Written questions by McMurdock.

What assessment she has made of the risk posed by potholes to vulnerable road users, including a) cyclists and b) motorcyclists.

There have not been specific Department for Transport assessments on the risks posed by potholes to vulnerable road users, or on the relationship between road surface conditions and road traffic accidents. However, the Government recognises that defective road surfaces, including potholes, can present significant safety risks to vulnerable road users such as cyclists and motorcyclists. Local highway authorities have a statutory duty under Section 41 of the Highways Act 1980 to maintain their road networks and must consider the needs of vulnerable groups when planning and delivering maintenance programmes. The Government is committed to tackling the poor state of our local roads. That is why we have made available an additional £500 million for local highways maintenance this financial year, and have confirmed a record investment of £7.3 billion for the next four years. These funding increases will enable local authorities to invest in significantly improving the long-term condition of England’s road network, delivering faster, safer and more reliable journeys. On Active Travel schemes where Active Travel England has been requested to inspect or assess existing layouts, available metrics can be used to score the scheme based on surface quality. It is for local authorities to determine the most appropriate road safety interventions, based on their knowledge of local conditions and the needs of their communities.

What representations he has received from (a) Thurrock, (b) Basildon, (c) Essex County Council and (d) other south Essex councils requesting financial support to improve the strategic road network in (i) South Basildon and East Thurrock constituency and (ii) Essex.

Essex County Council, Colchester City Council, Chelmsford City Council, Braintree District Council, Tendring District Council, Maldon District Council and Brentwood Borough Council wrote to the Secretary of State about the benefits of the A12 (Chelmsford to A120) widening scheme, and the role it could potentially have played in any future upgrade of the A120 from Braintree to Marks Tey. However, as announced on 8 July 2025, this Government inherited a series of commitments that could not be afforded, therefore the Secretary of State had to take the difficult decision not to progress the A12 widening scheme. The Department will continue to work with National Highways and relevant partners to explore potential small-scale interventions that could address issues on the A12 to support housing growth.

What the total cost to date has been of Private Finance Initiative contracts for transport infrastructure projects.

The Government's Spending on Private Finance Initiative contracts is published annually by the National Infrastructure and Service Transformation Authority (NISTA) on the gov.uk website: https://www.gov.uk/government/publications/pfi-and-pf2-projects-2024-summary-data.

If she will publish a full funding profile for the Lower Thames Crossing, including the split between plans for public and private funding.

The Chancellor committed a further £891m at the Autumn Budget 2025 to complete the publicly funded works for the Lower Thames Crossing. This brings the total public investment to £3.1bn, including spend to date. The latest cost assured estimate for the project is c.£10.6bn. The Department will continue to publish information on committed public expenditure for the Lower Thames Crossing through official reporting mechanisms.

What proportion of the risk of construction cost overruns for the Lower Thames Crossing would be borne by (a) taxpayers and (b) private investors under the Regulated Asset Base model.

The Regulated Asset Base (RAB) model, which is the preferred financing option for the Lower Thames Crossing, is designed to reduce taxpayer exposure to funding risks. Regulatory oversight ensures transparency, fair pricing, and performance standards throughout the life of the asset to promote financial sustainability and user interests. The precise risk allocation for construction cost overruns between users, private investors and contractors has not yet been finalised and is subject to further development but will be primarily based on precedents from other projects undertaken through RAB models.

What assessment she has made of the relationship between road surface condition and road traffic accidents.

There have not been specific Department for Transport assessments on the risks posed by potholes to vulnerable road users, or on the relationship between road surface conditions and road traffic accidents. However, the Government recognises that defective road surfaces, including potholes, can present significant safety risks to vulnerable road users such as cyclists and motorcyclists. Local highway authorities have a statutory duty under Section 41 of the Highways Act 1980 to maintain their road networks and must consider the needs of vulnerable groups when planning and delivering maintenance programmes. The Government is committed to tackling the poor state of our local roads. That is why we have made available an additional £500 million for local highways maintenance this financial year, and have confirmed a record investment of £7.3 billion for the next four years. These funding increases will enable local authorities to invest in significantly improving the long-term condition of England’s road network, delivering faster, safer and more reliable journeys. On Active Travel schemes where Active Travel England has been requested to inspect or assess existing layouts, available metrics can be used to score the scheme based on surface quality. It is for local authorities to determine the most appropriate road safety interventions, based on their knowledge of local conditions and the needs of their communities.

