Every parliamentary written question tabled by James Naish this session, with the full answer and department. Back to the MP page.
Showing 21–40 of 49 · Department for Transport
With reference to Question 8287answered on 16 October 2024, what is the (a) status of the best practice guide to community consultation and engagement and (b) when this guide will be completed.
Following consultation with stakeholders, Active Travel England’s Rural Design Guidance is currently in its final development stages and is expected to be published by the end of the year.
Pursuant to the answer of 16 October 2024 to UIN 8287, what the status is of the proposed rural design guide; and when that guide will be completed.
Following consultation with stakeholders, Active Travel England’s Rural Design Guidance is currently in its final development stages and is expected to be published by the end of the year.
What enforcement measures her Department has to ensure heavy goods vehicles operators hold the correct license; and how many prosecutions have been brought in the last three years for operators that did not.
There is a robust operator licensing system administered by independent Traffic Commissioners for Great Britain who act as gatekeepers to the industry. The Driver and Vehicle Standards Agency (DVSA) supports this process by providing compliance and enforcement information, both as part of gatekeeper checks and in relation to existing operators. Traffic Commissioners have the authority to take regulatory action against licence holders, including suspending or revoking licences, if it is found that an operator does not hold the correct licence type or fails to meet the required standards. DVSA carry out a number of enforcement interventions to ensure heavy goods vehicle operators hold the correct licences. Specific sanctions relating to no or incorrect operator licenses include: Impounding activity: DVSA impounded 45 vehicles in 2024/25 and 18 year to date, this is for heavy goods vehicles (or passenger carrying vehicles) being used without an operator’s licence Prosecutions: DVSA successfully prosecuted 31 operator licence offences in 24/25 with 17 years to date. These figures are for cases that have resulted in court. DVSA is continuing to invest in new technology to support enforcement activities and deliver more effective and efficient compliance checks. This includes using vehicle technology to provide information, without having to stop the vehicle.
What steps her Department are taking to help ensure that national HGV operators hold the correct license.
There is a robust operator licensing system administered by independent Traffic Commissioners for Great Britain who act as gatekeepers to the industry. The Driver and Vehicle Standards Agency (DVSA) supports this process by providing compliance and enforcement information, both as part of gatekeeper checks and in relation to existing operators. Traffic Commissioners have the authority to take regulatory action against licence holders, including suspending or revoking licences, if it is found that an operator does not hold the correct licence type or fails to meet the required standards. DVSA carry out a number of enforcement interventions to ensure heavy goods vehicle operators hold the correct licences. Specific sanctions relating to no or incorrect operator licenses include: Impounding activity: DVSA impounded 45 vehicles in 2024/25 and 18 year to date, this is for heavy goods vehicles (or passenger carrying vehicles) being used without an operator’s licence Prosecutions: DVSA successfully prosecuted 31 operator licence offences in 24/25 with 17 years to date. These figures are for cases that have resulted in court. DVSA is continuing to invest in new technology to support enforcement activities and deliver more effective and efficient compliance checks. This includes using vehicle technology to provide information, without having to stop the vehicle.
What resources her Department has allocated to the enforcement of heavy goods vehicle operator licensing standards; and what plans her Department has to strengthen enforcement in this area.
There is a robust operator licensing system administered by independent Traffic Commissioners for Great Britain who act as gatekeepers to the industry. The Driver and Vehicle Standards Agency (DVSA) supports this process by providing compliance and enforcement information, both as part of gatekeeper checks and in relation to existing operators. Traffic Commissioners have the authority to take regulatory action against licence holders, including suspending or revoking licences, if it is found that an operator does not hold the correct licence type or fails to meet the required standards. DVSA carry out a number of enforcement interventions to ensure heavy goods vehicle operators hold the correct licences. Specific sanctions relating to no or incorrect operator licenses include: Impounding activity: DVSA impounded 45 vehicles in 2024/25 and 18 year to date, this is for heavy goods vehicles (or passenger carrying vehicles) being used without an operator’s licence Prosecutions: DVSA successfully prosecuted 31 operator licence offences in 24/25 with 17 years to date. These figures are for cases that have resulted in court. DVSA is continuing to invest in new technology to support enforcement activities and deliver more effective and efficient compliance checks. This includes using vehicle technology to provide information, without having to stop the vehicle.
Whether she has had discussions with the Secretary of State for Housing, Communities and Local Government on investigating private car park operators in instances of repeated disputes over charges where appeals to the (a) operator, (b) independent appeals service and (c) relevant accredited trade association have been rejected.
