guidance 2017 provided by the Department to the Civil Aviation Authority urges helicopter operators to fly with consideration for communities that may live under their flightpath. The Department has also sought to encourage pilots to follow other available guidance, such as that produced by the British Helicopter Association which encourages pilots to fly as high as possible within safety and operational limits. Aircraft and traffic noise is not included as a statutory nuisance under the Environmental Protection Act 1990. The Government believes it is not practical for local authorities to enforce noise from these sources, and that aviation noise is better managed through specific Government policies tailored to individual noise sources. Powers under the Environmental Protection Act 1990 are devolved in Scotland.

What measures her Department is taking to review the adequacy of the exclusion of aircraft noise from the statutory nuisance regime, particularly in relation to communities affected by regular helicopter overflight.

The Government’s overall policy on aviation noise is to balance the economic and consumer benefits of aviation against its social and health implications. The Air Navigation Guidance 2017 provided by the Department to the Civil Aviation Authority urges helicopter operators to fly with consideration for communities that may live under their flightpath. The Department has also sought to encourage pilots to follow other available guidance, such as that produced by the British Helicopter Association which encourages pilots to fly as high as possible within safety and operational limits. Aircraft and traffic noise is not included as a statutory nuisance under the Environmental Protection Act 1990. The Government believes it is not practical for local authorities to enforce noise from these sources, and that aviation noise is better managed through specific Government policies tailored to individual noise sources. Powers under the Environmental Protection Act 1990 are devolved in Scotland.

What assessment her Department has made of the adequacy of existing monitoring and data collection arrangements for helicopter movements in uncontrolled airspace, including over residential areas.

The Department for Transport does not monitor aircraft movements within uncontrolled airspace and therefore has not made any assessment of existing monitoring and data collection arrangements for helicopter movements in uncontrolled airspace. The Civil Aviation Authority, as the UK's independent regulator for civil aviation, manages and regulates the use of UK airspace. Uncontrolled airspace enables aircraft to operate freely and without the need to follow set routes, whilst abiding by the Rules of the Air Regulation 2015.

What recent assessment she has made of the adequacy of rescue helicopter operational capability.

Throughout the procurement and service delivery lifecycle of the UK’s contracted search and rescue helicopter provision, capability is continually assessed against demand, ensuring that it will always meet the needs of the public. Recent examples include demand analyses, audit programmes and reviews of technical requirements to support procurements.

Whether he has made an assessment of the potential merits of limiting access for foreign-flagged passenger vessels to designated areas of UK territorial waters.

No recent assessment has been made of the potential merits of limiting access for foreign-flagged passenger vessels to UK territorial waters. Vessels in UK territorial waters are subject to a number of controls, including the United Nations Convention on the Law of the Sea (UNCLOS), and inspection at UK ports to ensure compliance with their obligations under international maritime regulations. The UK relies on both foreign-flagged and UK-registered vessels for key imports and passenger services.

What discussions his Department has had with the International Maritime Organisation on the designation of additional Emission Control Areas adjacent to the west coast of the United Kingdom.

We, alongside EU partners, are leading work at the International Maritime Organization (IMO) to bring in a new Emission Control Area (ECA) in the North-East Atlantic Ocean. This is a key measure, which covers over 5 million km2 of ocean, to reduce air pollutant emissions of vessels across the whole of the North East Atlantic and the west coast of the UK. We will continue to support and press for adoption of this vital measure at the 84th IMO Marine Environment Protection Committee in April 2026.

Whether she has made an assessment of the potential environmental impacts of restricting the use of heavy fuel oil within the UK Exclusive Economic Zone.

The Government is committed to working through the International Maritime Organization (IMO) to reduce the global environmental impact of the maritime sector. We are a leading voice in supporting the adoption of the Net-Zero Framework to reduce global shipping’s greenhouse gas emissions, and remain committed to working with others to progress adoption of the Net-Zero Framework in 2026. Additional global measures, such as the introduction of stricter international sulphur regulations in 2020, have already reduced the use of traditional high sulphur Heavy Fuel Oil. We are also taking action domestically through policies set out in the Maritime Decarbonisation Strategy. This presents a range of fuel scenarios, underpinned by our maritime emissions model, illustrating the varying ways in which the UK domestic maritime sector could transition from traditional fuels, such as heavy fuel oil, to zero, and near-zero, emission fuels. This is also informed by a wide range of other evidence including from industry, non-governmental organisations and academia.

What assessment he has made of the levels of cruise vessel activity in environmentally sensitive coastal areas of the west of Scotland.

Department for Transport Ministers have not discussed with the Scottish Government limiting cruise ship activity. Nor have they undertaken any assessment of the levels of such activity.Cruise visits bring jobs and growth to coastal communities. That’s why the Government, in partnership with the industry, published the UK Cruise Growth Plan in September 2025.That plan offers a blueprint for future collaboration on connected priorities, such as further progress towards net zero and increasing environmental protection. It sits alongside the UK Government’s Maritime Decarbonisation Strategy, which sets out our pathway and key policies to decarbonise the maritime sector.