What estimate she has made of the potential cost to users of a Regulated Asset Base model for the Lower Thames Crossing.

The road user charging regime for the Lower Thames Crossing has not yet been set. The exact level of charges that are appropriate and how this interacts with the level of private investment will be the subject of future analysis and has not yet been finalised.Charges are necessary to cover the costs of providing the infrastructure, whether funded publicly or privately. Regulatory oversight will ensure transparency, fair pricing, and performance standards throughout the life of the asset to promote financial sustainability and user interests.

What proportion of level crossing barrier down time at East Tilbury is attributable to freight services; and what the average and maximum barrier down times are for freight movement compared with passenger services.

The Department does not hold this information in the format requested. I have asked Network Rail, as the infrastructure manager responsible for East Tilbury Level Crossing, to write to you as soon as the information is available.

If she will request that the Office of Rail and Road review Network Rail’s compliance with its statutory duties at East Tilbury level crossing in the context of a) freight-related barrier closures and b) community isolation.

ORR is the independent rail safety regulator, and we do not direct it in its role. ORR will review Network Rail’s compliance with its statutory duties at level crossings as part of any inspections of such sites and if deficiencies are found, then it will work with Network Rail to remedy them.

Pursuant to Answer of 9 December 2025 to Question 96030 on Level Crossings: Tilbury, what the longest barrier closure recorded at East Tilbury level crossing was during the most recent risk assessment; and what proportion of closures exceeded the average duration.

The Department does not hold this information in the format requested. I have asked Network Rail, as the infrastructure manager responsible for East Tilbury Level Crossing, to write to you as soon as the information is available.

What assessment she has made of the potential impact of closing test centres on businesses reliant on individual vehicle approval testing.

The Driver and Vehicle Standards Agency (DVSA) has no specific plans to prioritise vehicles commissioned for essential purposes, but should there be a specific need, DVSA would consider this in a similar way to actions taken during the pandemic. DVSA would welcome contact from any customers who are believe they have a specific requirement in relation to essential service vehicles. DVSA understands the customer base for Individual Vehicle Approval (IVA) testing and continue to ensure its network supports those customers and meets their needs. In addition, DVSA is planning a network of vehicle examination facilities that are approved customer sites. This will increase the number of sites nationally where Vehicle Approvals can be conducted. DVSA is increasing the number of locations where IVA checks can be carried out and ensuring that it has flexibility to meet customer demand. When DVSA is considering the closure of its own testing facilities, DVSA will also ensure suitable service provision is still provided. The number of Specialist Vehicle Standards Assessors (SVSAs) who conduct IVA testing is shown below. Northern England and Scotland – 11 SVSAsSouthern England and Southwest – 10 SVSAsEastern England and the Southeast – 9 SVSAsWest Midlands and Wales – 12 SVSAs DVSA can deploy Specialist Standard Assessors on a national basis where required, in response to customer demand. DVSA is also in the process of recruiting a further six SVSA’s. In line with demand. DVSA keeps recruitment or multi-skilling of existing teams to increase flexibility under review.

What recent estimate she has made of the number of DVSA employees eligible to conduct Individual Vehicle Approval tests by a) individual test centre and b) region.

