Written questions by Hayes.

What estimate her Department has made of the potential impact of non-compliant diesel vehicles on the UK’s ability to meet its legally binding carbon budgets and net-zero targets.

Emissions projections for diesel vehicles used in carbon budgets modelling account for the difference between reported vehicle CO2 emissions, tested currently using the World Light Duty Test Procedure, and emissions from vehicles operating in ‘real-world’ driving conditions. The Department for Transport, through the Driver and Vehicle Standards Agency, is leading investigations into suspected non-compliant diesel vehicles under assimilated Regulation (EU) 2018/858. Where non-compliance is identified, manufacturers are required to take corrective action.

What assessment her Department has made of the contribution of illegally high vehicle emissions arising from the use of defeat devices to overall UK nitrogen oxide and greenhouse gas emissions levels.

Defeat devices are illegal, misleading for drivers and can have negative health impacts on the public. The Department for Transport has not conducted a specific assessment of the contribution of illegally high vehicle emissions arising from the use of defeat devices to overall UK Nitrogen Oxide and greenhouse gas emissions levels. The Department for Transport, through the Driver and Vehicle Standards Agency, is leading investigations into suspected non-compliant diesel vehicles under assimilated Regulation (EU) 2018/858. Where non-compliance is identified, manufacturers are required to take corrective action.

What assessment her Department has made of the potential health and social impacts of illegal vehicle emissions on communities living in areas that already breach air-quality standards; and how those findings inform the Government’s net-zero and energy-efficiency policies.

Defeat devices are illegal, misleading for drivers and can have negative health impacts on the public. The Department for Transport has not conducted a specific assessment of the potential health and social impacts of illegal vehicle emissions on communities living in areas that already breach air-quality standards. Local authorities are best placed to determine the most effective route to reducing nitrogen dioxide in their cities, and we continue to support them in meeting legally binding obligations to improve air quality. This includes implementing seven Clean Air Zones and other measures such as improved traffic management, cycle lanes and funding for vehicle upgrades. Evidence shows that Clean Air Zones are effective in reducing air pollution. The government is committed to reducing emissions from diesel cars by reinstating the 2030 phase-out date for new cars relying solely on internal combustion engines, and by committing to phase out all new non-zero emission cars and vans by 2035.

Whether his Department plans to include measures within future energy and climate plans to offset or remediate the environmental and public-health impacts of illegally high vehicle emissions.

The Government’s Carbon Budget and Growth Delivery Plan (CBGDP), published in October, made clear that transport decarbonisation policies and proposals will also drive further air quality improvements, principally through surface transport electrification. In accordance with Part 1, section 14 of the Climate Change Act 2008, the Government will next publish updated cross-economy decarbonisation policies and proposals in connection with the setting of the seventh carbon budget (CB7, 2038–2042). The section 14 report for CB7 will build on the CBGDP to set out a package of transport policies and proposals that continues to deliver both decarbonisation and air quality benefits.

What discussions he has held with the Secretary of State for Environment, Food and Rural Affairs and the Secretary of State for Transport regarding cross-government action to address illegal levels of nitrogen oxide emissions from vehicles fitted with defeat devices.

The Secretary of State for Energy Security and Net Zero (DESNZ) engages regularly with the Secretary of State for Environment, Food and Rural Affairs (Defra) and the Secretary of State for Transport (DfT) on climate change mitigation. Transport policy, including transport emissions, is led by DfT. The Driver and Vehicle Standards Agency is investigating cases of possible non-compliant diesel emissions in cars and vans. The investigations aim to ensure any non-compliance found is fixed as soon as reasonably possible, working together with manufacturers to achieve real-world impacts on air quality.

What steps her Department is taking to ensure that emissions from non-compliant diesel vehicles are fully accounted for in the modelling and monitoring underpinning the UK’s Net Zero Strategy.

Emissions projections for diesel vehicles used in the recently published Carbon Budget and Growth Delivery Plan account for the difference between reported vehicle CO2 emissions, tested using the World Light Duty Test Procedure, and emissions from vehicles operating in ‘real-world’ driving conditions. The Department for Transport regularly reports its latest modelling and emissions projections to the Secretary of State for Energy Security and Net Zero as required by Section 13 of the Climate Change Act 2008.

Whether her Department is taking steps with the Department for Transport to improve emissions monitoring and enforcement mechanisms to prevent future breaches of vehicle emissions law.

Since 2016, the Department has greatly increased oversight of emissions tests and established the Driver and Vehicle Standards Agency’s (DVSA’s) Market Surveillance Unit (MSU) to test vehicle emissions and investigate suspicious practice in the real world as well as in laboratory situations. MSU conducts an annual emissions-testing programme and, where non-compliance is identified, the DVSA works closely with manufacturers to ensure vehicles meet legal requirements. Legislation introduced in 2018 made it an offence for manufacturers to place vehicles on the market containing prohibited defeat devices. The Department is currently assessing Euro 5 and Euro 6 diesel vehicles to identify any non-compliance and ensure corrective action is taken promptly. Enforcement action will be taken in line with DVSA’s published enforcement policy. The Department is also considering how to strengthen ways in which it can take action in situations where modifications to vehicle emissions systems result in breaches of vehicle emissions law.

What assessment his Department has made of the potential lessons learned from other countries on tackling historic diesel emissions; and how this informs the UK’s approach to integrating transport-sector emissions into its climate policy framework.

Transport policy, including on diesel vehicle emissions, is led by the Department for Transport (DfT). The Department for Energy Security and Net Zero (DESNZ) engages regularly with DfT on climate change mitigation, including consideration of diesel vehicle emissions.

