Written questions by Smith.

Pursuant to the answer of 20 January 2026 to WPQ 104866, when her Department will be using enhanced data and insight capabilities on the freight and logistics system to inform its advice on transport infrastructure for the National Infrastructure and Service Transformation Authority and the UK infrastructure pipeline.

The Department for Transport’s programme of work to identify, develop and provide enhanced data and insights capabilities on the freight and logistics system will be delivered through multiple projects over the next few years. Further detail on projects will be shared in the upcoming freight plan due to be published this spring. The forthcoming change to update the road freight values of time in the Transport Analysis Guidance (TAG) is an example of this work and is expected to be released in May 2026. As and when the department shares advice on transport infrastructure for the National Infrastructure and Service Transformation Authority (NISTA) and the UK Infrastructure Pipeline, it is informed by the best available evidence. This evidence includes data and insights on the freight and logistics system, which is being enhanced by the programme of work.

Whether her Department plans to publish details of staff costs of individual Train Operating Companies in the DFTO: Annual Report and Accounts 2025 to 2026.

The DFTO Annual Report and Accounts 2025-2026 will include the staff costs for all DFTO Group employees on a consolidated basis. The breakdown of staff costs by individual Train Operating Company will be available in the individual Annual Report and Accounts of each Train Operating Company.

Pursuant to the Answer of 5 March 2026 to Question 116791, whether engagement with organisations representing disabled people in relation to the guidance entitled Floating Bus Stops: Provision and Design was undertaken by (a) officials in her Department, (b) Active Travel England and (c) an external organisation.

The statutory guidance on the provision and design of floating bus stops is a joint publication between the Department and Active Travel England (ATE). Stakeholder engagement on the development of the guidance was undertaken by officials from both organisations. As part of this process, an external body Transport for All was commissioned to run workshops with a range of disability and road user groups and individuals with lived experience of disability to ensure the recommendations reflect their needs. The groups represented included:Age UKAll-Party Parliamentary Group for Cycling and WalkingBikeability TrustCampaign for Better TransportConfederation for Passenger TransportCycling UKGuide DogsMencapMotability FoundationParliamentary Advisory Council for Transport SafetyPolicy ConnectTransport for AllTransport for All membersWheels for WellbeingWalk Wheel Cycle Trust The Disabled Persons Transport Advisory Committee were consulted. The Department and ATE also sought feedback from the Urban Transport Group, Living Streets, Guide Dogs, RNIB, Transport for London, and ATE’s Technical Oversight and Advisory Group.

What assessment she has made of the potential impact of the cost of Red Diesel on a) agriculture and horticulture, b) forestry, c) rail and d) marine; and what steps she is taking to help mitigate changes in prices.

Certain sectors, such as agriculture and horticulture, retained access to red diesel after it was withdrawn from most sectors in 2022. In contrast to full duty diesel, taxed at 52.95 pence per litre (ppl), red diesel currently incurs a duty of 10.18 ppl. At Budget 2025, the Government extended the temporary 5p fuel duty cut alongside extending the proportionate percentage cut for rebated fuels, which includes red diesel. This maintains the red diesel rate at the levels set in March 2022 at 10.18 ppl until the end of August 2026, with rates then gradually returning to March 2022 levels by March 2027, an increase of less than 1 ppl. The planned inflation increase for 2026-27 has also been cancelled. As the Chancellor has set out, the Government will keep fuel duty under review.

What steps her Department is taking to reduce the fee deficit of the Driver and Vehicle Standards Agency.

The Driver and Vehicle Standards Agency (DVSA) keeps its fees under continual review. Any changes to fee levels would be subject to public consultation and Parliamentary approval.

Whether she expects the third Road Investment Strategy period to commence in April 2026.

The Department for Transport intends to publish the third Road Investment Strategy by the end of this month, with the third Road Period commencing in April 2026 and covering the period from 2026/27 to 2030/31.

What steps her Department is taking to reduce the fee deficit of the Vehicle Certification Agency.

The Vehicle Certification Agency (VCA) is currently consulting on a proposal to increase certain fees. This would help to address the current financial deficit. The agency is currently undertaking a programme of internal efficiencies which will also support deficit reduction.

