Written questions by Reynolds.

What timetable Network Rail has set for the clearance of construction and maintenance waste from lineside land across the rail network.

When work is being undertaken, how any waste will be removed is part of Network Rail’s plan for the works and, in general, waste is removed at the end of works. At times, material will be left lineside for forthcoming works in the same area.On occasion, it may be difficult for Network Rail to remove material at the end of works due to availability of appropriate equipment, for example a specific recovery train may be needed. Depending on the location, it may be more cost effective to leave materials lineside for some time until the required logistics can be planned. There is no specific timeframe for this, but Network Rail is aware there is value in all its materials either via reuse internally, for onward sale, or recycling, so materials will not be left lineside if cost efficient recovery is feasible. Network Rail’s track materials currently have a reuse rate of almost 80% with 19.9% recycled and less than 1% sent for recovery (generally contaminated material).

What steps her Department is taking to help ensure that National Highways' contractors adhere to reporting requirements when closing sections of the Strategic Road Network; and what data National Highways holds on contractor compliance with those requirements in the last 12 months.

National Highways requires its contractors to inform National Highways’ Regional Operations Centres before closing any part of the SRN to allow appropriate signs, signals, and customer communications to be put in place.In the financial year 24/25, over 90% of the overnight closures planned by early afternoon went ahead as expected. National Highways’ traffic monitoring systems allows them to verify the status of road closures in real time.

What steps National Highways is taking to ensure the provision of timely and accurate physical diversion signage during planned and unplanned road closures.

National Highways follows the standards GG903 and GG907 outlined in the Design Manual for Roads and Bridges (DMRB) for diversion routes for unplanned events and planned works and activities. These standards require NH to coordinate with customers and local traffic authorities and to conduct Customer Audits and annual engagements. National Highways monitor diversion routes for unplanned events through the National Highways operational reporting team.

Whether National Highways is required to ensure that all planned and emergency road closures are integrated into live satellite navigation systems.

There are no requirements for National Highways to ensure that all planned and emergency road closures are integrated into live satellite navigation.However, National Highways publishes information detailing all its planned and emergency work closures. Where available these details are published in advance.

What assessment HM Treasury has made of the potential economic impact of the expiry of the Plug-in Motorcycle Grant on SMEs and self-employed delivery riders.

As announced in February 2025, the Plug-in Motorcycle Grant will close at the end of financial year 2025/26 or when current funds are exhausted, whichever comes first. In 2024, mopeds and motorcycles accounted for 0.4% of domestic transport greenhouse gas emissions in the UK. Available funding is being targeted at higher emission segments such as cars, vans, and heavy duty vehicles. Ending the £500 Plug-in Motorcycle Grant is not expected to have a significant impact on uptake of zero emission motorcycles or on riders. The Government, working with industry, will monitor the development of the zero emission motorcycle market and the need for any further interventions on an ongoing basis.

Whether she has plans to reinstate the Plug-in Motorcycle Grant.

As announced in February 2025, the Plug-in Motorcycle Grant will close at the end of financial year 2025/26 or when current funds are exhausted, whichever comes first. In 2024, mopeds and motorcycles accounted for 0.4% of domestic transport greenhouse gas emissions in the UK. Available funding is being targeted at higher emission segments such as cars, vans, and heavy duty vehicles. Ending the £500 Plug-in Motorcycle Grant is not expected to have a significant impact on uptake of zero emission motorcycles or on riders. The Government, working with industry, will monitor the development of the zero emission motorcycle market and the need for any further interventions on an ongoing basis.

What assessment her Department has made of the potential impact of the expiry of the Plug-in Motorcycle Grant on consumer uptake of regulated electric mopeds and motorcycles.

As announced in February 2025, the Plug-in Motorcycle Grant will close at the end of financial year 2025/26 or when current funds are exhausted, whichever comes first. In 2024, mopeds and motorcycles accounted for 0.4% of domestic transport greenhouse gas emissions in the UK. Available funding is being targeted at higher emission segments such as cars, vans, and heavy duty vehicles. Ending the £500 Plug-in Motorcycle Grant is not expected to have a significant impact on uptake of zero emission motorcycles or on riders. The Government, working with industry, will monitor the development of the zero emission motorcycle market and the need for any further interventions on an ongoing basis.

On what policy basis has her Department decided to allow the Plug-in Motorcycle Grant to lapse.

As announced in February 2025, the Plug-in Motorcycle Grant will close at the end of financial year 2025/26 or when current funds are exhausted, whichever comes first. In 2024, mopeds and motorcycles accounted for 0.4% of domestic transport greenhouse gas emissions in the UK. Available funding is being targeted at higher emission segments such as cars, vans, and heavy duty vehicles. Ending the £500 Plug-in Motorcycle Grant is not expected to have a significant impact on uptake of zero emission motorcycles or on riders. The Government, working with industry, will monitor the development of the zero emission motorcycle market and the need for any further interventions on an ongoing basis.