No such discussions have taken place. Responsibility for the policy and legislation governing car parking at off-street locations rests with the Secretary of State for Housing, Communities and Local Government. This includes any issues relating to enforcement of off-street parking restrictions and associated representations and appeals procedures.
Whether her Department has made an assessment of the potential merits of instructing the DVLA to audit car park operator records in cases where a recurring pattern of disputes over charges has been identified.
The law allows the Driver and Vehicle Licensing Agency (DVLA) to provide vehicle keeper information to parking companies so that they can contact the registered keepers of vehicles which may have been parked on private land in breach of the terms and conditions applying. These arrangements are subject to a comprehensive range of safeguards to ensure motorists are treated fairly. Companies requesting data from the DVLA to manage private parking must belong to an appropriate accredited trade association and abide by its published code of practice. The DVLA and the Government Internal Audit Agency carry out audits on those requesting data and appropriate action will be taken if patterns are identified from complaints received.
Whether her Department has made an assessment of the potential merits of including hazard perception tests for drivers who have been diagnosed with glaucoma.
Glaucoma is a condition that can affect visual fields. Driving licence holders or applicants who have glaucoma in both eyes must notify the Driver and Vehicle Licensing Agency (DVLA) and will be required to have an eyesight test to make sure that they meet the legally required visual field standards for driving. The requirements for visual field can only be assessed through formal visual field testing. The Secretary of State for Transport’s Honorary Medical Advisory Panel for Visual Disorders and Driving advises that the appropriate visual field assessment for determining fitness to drive is a binocular Esterman field test or, exceptionally, a Goldmann perimetry assessment. Both of these tests must be carried out to strict criteria and are conducted to the exact specifications required to enable the DVLA to assess whether the visual field requirements for driving can be met. There are no plans to use hazard perception tests for this purpose.
Whether the DVLA is taking steps to reduce the time taken for medical driver's license applications to be processed.
The Driver and Vehicle Licensing Agency (DVLA) aims to process all applications as quickly as possible. Driving licence applications where a medical condition(s) must be investigated before a licence can take longer. This is because the DVLA is often reliant on receiving information from third parties, including medical professionals, before a licence can be issued. The DVLA is currently rolling out a new casework system which is expected to deliver significant improvements to the services provided to drivers with medical conditions. This will enhance the handling of medical cases, support growing customer demand and help to reduce processing times. As part of this work, the DVLA has improved the quality of the correspondence provided to applicants and reviewed the questions asked of applicants and healthcare professionals when assessing medical fitness to drive with a view to simplify the process wherever possible. It is important to note that most applicants renewing an existing licence will be able to continue driving while their application is being processed, providing the driver can meet specific criteria. More information on this can be found at https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/1180997/inf1886-can-i-drive-while-my-application-is-with-dvla.pdf.
What assessment she has made of the (a) quality and (b) timeliness of DVLA communications with medical driving licence applicants; and whether the DVLA is taking steps to improve the quality of its (i) updates to applicants and (ii) plain-English correspondence.
The Driver and Vehicle Licensing Agency (DVLA) aims to process all applications as quickly as possible. Driving licence applications where a medical condition(s) must be investigated before a licence can take longer. This is because the DVLA is often reliant on receiving information from third parties, including medical professionals, before a licence can be issued. The DVLA is currently rolling out a new casework system which is expected to deliver significant improvements to the services provided to drivers with medical conditions. This will enhance the handling of medical cases, support growing customer demand and help to reduce processing times. As part of this work, the DVLA has improved the quality of the correspondence provided to applicants and reviewed the questions asked of applicants and healthcare professionals when assessing medical fitness to drive with a view to simplify the process wherever possible. It is important to note that most applicants renewing an existing licence will be able to continue driving while their application is being processed, providing the driver can meet specific criteria. More information on this can be found at https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/1180997/inf1886-can-i-drive-while-my-application-is-with-dvla.pdf.
Whether her Department has had discussions with (a) the Rail Safety and Standards Board and (b) industry stakeholders to (i) develop and (ii) legislate for a minimum requirement for bicycle storage spaces per train unit on (A) new and (B) refurbished rolling stock.
The Department for Transport has not had discussions with the Rail Safety and Standards Board or industry stakeholders regarding legislating for a minimum requirement for bicycle storage spaces per train unit but is considering policy options to improve integration between cycling and rail for passengers.