What estimate the Department for Transport has made of the vehicle excise duty (VED) revenue foregone as a result of early renewals by zero-emission vehicle owners prior to the introduction of new VED rates.

The information requested can be found in the Driver and Vehicle Licensing Agency’s Annual Report and Accounts 2024/25 and can be viewed at www.gov.uk/government/publications/dvla-annual-report-and-accounts-2024-to-2025.

What estimate she has made of the number of people subject to the loan charge who will have their cases settled following the independent review of the loan charge.

The Government accepted all but one of the independent review’s recommendations and in some cases we are going further. We are legislating a generous new settlement opportunity that will help those who have not yet settled to do so. Most individuals could see reductions of at least 50% in their outstanding loan charge liabilities, and an estimated 30% of individuals could have these liabilities written off entirely.

What evidence her Department holds that floating bus stops improve (a) actual cyclist safety and (b) cyclists’ perception of safety.

Cyclists face significant risk when interacting with motor vehicles: in 2024 there were 14,549 cyclist casualties on Great Britain’s roads, the overwhelming majority arising from collisions with motor vehicles rather than pedestrians or other cyclists. The importance of perceived safety is reflected in survey evidence. The latest Walking and Cycling Index (2023) shows that 58% of residents support more cycle paths protected from traffic, reflecting continued strong public backing for protected cycling infrastructure. Active Travel England is undertaking further research, reporting in 2027, to strengthen the evidence base on the safety, accessibility and user experience relating to Floating Bus Stops.

Whether her Department has provided (a) funding and (b) advice to Clean Cities Campaign since 4 July 2024.

The Department has not provided funding to the Clean Cities Campaign, but has met with them as part of routine official-level stakeholder engagement.

What estimate her Department has made of the additional annual cost to motorists of introducing a weight-based Vehicle Excise Duty system for cars weighing over (a) 1,600kg, (b) 2,000kg, and (c) 2,400kg.

Vehicle Excise Duty (VED) is a tax on vehicles used or kept on public roads. Different rates apply to cars, vans, motorcycles and heavy goods vehicles, and the rate for each vehicle is calculated according to a range of factors, such as its date of first registration, weight, or CO2 emissions. The Government annually reviews the rates and thresholds of taxes and reliefs at fiscal events, and in doing so considers a wide range of factors including complexity, value for money, and administrative burdens for tax payers. The Chancellor makes decisions on tax policy at fiscal events in the context of the public finances.

How many hours has the Gov.uk vehicle tax system been unavailable during 2026 for which the latest data is available.

In the period between 1 January and 22 February 2026, the Driver and Vehicle Licensing Agency’s online vehicle tax service was unavailable for just four hours and 15 minutes due to planned maintenance.

How many practical car driving tests were cancelled with fewer than (a) three working days’ notice and (b) ten working days’ notice in each month since January 2024.

From 8 April 2025, the Driver and Vehicle Standards Agency (DVSA) required learner drivers to give 10 full working days’ notice to change or cancel their car driving test without losing the test fee. Asking learner drivers to give more notice should give other people more chance to use the appointment. This will help to reduce driving test waiting timesThe attached spreadsheet (WPQ-00061568) details how many car practical driving tests were cancelled by learners with fewer than (a) three working days’ notice and (b) ten working days’ notice in each month since January 2024.

What assessment her Department has made of potential impact of restricting driving instructors and driver trainers from managing practical test bookings and amendments on behalf of learners on road safety; and if she will set out the safety mitigations to prevent learners from attempting practical tests before they are ready.

On the 12 November 2025, The Secretary of State for Transport appeared before the Transport Select Committee and announced next steps following the consultation on improving the rules for booking car driving tests.The Driver and Vehicle Standards Agency (DVSA) considered all of the representations made by different parties before reaching a final decision. The agency published the full results of their consultation on improving the rules for booking a driving test.An options assessment of the proposed measures has been carried out and reviewed by the Better Regulation Unit. This assessment will be published once the statutory instrument amending the legislation has been laid before Parliament.Approved driving instructors (ADI) and driving schools will continue to play their important role in advising learners when they are ready to take their practical driving test. DVSA’s Ready to Pass? campaign encourages learner drivers to take a test only when fully prepared and to follow guidance from their driving instructor. ADIs will continue to be able to decline to take a learner to a test if they do not consider they are ready to pass. DVSA will support ADIs who use their professional judgement to make this decision.The Department for Transport (DfT) is seeking views on introducing a minimum time period between passing a theory test and taking a practical driving test. The consultation covers driving tests taken for a category B licence, the standard licence used to operate a car, and closes at 11:59pm on 31 March 2026.