The Driver and Vehicle Standards Agency (DVSA) has no specific plans to prioritise vehicles commissioned for essential purposes, but should there be a specific need, DVSA would consider this in a similar way to actions taken during the pandemic. DVSA would welcome contact from any customers who are believe they have a specific requirement in relation to essential service vehicles. DVSA understands the customer base for Individual Vehicle Approval (IVA) testing and continue to ensure its network supports those customers and meets their needs. In addition, DVSA is planning a network of vehicle examination facilities that are approved customer sites. This will increase the number of sites nationally where Vehicle Approvals can be conducted. DVSA is increasing the number of locations where IVA checks can be carried out and ensuring that it has flexibility to meet customer demand. When DVSA is considering the closure of its own testing facilities, DVSA will also ensure suitable service provision is still provided. The number of Specialist Vehicle Standards Assessors (SVSAs) who conduct IVA testing is shown below. Northern England and Scotland – 11 SVSAsSouthern England and Southwest – 10 SVSAsEastern England and the Southeast – 9 SVSAsWest Midlands and Wales – 12 SVSAs DVSA can deploy Specialist Standard Assessors on a national basis where required, in response to customer demand. DVSA is also in the process of recruiting a further six SVSA’s. In line with demand. DVSA keeps recruitment or multi-skilling of existing teams to increase flexibility under review.

Whether she plans to prioritise individual vehicle approval testing for vehicles commissioned for essential purposes, such as a) emergency healthcare or b) home-to-school education.

The Driver and Vehicle Standards Agency (DVSA) has no specific plans to prioritise vehicles commissioned for essential purposes, but should there be a specific need, DVSA would consider this in a similar way to actions taken during the pandemic. DVSA would welcome contact from any customers who are believe they have a specific requirement in relation to essential service vehicles. DVSA understands the customer base for Individual Vehicle Approval (IVA) testing and continue to ensure its network supports those customers and meets their needs. In addition, DVSA is planning a network of vehicle examination facilities that are approved customer sites. This will increase the number of sites nationally where Vehicle Approvals can be conducted. DVSA is increasing the number of locations where IVA checks can be carried out and ensuring that it has flexibility to meet customer demand. When DVSA is considering the closure of its own testing facilities, DVSA will also ensure suitable service provision is still provided. The number of Specialist Vehicle Standards Assessors (SVSAs) who conduct IVA testing is shown below. Northern England and Scotland – 11 SVSAsSouthern England and Southwest – 10 SVSAsEastern England and the Southeast – 9 SVSAsWest Midlands and Wales – 12 SVSAs DVSA can deploy Specialist Standard Assessors on a national basis where required, in response to customer demand. DVSA is also in the process of recruiting a further six SVSA’s. In line with demand. DVSA keeps recruitment or multi-skilling of existing teams to increase flexibility under review.

Whether she plans to increase individual vehicle approval testing capacity.

The Driver and Vehicle Standards Agency (DVSA) has no specific plans to prioritise vehicles commissioned for essential purposes, but should there be a specific need, DVSA would consider this in a similar way to actions taken during the pandemic. DVSA would welcome contact from any customers who are believe they have a specific requirement in relation to essential service vehicles. DVSA understands the customer base for Individual Vehicle Approval (IVA) testing and continue to ensure its network supports those customers and meets their needs. In addition, DVSA is planning a network of vehicle examination facilities that are approved customer sites. This will increase the number of sites nationally where Vehicle Approvals can be conducted. DVSA is increasing the number of locations where IVA checks can be carried out and ensuring that it has flexibility to meet customer demand. When DVSA is considering the closure of its own testing facilities, DVSA will also ensure suitable service provision is still provided. The number of Specialist Vehicle Standards Assessors (SVSAs) who conduct IVA testing is shown below. Northern England and Scotland – 11 SVSAsSouthern England and Southwest – 10 SVSAsEastern England and the Southeast – 9 SVSAsWest Midlands and Wales – 12 SVSAs DVSA can deploy Specialist Standard Assessors on a national basis where required, in response to customer demand. DVSA is also in the process of recruiting a further six SVSA’s. In line with demand. DVSA keeps recruitment or multi-skilling of existing teams to increase flexibility under review.