What recent assessment she has made of the use of heavy fuel oil by vessels operating in UK waters.

The Government is committed to working through the International Maritime Organization (IMO) to reduce the global environmental impact of the maritime sector. We are a leading voice in supporting the adoption of the Net-Zero Framework to reduce global shipping’s greenhouse gas emissions, and remain committed to working with others to progress adoption of the Net-Zero Framework in 2026. Additional global measures, such as the introduction of stricter international sulphur regulations in 2020, have already reduced the use of traditional high sulphur Heavy Fuel Oil. We are also taking action domestically through policies set out in the Maritime Decarbonisation Strategy. This presents a range of fuel scenarios, underpinned by our maritime emissions model, illustrating the varying ways in which the UK domestic maritime sector could transition from traditional fuels, such as heavy fuel oil, to zero, and near-zero, emission fuels. This is also informed by a wide range of other evidence including from industry, non-governmental organisations and academia.

What discussions she has had with the Scottish Government on managing cruise ship traffic in sensitive coastal and marine environments.

Department for Transport Ministers have not discussed with the Scottish Government limiting cruise ship activity. Nor have they undertaken any assessment of the levels of such activity.Cruise visits bring jobs and growth to coastal communities. That’s why the Government, in partnership with the industry, published the UK Cruise Growth Plan in September 2025.That plan offers a blueprint for future collaboration on connected priorities, such as further progress towards net zero and increasing environmental protection. It sits alongside the UK Government’s Maritime Decarbonisation Strategy, which sets out our pathway and key policies to decarbonise the maritime sector.

What recent assessment he has made of the potential merits of introducing restrictions on the proximity of large passenger vessels to the UK coastline, other than when entering or leaving port.

We recognise the impact in terms of noise, environmental damage, and air quality that large vessels can have in proximity to coastlines. Whilst we have made no recent assessment of this impact for the purpose of placing restrictions, we have taken significant steps to improve our evidence base on the emissions from shipping by developing a new Maritime Emissions Model.The UK continues to push for the adoption of the Net Zero Framework at the International Maritime Organization, which will place global regulation on the maritime sector to incentivise the transition to zero, and near-zero, emission fuels.

What assessment he has made of the adequacy of the regulatory framework governing the operation of foreign-flagged passenger vessels within UK territorial waters.

No recent assessment has been made of the potential merits of limiting access for foreign-flagged passenger vessels to UK territorial waters. Vessels in UK territorial waters are subject to a number of controls, including the United Nations Convention on the Law of the Sea (UNCLOS), and inspection at UK ports to ensure compliance with their obligations under international maritime regulations. The UK relies on both foreign-flagged and UK-registered vessels for key imports and passenger services.

Whether his Department has made an assessment of the potential impact of rural depopulation on levels of transport-related emissions in remote communities.

The Department for Transport has not made an assessment of the potential impact of rural depopulation on levels of transport-related emissions in remote communities.

What recent assessment her Department has made of trends in the level of distribution of (a) rapid and (b) ultra-rapid EV charging points across rural constituencies.

The Government is committed to ensuring a spread of chargepoints across the country – in our cities, towns and rural areas. In October, the Department published the latest quarterly tables showing charging devices at all UK parliamentary constituencies including a table of 50kW+ or above devices, available at tables 7a and 7b here: https://assets.publishing.service.gov.uk/media/6900f9b584b816d72cb9aab6/electric-vehicle-public-charging-infrastructure-statistics-october-2025.ods.Between October 2024 and October 2025 the number of public charging devices located in rural areas of England increased by 26%.

What assessment her Department has made of the potential environmental benefits of expanding EV charging infrastructure in rural and remote communities.

The zero emission vehicle (ZEV) transition is crucial to the UK meeting its climate change obligations, as well as improving air quality and supporting growth.Government and industry support means charging infrastructure will match rising demand, so that everyone, no matter where they live or work, can make the transition to a ZEV. As of 1 November, there are now more than 86,700 public charging devices across the UK, an increase of 22% year on year.

What assessment her Department has made of the potential impact of gaps in EV charging infrastructure on uptake of electric vehicles in rural communities.

We are committed to ensuring a spread of chargepoints across the country – in our cities, towns and rural areas. Government and industry support means charging infrastructure will match rising demand, so that everyone, no matter where they live or work, can make the transition to a ZEV. As of 1 November, there are now more than 86,700 public charging devices across the UK, an increase of 22% year on year.

What discussions her Department has had with (a) bus operators and (b) electricity providers on the potential impact of electricity standing charges on the operating costs of zero-emission bus fleets.

We are committed to expanding the electricity network to support the electrification of transport and are working closely with bus operators and DESNZ about electricity provision for depots. Due to lower operating costs of battery electric buses compared to diesel buses, this makes them an attractive option for bus operators.