Whether her Department has considered the potential merits of extending the current 24-week booking window for practical car driving tests on a temporary basis, including on the level of test availability and backlog management.

In 2020, the DVSA extended the booking window for customers, allowing them to book a driving test up to 24 weeks in advance from a 18-week booking window. The 24-week booking window is still in place.As part of DVSA's plan to reduce driving waiting times, a small number of test centres are trialling a booking window beyond 24 weeks. DVSA will use data and analysis from the trial to decide if the booking window should be extended more widely.

Pursuant to the Answer of 4 February 2026 to Question 109240, what proportion of the estimated costs of extending the UK Emissions Trading Scheme to domestic maritime are attributable to administrative compliance.

The Impact Assessment estimates £201 million in additional costs over 20 years, with about £179 million, from administrative compliance and around £22 million from emissions reduction investment. Administrative costs are initially higher because around 2,000 maritime operators enter the scheme in 2026 due to the inclusion of emissions at berth. The emissions introduced initially are relatively small, and estimates are conservative given overlap with existing UK and EU MRV requirements. On a per operator basis, the admin burden is low. The planned expansion to international maritime is expected to bring far more emissions into scope without increasing administrative burden.

Pursuant to the Answer of 3 February 2026 to Question 109392, what engagement his Department undertook with ferry operators and representative bodies serving island and coastal communities in assessing the risk of traffic diversion arising from the expansion of the UK Emissions Trading Scheme to domestic maritime.

The UK ETS Authority consulted extensively with the maritime sector, including ferry operators and island and coastal communities, to ensure all perspectives informed policy development. During the consultation period, the Government provided online engagement sessions with operators and industry, as well as bespoke engagement sessions for island communities.

Pursuant to the Answer of 2 February 2026 to Question 109244, what assessment her Department has made of the adequacy of shore power and grid capacity at UK ports by July 2026 to enable maritime operators to reduce emissions.

We are aware of at least nine ports, harbours, marinas, terminals and wharves that do have live operational shore power units allowing some vessels to run on shore power today, and at least another two locations that are currently installing shore power. Of these eleven locations, six of them received R&D funding through the UK Shipping Office for Reducing Emissions (UK SHORE) programme. In addition, the Government ran a call for evidence on Net Zero Ports which gathered evidence about the current grid capacity of ports and future grid capacity at ports, including what may be driving the increased energy demand at ports. We will consider this evidence as future policy is developed. The policies set out in the Government’s Maritime Decarbonisation Strategy will encourage more investment in maritime decarbonisation, including shore power rollout at more ports. This Government will continue to support Ofgem, the independent regulator, in their work to incentivise network companies to invest strategically ahead of need, ensuring that future grid capacity planning reflects the emerging demands from electrifying sectors, including ports.

What assessment she has made of the potential impact of her policy of no reduced rate or exemption for children or family travelling in premium economy of Air Passenger Duty on families travelling with children in premium economy cabins on long haul flights; and how the UK’s approach compares with aviation passenger tax regimes in other European countries.

Air Passenger Duty (APD) applies to airlines, not individual passengers, and is the principal tax on the aviation sector. It is expected to raise £4.7 billion in 2025-26 and it aims to ensure that airlines make a fair contribution to the public finances, particularly given that tickets are VAT free and aviation fuel incurs no duty. The distance-based band structure ensures that those who travel furthest, and in the greatest comfort, incur a greater tax liability. Other countries also have different forms of aviation taxes.Children under 16 years old on the date of the flight, and in the lowest class of travel, are exempt from APD. If children under 16 years old are travelling in any other class (such as premium economy) or in business jets, they are not exempt. Children under 2 years old without a seat are exempt from Air Passenger Duty for all classes of travel.