Whether her Department plans to (a) monitor and (b) limit the level of parking fees at airports.
The Department for Transport has no plans to monitor or limit the level of parking fees at airports. The provision and charging of car parking at airports (including drop off and pick charges) is a matter for the airport operator as a commercial business to manage and justify.
Whether her Department has undertaken a cost–benefit analysis of (a) pausing and (b) completing the third phase of Midland Main Line electrification within the period covered by the Spending Review 2025.
Midland Main Line electrification was considered as part of the Spending Review, which prioritised investment across all Government spending, taking account of business cases and affordability, including cost-benefit analysis. Continuing electrification to Nottingham and Sheffield is lower value for money, partly due to rising costs and partly as a consequence of having already delivered substantial electrification. We will continue to keep this project under review as part of our longer-term pipeline of schemes.
What assessment he has made of the National Skills Academy for Rail’s finding that completing Midland Main Line electrification would create up to 4,300 jobs and more than 100 apprenticeships in the East Midlands.
I appreciate the investment opportunities that further electrification of the Midland Main Line could bring to the East Midlands but schemes that would have a more significant impact on economic growth have been prioritised as part of this Spending Review. There is still significant investment being made in rail. We also need a resilient and productive rail supply chain that invests in skills, technology, and innovation to reduce costs and increase competitiveness.
What estimate she has made of the level of greenhouse-gas emissions from diesel operation on the Midland Main Line in the next ten years.
Significant benefits have been delivered through electrification of the Midland Main Line. Electrification between Kettering and Wigston was completed earlier this year and, together with enhancements south of Bedford due to complete in August, will enable the bi-mode intercity services being introduced by East Midlands Railway to operate using electric traction. As part of the close out of these schemes, we will establish the projected reduction in greenhouse gas emissions due to the switch from diesel to electric operation on the route.
Whether she plans to introduce battery-electric regional trains on East Midlands train routes.
The Government has committed to develop a long-term strategy for rolling stock and associated infrastructure. This work will include consideration of the likely long-term future rolling stock needs across the network, including the East Midlands, and the opportunities for different traction types including battery electric trains.
What assessment she has made of the potential impact of pausing Midland Main Line electrification on rail supply chain companies in the East Midlands.
I am aware that a clear pipeline of infrastructure investment supports the supply chain in planning resources effectively and ensures skilled workers can be retained. While further electrification of the Midland Main Line has been paused, there is still significant investment being made in rail. The Spending Review has ensured an affordable and credible network-wide programme of works has been established to support the Government’s mission to improve the railway for passengers and freight operators.
Whether she has had discussions with the Secretary of State for (a) the Home Department and (b) Housing, Communities and Local Government on the potential impact of the proposed new Chinese embassy on traffic disruption.
There have been no discussions on the potential impact of the proposed new Chinese embassy on traffic disruption. Responsibility for managing London's road network is shared between Transport for London, National Highways, and the 32 London boroughs, plus the City of London. These bodies are responsible for considering traffic impacts on their roads.
Whether her Department has made an assessment of the potential merits of undertaking a public awareness campaign to encourage more drivers to replace (a) faulty and (b) broken indicator lights.
Modern vehicles are fitted with a mandatory tell-tale lamp to indicate whether the direction indicators are functioning properly. Statistics show that there are on average 146 collisions per year where defective lamps and indicators were considered to be a contributory factor. Direction indicator lamps are routinely checked at the annual MOT and the police are empowered to stop vehicles with defective lamps. Annex 6 of The Highway Code contains information on vehicle maintenance and makes it clear that special care should be taken to ensure that lights are working and are kept clean and clear. THINK!, the Government’s flagship road safety campaign, prioritises budget where it can have most impact on reducing deaths and serious injuries, based on reviewing audience attitudes, statistics and alignment with issues that are prioritised by the police, such as drink driving and speeding. The campaign focuses on young men aged 17-24, who are four times more likely to be killed or seriously injured on the road than drivers aged 25 and over.We continue to adapt and evolve our campaign strategy based on data and insight and support a wider range of road safety messages via our partners and brand channels.
Whether she plans to bring forward regulations to require all road cyclists to wear an approved safety helmet.
The Highway Code recommends that cyclists should wear helmets. The Government encourages cyclists, particularly children, to do so, but has no plans to make this a legal requirement. The safety benefits of mandating helmets would be likely to be outweighed by the fact that it would put some people off cycling, thereby reducing the wider health and environmental benefits.