Media and Sport, when her Department will confirm the areas who will be an early adopter for Young Futures Hubs.

The eight Young Futures Hubs early adopter Local Authority areas will be announced shortly.

Media and Sport, when she expects the national rollout of Young Futures Hubs to begin.

The design and implementation of the rollout to a total of 50 Young Futures Hubs will be informed by our work with early adopters this financial year. We will set out more details in due course.

Media and Sport, what cross party work is taking place on the development of Young Futures Hubs.

I regularly engage with Parliamentary colleagues to drive the youth agenda, including Young Futures Hubs. Young Futures Hubs will leverage local understanding of services in each area to improve support for young people at community level, increasing opportunities, improving mental health and wellbeing, and reducing crime. 50 Young Futures Hub across the country will be supported by the end of this Parliament.

What steps she is taking to investigate the use of defeat devices in diesel vehicles.

The Driver and Vehicle Standards Agency’s Market Surveillance Unit (MSU) is investigating cases of possible non-compliant diesel emissions in cars and vans. The investigations aim to ensure any non-compliance found is fixed as soon as reasonably possible, working together with manufacturers to achieve real-world impacts on air quality.Where an investigation into the emissions has identified emissions that do not meet the required standard, the MSU will work with the manufacturer to implement improvement plans and, where necessary, recall affected vehicles.

If she will take steps to ensure the recall of diesel vehicles found to use defeat devices.

The Driver and Vehicle Standards Agency’s Market Surveillance Unit (MSU) is investigating cases of possible non-compliant diesel emissions in cars and vans. The investigations aim to ensure any non-compliance found is fixed as soon as reasonably possible, working together with manufacturers to achieve real-world impacts on air quality. Where an investigation into the emissions has identified emissions that do not meet the required standard, the MSU will work with the manufacturer to implement improvement plans and, where necessary, recall affected vehicles.

What steps is she taking to ensure the Home Office Type Approval (HOTA) process is able to respond quickly to emerging technologies.

We keep the Home Office Type Approval (HOTA) process under continuous review to ensure it is sufficient to assure equipment is sufficiently robust for evidential purposes.My officials are currently carrying out a comprehensive review to update the HOTA standard in collaboration with safety camera manufacturers and suppliers and technical experts from the scientific community.

What steps is she taking to speed up the Home Office Type Approval (HOTA) process for safety cameras.

We keep the Home Office Type Approval (HOTA) process under continuous review to ensure it is sufficient to assure equipment is sufficiently robust for evidential purposes.My officials are currently carrying out a comprehensive review to update the HOTA standard in collaboration with safety camera manufacturers and suppliers and technical experts from the scientific community.

What steps is she taking to reform the Home Office Type Approval (HOTA) process for safety cameras to allow single units to carry out multiple functions.

We keep the Home Office Type Approval (HOTA) process under continuous review to ensure it is sufficient to assure equipment is sufficiently robust for evidential purposes.My officials are currently carrying out a comprehensive review to update the HOTA standard in collaboration with safety camera manufacturers and suppliers and technical experts from the scientific community.

Commonwealth and Development Affairs, what is the longest waiting time for a Academic Technology Approval Scheme application to be processed was in the last 12 months.

Most Academic Technology Approval Scheme (ATAS) applications are straight forward and 98% of applications during the past year were processed within 30 working days. Between 1 January 2025 to 13 November 2025, the Foreign, Commonwealth, & Development Office received 33,945 ATAS applications. 670 of those applications were delayed beyond 30 working days.

Commonwealth and Development Affairs, how many outstanding applications for Academic Technology Approval Scheme applications have waited for longer than 30 working days.

Most Academic Technology Approval Scheme (ATAS) applications are straight forward and 98% of applications during the past year were processed within 30 working days. Between 1 January 2025 to 13 November 2025, the Foreign, Commonwealth, & Development Office received 33,945 ATAS applications. 670 of those applications were delayed beyond 30 working days.

Commonwealth and Development Affairs, what the current average waiting time for Academic Technology Approval Scheme applications to be processed is.

Most Academic Technology Approval Scheme (ATAS) applications are straight forward and 98% of applications during the past year were processed within 30 working days. Between 1 January 2025 to 13 November 2025, the Foreign, Commonwealth, & Development Office received 33,945 ATAS applications. 670 of those applications were delayed beyond 30 working days.

What steps her Department is taking to ensure that blind and partially sighted students in further education (a) with and (b) without education, health and care plans are able to access (i) specialist vision impairment support and (ii) associated (A) trained professionals and (B) appropriate assistive technology; and what guidance her Department has to ensure that students without education, health and care plans are able to access that support.

Support for people with visual impairments in and transitioning into, further education is guided by legal duties under the Equality Act 2010 and the special educational needs and disabilities (SEND) Code of Practice, with tailored provisions depending on the needs of the individual. This applies to those with or without education, health and care plans (EHCPs).All education and training providers have a duty to make reasonable adjustments for disabled people, including those with visual impairments, so they are not placed at a substantial disadvantage compared to non-disabled students. Reasonable adjustments can include adapting teaching methods, using assistive technology, modifying assessments, and offering personalised support services.Ensuring that support is provided in a timely and effective manner is the responsibility of the local authority.The new Ofsted handbook requires further education providers to embed inclusion across all aspects of provision. Providers must identify their learners’ needs and demonstrate measurable impact on progress and wellbeing.The department tracks the progress and attainment of learners with SEND and participation and retention rates for learners with EHCPs or special educational needs support and are determined that our reforms to the system should improve experiences and outcomes for learners and their families.