Written questions by Morello.

What steps her Department is taking to reduce processing delays at the Driver and Vehicle Licensing Agency for drivers in the South West.

No specific assessment has been undertaken on delays affecting drivers from West Dorset or the South West. There are no delays in applications for a licence where there is no medical condition involved. The DVLA’s target for driving licence applications is to dispatch 95 per cent within three working days for straightforward online applications and 90 per cent within ten working days for straightforward paper applications. In the current financial year, the DVLA has achieved 100 per cent for online applications and 99.9 per cent for paper applications. Driving licence applications where a medical condition(s) must be investigated before a licence can be issued can take longer as the DVLA is often reliant on information from third parties, including medical professionals, before a licence can be issued. For 2025/26 the average time to make a licensing decision in cases where a medical condition(s) must be investigated before a licence could be issued to 16 March is 56.67 days. The DVLA is currently experiencing an increase in both the volume and complexity of driving licence applications from people with one or more medical conditions. To keep up with growing customer demand and to offer a better service, the DVLA is updating its online service and is launching a new casework system that will deliver significant improvements to drivers with medical conditions. These enhancements, alongside the recruitment of additional staff to deal with medical applications and answer telephone calls, will deliver real improvements for customers.

What the average processing time is for the Driver and Vehicle Licensing Agency to assess driving licence applications following the submission of medical information.

No specific assessment has been undertaken on delays affecting drivers from West Dorset or the South West. There are no delays in applications for a licence where there is no medical condition involved. The DVLA’s target for driving licence applications is to dispatch 95 per cent within three working days for straightforward online applications and 90 per cent within ten working days for straightforward paper applications. In the current financial year, the DVLA has achieved 100 per cent for online applications and 99.9 per cent for paper applications. Driving licence applications where a medical condition(s) must be investigated before a licence can be issued can take longer as the DVLA is often reliant on information from third parties, including medical professionals, before a licence can be issued. For 2025/26 the average time to make a licensing decision in cases where a medical condition(s) must be investigated before a licence could be issued to 16 March is 56.67 days. The DVLA is currently experiencing an increase in both the volume and complexity of driving licence applications from people with one or more medical conditions. To keep up with growing customer demand and to offer a better service, the DVLA is updating its online service and is launching a new casework system that will deliver significant improvements to drivers with medical conditions. These enhancements, alongside the recruitment of additional staff to deal with medical applications and answer telephone calls, will deliver real improvements for customers.

What recent assessment she has made of the impact of processing delays at the Driver and Vehicle Licensing Agency on drivers in West Dorset.

No specific assessment has been undertaken on delays affecting drivers from West Dorset or the South West. There are no delays in applications for a licence where there is no medical condition involved. The DVLA’s target for driving licence applications is to dispatch 95 per cent within three working days for straightforward online applications and 90 per cent within ten working days for straightforward paper applications. In the current financial year, the DVLA has achieved 100 per cent for online applications and 99.9 per cent for paper applications. Driving licence applications where a medical condition(s) must be investigated before a licence can be issued can take longer as the DVLA is often reliant on information from third parties, including medical professionals, before a licence can be issued. For 2025/26 the average time to make a licensing decision in cases where a medical condition(s) must be investigated before a licence could be issued to 16 March is 56.67 days. The DVLA is currently experiencing an increase in both the volume and complexity of driving licence applications from people with one or more medical conditions. To keep up with growing customer demand and to offer a better service, the DVLA is updating its online service and is launching a new casework system that will deliver significant improvements to drivers with medical conditions. These enhancements, alongside the recruitment of additional staff to deal with medical applications and answer telephone calls, will deliver real improvements for customers.

What steps her Department is taking to help reduce delays at the Driver and Vehicle Licensing Agency in processing driving licence decisions where medical evidence has been submitted.

No specific assessment has been undertaken on delays affecting drivers from West Dorset or the South West. There are no delays in applications for a licence where there is no medical condition involved. The DVLA’s target for driving licence applications is to dispatch 95 per cent within three working days for straightforward online applications and 90 per cent within ten working days for straightforward paper applications. In the current financial year, the DVLA has achieved 100 per cent for online applications and 99.9 per cent for paper applications. Driving licence applications where a medical condition(s) must be investigated before a licence can be issued can take longer as the DVLA is often reliant on information from third parties, including medical professionals, before a licence can be issued. For 2025/26 the average time to make a licensing decision in cases where a medical condition(s) must be investigated before a licence could be issued to 16 March is 56.67 days. The DVLA is currently experiencing an increase in both the volume and complexity of driving licence applications from people with one or more medical conditions. To keep up with growing customer demand and to offer a better service, the DVLA is updating its online service and is launching a new casework system that will deliver significant improvements to drivers with medical conditions. These enhancements, alongside the recruitment of additional staff to deal with medical applications and answer telephone calls, will deliver real improvements for customers.