What estimate she has made of the number of older people in rural areas who rely solely on bus services for travel.

This Government knows that bus services can be a lifeline for many in rural areas and can be the only means of accessing essential services. Action is being taken to help improve local bus services across the country through the Bus Services Act 2025 which has put the power over local bus services back into the hands of local leaders. In addition, the Government has confirmed over £1 billion for the 2025 to 2026 financial year to support and improve bus services in England outside London. Essex County Council and Thurrock Council have been allocated £17.8 million and £2 million of this funding respectively, helping to improve bus services across these areas. We expect local authorities to work with bus operators to ensure local bus services deliver for all communities across their area, including those without access to cars, when considering how to improve bus services. Government does not hold information on the specific number of older people in rural areas who rely solely on bus services for travel. However, the Department for Transport's National Travel Survey and Annual Bus Statistics contain information about the demographics of bus passengers. The latest data from the National Travel Survey can be found here: https://www.gov.uk/government/collections/national-travel-survey-statistics, and the Annual Bus Statistics can be found here: https://www.gov.uk/government/statistics/annual-bus-statistics-year-ending-march-2025.

What steps she is taking to ensure that bus service planning by local authorities considers the needs of older people who can no longer drive.

This Government knows that bus services can be a lifeline for many in rural areas and can be the only means of accessing essential services. Action is being taken to help improve local bus services across the country through the Bus Services Act 2025 which has put the power over local bus services back into the hands of local leaders. In addition, the Government has confirmed over £1 billion for the 2025 to 2026 financial year to support and improve bus services in England outside London. Essex County Council and Thurrock Council have been allocated £17.8 million and £2 million of this funding respectively, helping to improve bus services across these areas. We expect local authorities to work with bus operators to ensure local bus services deliver for all communities across their area, including those without access to cars, when considering how to improve bus services. Government does not hold information on the specific number of older people in rural areas who rely solely on bus services for travel. However, the Department for Transport's National Travel Survey and Annual Bus Statistics contain information about the demographics of bus passengers. The latest data from the National Travel Survey can be found here: https://www.gov.uk/government/collections/national-travel-survey-statistics, and the Annual Bus Statistics can be found here: https://www.gov.uk/government/statistics/annual-bus-statistics-year-ending-march-2025.

What assessment she has made of Network Rail’s compliance with its statutory safety duties in relation to the risk of isolation of East Tilbury when level-crossing barriers remain down for extended periods due to freight movement.

It is for the Office of Rail and Road (ORR), as the independent regulator for rail safety in Great Britain, to assess Network Rail’s compliance with its statutory safety duties and enforce the law accordingly.

Whether Network Rail has provided her with data on (a) barrier-down times, (b) duration of delays or (c) frequency of freight movements at the East Tilbury Level Crossing.

At this level crossing, there are around 150 scheduled passenger trains passing through each day and up to 45 freight services in both directions per day. During the last risk assessment, Network Rail identified that there were 102 level crossing activations, with an average barrier down time of four minutes and seven seconds, over a 24-hour period.

What discussions she has had with Network Rail on whether the isolation of East Tilbury during prolonged barrier closures constitutes a safety risk.

It is the responsibility of Network Rail, as the infrastructure manager for East Tilbury Level Crossing, to assess and manage the risks associated with the crossing in accordance with its statutory safety duties. Network Rail looks at each level crossing in detail and works closely with local authorities and communities to understand the impact on the wider local road network.

What discussions she has had with Network Rail on the impact of prolonged closures on (a) community access and (b) local transport while undertaking its statutory duties to ensure safety at East Tilbury Level Crossing.

It is the responsibility of Network Rail, as the infrastructure manager for East Tilbury Level Crossing, to assess and manage the risks associated with the crossing in accordance with its statutory safety duties. Network Rail also has a duty of care to support accessibility and mitigate the impacts of prolonged downtime, as far as reasonably practicable, whilst ensuring safety is not compromised for all those using or near the crossing.