What recent assessment she has made of the potential impact of bright vehicle headlights on people with (a) sensitive and (b) elderly retinas.

Approved Halogen, Xenon and LED light sources have been permitted in road vehicle headlamps for many years; no UK specific assessment has been made of their effect on drivers' safety and visibility for vulnerable road users. Nevertheless, international regulations require more powerful headlamps to be fitted with an automatic washing system to reduce the risk of light being misdirected by dirt on the lens, and with an automatic levelling systems to allow the correction of headlamp aim when the vehicle is loaded. We know headlamp glare is a real frustration for many drivers and is even discouraging some from driving at night and in the recent Road Safety Strategy we have committed to carrying out further focused research in this area. In advance of the next phase of work we are engaging with the College of Optometrists to better understand the issues and experiences their patients are raising with them.

What assessment she has made of the effectiveness of dip headlights on motorcycles in improving road safety.

There are detailed requirements that must be satisfied before vehicles can be sold or registered in the UK. The lighting system fitted to motorcycles is included in the pre-registration assessment which requires that headlamps are approved to internationally recognised standards to ensure that they are bright enough to light the road ahead but not so bright as to dazzle other road users. Headlamp operation and aim is also routinely checked as part of the annual MoT inspection. No recent UK assessment has been made of the effectiveness of dipped motorcycle headlamps but in response to public concerns raised about glare from vehicle headlamps an international glare prevention taskforce has been established at the United Nations Economic Commission for Europe. UK officials and vehicle manufacturers’ representatives are actively involved in the work of the group which is reviewing existing requirements and looking at potential measures to reduce the occurrence of headlamp glare.

What steps she is taking to help ensure that motorcycle lighting systems do not cause glare for other road users.

There are detailed requirements that must be satisfied before vehicles can be sold or registered in the UK. The lighting system fitted to motorcycles is included in the pre-registration assessment which requires that headlamps are approved to internationally recognised standards to ensure that they are bright enough to light the road ahead but not so bright as to dazzle other road users. Headlamp operation and aim is also routinely checked as part of the annual MoT inspection. No recent UK assessment has been made of the effectiveness of dipped motorcycle headlamps but in response to public concerns raised about glare from vehicle headlamps an international glare prevention taskforce has been established at the United Nations Economic Commission for Europe. UK officials and vehicle manufacturers’ representatives are actively involved in the work of the group which is reviewing existing requirements and looking at potential measures to reduce the occurrence of headlamp glare.

Whether her Department plans to review regulations relating to motorcycle headlight brightness and beam alignment.

There are detailed requirements that must be satisfied before vehicles can be sold or registered in the UK. The lighting system fitted to motorcycles is included in the pre-registration assessment which requires that headlamps are approved to internationally recognised standards to ensure that they are bright enough to light the road ahead but not so bright as to dazzle other road users. Headlamp operation and aim is also routinely checked as part of the annual MoT inspection. No recent UK assessment has been made of the effectiveness of dipped motorcycle headlamps but in response to public concerns raised about glare from vehicle headlamps an international glare prevention taskforce has been established at the United Nations Economic Commission for Europe. UK officials and vehicle manufacturers’ representatives are actively involved in the work of the group which is reviewing existing requirements and looking at potential measures to reduce the occurrence of headlamp glare.

What assessment she has made of the potential impact of halogen and high-intensity headlights on driver safety and visibility for vulnerable road users.

Approved Halogen, Xenon and LED light sources have been permitted in road vehicle headlamps for many years; no UK specific assessment has been made of their effect on drivers' safety and visibility for vulnerable road users. Nevertheless, international regulations require more powerful headlamps to be fitted with an automatic washing system to reduce the risk of light being misdirected by dirt on the lens, and with an automatic levelling systems to allow the correction of headlamp aim when the vehicle is loaded. We know headlamp glare is a real frustration for many drivers and is even discouraging some from driving at night and in the recent Road Safety Strategy we have committed to carrying out further focused research in this area. In advance of the next phase of work we are engaging with the College of Optometrists to better understand the issues and experiences their patients are raising with them.

Whether her Department is supporting research into Soil Moisture Deficit forecasting and monitoring technologies.

High soil moisture deficit levels within earthworks arise when the earth has become dried out following prolonged dry hot weather, leading to the soil shrinking and cracks developing within. If this is followed by a period of extreme or prolonged rainfall, water entering these cracks can lead to rapid failure of the earthworks. Network Rail has commissioned an active nationwide monitoring regime using remote sensors, modelling and geotechnical assessments to monitor slope stability across the network. It has also supported academic research, such as the ACHILLES programme, to further industry understanding on the loss of material strength from repeated cycles of wetting and drying. Intelligence from such research is fed into strategic whole life costing modelling to inform future renewal and maintenance activities. At the same time, Network Rail is engaging in proactive measures to reinforce embankments in high-risk areas and reduce water retention and erosion. Together, these measures should reduce the risk of earthworks failure and improve the long-term resilience of these assets despite the increasing number of extreme weather events that are expected due to climate change. I am aware that this issue has been particularly problematic on the West of England Line. I am assured by Network Rail that conditions are improving and that it plans to restore a full timetable from 29th November.

What steps his Department is taking to help develop (a) engineering and (b) maintenance adaptations to protect (i) roads, (ii) railways and (iii) embankments from an increase in the number of high soil moisture deficit events.

The maintenance of earthworks is the responsibility of the asset owner, specifically Network Rail for the mainline railway network, National Highways for the strategic road network and Local Authorities for local roads. The technical expertise needed to analyse how specific types of earthworks will be affected by the changing climate sits within those organisations and interventions to adapt the engineering and maintenance of these assets are being initiated and driven by them. The Department for Transport closely monitors the performance of the rail and road networks to assure itself that Network Rail and National Highways are taking effective measures to ensure climate resilience. The Office of Rail and Road are also responsible for ensuring that Network Rail is satisfactorily managing all risks that affect the safety of the railway.

What steps he is taking with Network Rail to prevent high soil moisture deficit levels affecting (a) track stability, (b) lineside earthworks and (c) embankment safety.

Between 2024 and 2029, Network Rail is investing £2.8bn to support the resilience of Great Britain’s rail network to extreme weather and climate change, including enhancements to drainage systems to reduce water accumulation during heavy rainfall, reinforcing embankments to improve slope stability, and implementing more advanced monitoring and early warning systems to detect potential hazards before they escalate. The West of England line has been particularly affected by the prolonged period of dry and warm weather, with the spring of 2025 being UK’s warmest since 1910, accompanied by the lowest level of rainfall since 1976.  This has required Network Rail to impose speed restrictions and reduce the timetable to ensure the safety of the public.  Conditions are now improving and Network Rail plans to restore a full timetable from 29 November. Over the long term, Network Rail plans to upgrade the West of England line to make it more resilient to extreme weather and to increase capacity.

What assessment his Department has made of the potential impact of high soil moisture deficit levels on rail infrastructure stability, earthwork movement and long-term service resilience across the national network.

High soil moisture deficit levels within earthworks arise when the earth has become dried out following prolonged dry hot weather, leading to the soil shrinking and cracks developing within. If this is followed by a period of extreme or prolonged rainfall, water entering these cracks can lead to rapid failure of the earthworks. Network Rail has commissioned an active nationwide monitoring regime using remote sensors, modelling and geotechnical assessments to monitor slope stability across the network. It has also supported academic research, such as the ACHILLES programme, to further industry understanding on the loss of material strength from repeated cycles of wetting and drying. Intelligence from such research is fed into strategic whole life costing modelling to inform future renewal and maintenance activities. At the same time, Network Rail is engaging in proactive measures to reinforce embankments in high risk areas and reduce water retention and erosion. Together, these measures should reduce the risk of earthworks failure and improve the long-term resilience of these assets despite the increasing number of extreme weather events that are expected due to climate change. I am aware that this issue has been particularly problematic on the West of England Line. I am assured by Network Rail that conditions are improving and that they plan to restore a full timetable from 29th November.

If she will make it her policy to allocate funding to support transport (a) infrastructure and (b) services in West Dorset constituency in the Autumn Budget 2025.

This government recognises the challenges people face when it comes to transport provision in regions which are predominantly rural, like West Dorset. That is why we are providing £2.2 billion of Local Transport Grant capital funding over 4 years to local authorities for spending on local transport enhancements and maintenance. Dorset Council will receive over £15 million up to 2029/30 inclusive, including over £2.1 million in 2026/27. This will enable local leaders to support transport schemes in line with their key local priorities, including improvements to public transport for both urban and rural areas and making local streets safer for pedestrians and cyclists. We will also be providing in the region of £900m per year to maintain and improve vital bus services. We will announce allocations for each local authority shortly.

If she will make it her policy to introduce a Dorset Railcard.

There are many local concessionary passes that are valid on National Rail, such as the Cornwall and Devon Railcard, which have been introduced by local authorities and train operators. Any discussions for a Dorset based railcard would be subject to engagement between the local area and South Western Railway as the relevant train operator.

If she will have discussions with local stakeholders on a Dorset Railcard scheme.

There are many local concessionary passes that are valid on National Rail, such as the Cornwall and Devon Railcard, which have been introduced by local authorities and train operators. Any discussions for a Dorset-based railcard would be subject to engagement between the local area and South Western Railway as the relevant train operator.

What assessment her Department has made of the potential merits of introducing a Dorset Railcard to support residents with travel costs.

There are many local concessionary passes that are valid on National Rail, such as the Cornwall and Devon Railcard, which have been introduced by local authorities and train operators. Any discussions for a Dorset-based railcard would be subject to engagement between the local area and South Western Railway as the relevant train operator.

What her planned timeline is for the introduction of E20 petrol in the UK.

The closure of UK bioethanol production in the UK this year represents a significant loss in capacity. However, it is not considered likely to impact the manufacture or supply of E10 petrol in the UK. It is expected that the supply of bioethanol for petrol suppliers will continue to be met by both bioethanol produced at the remaining UK plants and by imports. The US-UK Economic Prosperity Deal (EPD) does not impact the number of litres of ethanol that will be supplied in the UK as renewable transport fuel. Any proposals to change legislation covering the bioethanol content of petrol, to move from E10 to E20 for example, would be subject to extensive public consultation, and include a full assessment of impacts. There is no timeline for the introduction of E20 petrol in the UK, as no decision has been made to mandate E20 or to make any other changes to ethanol blending permitted in petrol standards. The Department will be setting up an expert working group later this year to investigate the feasibility of increasing the level of ethanol blending in petrol in the UK beyond E10.

What assessment her Department has made of the potential impact of the US trade deal on levels of bioethanol production in the UK.

The closure of UK bioethanol production in the UK this year represents a significant loss in capacity. However, it is not considered likely to impact the manufacture or supply of E10 petrol in the UK. It is expected that the supply of bioethanol for petrol suppliers will continue to be met by both bioethanol produced at the remaining UK plants and by imports. The US-UK Economic Prosperity Deal (EPD) does not impact the number of litres of ethanol that will be supplied in the UK as renewable transport fuel. Any proposals to change legislation covering the bioethanol content of petrol, to move from E10 to E20 for example, would be subject to extensive public consultation, and include a full assessment of impacts. There is no timeline for the introduction of E20 petrol in the UK, as no decision has been made to mandate E20 or to make any other changes to ethanol blending permitted in petrol standards. The Department will be setting up an expert working group later this year to investigate the feasibility of increasing the level of ethanol blending in petrol in the UK beyond E10.

What assessment her Department has made of the potential impact of moving from E10 to E20 petrol on vehicles and consumers.

The closure of UK bioethanol production in the UK this year represents a significant loss in capacity. However, it is not considered likely to impact the manufacture or supply of E10 petrol in the UK. It is expected that the supply of bioethanol for petrol suppliers will continue to be met by both bioethanol produced at the remaining UK plants and by imports. The US-UK Economic Prosperity Deal (EPD) does not impact the number of litres of ethanol that will be supplied in the UK as renewable transport fuel. Any proposals to change legislation covering the bioethanol content of petrol, to move from E10 to E20 for example, would be subject to extensive public consultation, and include a full assessment of impacts. There is no timeline for the introduction of E20 petrol in the UK, as no decision has been made to mandate E20 or to make any other changes to ethanol blending permitted in petrol standards. The Department will be setting up an expert working group later this year to investigate the feasibility of increasing the level of ethanol blending in petrol in the UK beyond E10.