How many directors with responsibility for human resources are employed across their department and its executive agencies; and how many of those directors hold professional HR qualifications from the Chartered Institute of Personnel and Development or equivalent professional bodies.

The Department for Transport has one SCS 2 Director with responsibility for Group Human Resources. The post holder is a Chartered Fellow of the Chartered Institute of Personnel Development.

Whether her Department is taking steps to introduce a national awareness campaign as part of the new Road Safety Strategy.

Injuries and fatalities from road collisions caused by driving are unacceptable, and this Government will work hard to prevent these tragedies for all road users. That is why on 7 January 2026, we published our new Road Safety Strategy, setting out our vision for a safer future on our roads for all. The Government’s THINK! road safety campaign delivers paid advertising to change attitudes and behaviours among those at most risk on the road, currently focused on the priority issues of speed, drink driving and drug driving. THINK! campaigns will play a key role in encouraging safer road user behaviours to support delivery of the strategy. This will include paid campaign activity to raise awareness of any potential significant changes to road safety legislation, with the introduction of these potential changes also supported by wider communications including via DfT social channels and GOV.UK, media engagement and partner and stakeholder networks. As our road environment and technologies evolve, providing education for all road users throughout their lifetime is vital to improving road safety. As announced in the strategy to support a Lifelong Learning approach in the UK, the Government will publish for the first time national guidance on the development and delivery of road safety education, training and publicity. Alongside this, the Government will publish a manual to support the implementation of a Lifelong Learning approach for road safety.

If she will publish the TA 501 safety assessment and Scheme Appraisal Report for the removal of motorway lighting on the M4 between junctions 8 and 12; and what steps her Department is taking to ensure that the TA 501 methodology is applied transparently where safety infrastructure is removed.

National Highways has a thorough, consistent and documented approach to the management of construction schemes. National Highways assessed the removal of lighting on the M4 between junctions 8 and 12 using TA49/07, which was the assessment tool before TA 501 was published in March 2020. National Highways has published the M4 J3-J8/9 and J10-J12 Road Safety Lighting Review, which included a summary of the personal injury collision data for the 5 years prior to the removal of lighting. Road casualty statistics and the underlying data are published annually by the Department for Transport.

What assessment her Department has made of the potential impact of motorway lighting removal on the M4 between junctions 8 and 12 on road safety; and if she will publish Personal Injury Collision data for that area (a) since lighting was removed and (b) for the five years prior to removal.

National Highways has a thorough, consistent and documented approach to the management of construction schemes. National Highways assessed the removal of lighting on the M4 between junctions 8 and 12 using TA49/07, which was the assessment tool before TA 501 was published in March 2020. National Highways has published the M4 J3-J8/9 and J10-J12 Road Safety Lighting Review, which included a summary of the personal injury collision data for the 5 years prior to the removal of lighting. Road casualty statistics and the underlying data are published annually by the Department for Transport.

What steps her Department is taking to incorporate equestrian safety guidance into the driving theory test.

The Driver and Vehicle Standards (DVSA) driver theory test already contains questions relating to equestrian safety, and has done for many years.DVSA has recognised the need to promote the recognition of hazards by drivers when sharing the road with horse riders and horse-drawn vehicles. These are well represented within the hazard perception part of the test, a CGI video test which requires candidates to identify developing hazards on the road in good time.Both the multiple choice and hazard perception parts of the theory test are continually being updated and added to, with one of the focuses being on vulnerable road users such as horse riders.

How many instances of ANPR failure linked to tampered or unreadable number plates have been recorded by (a) police forces and (b) National Highways in the past three years.

The Government does not collect data on instances of ANPR failure recorded by police forces. National Highways (NH) holds data from 27 July 2023 onwards with regard to the Dartford Crossing, since the introduction of the new Dart Charge service. As part of NH’s administration of the Dart Charge service ANPR monitors all vehicles which make the crossing on this route. A very small proportion of crossings cannot be charged due to a range of factors, including environmental conditions, dirt on number plates, or deliberate obscuring or tampering.

What steps her Department is taking to reduce waiting times for learner drivers seeking to book and take the car theory test.

The Driver and Vehicle Standards Agency has a key performance indicator (KPI) to provide theory test candidates with a test appointment within 28 days of their preferred date which is measured as a regional average. Despite unprecedented levels of demand for theory tests this KPI is consistently met.

Whether she has had recent discussions with his EU counterparts on establishing sector-specific mobility arrangements for UK professional drivers engaged in international (a) freight and (b) passenger transport.

There have been no recent discussions with the EU regarding sector-specific mobility arrangements for UK road freight and coach drivers. The Government will continue to listen to concerns raised by sectors affected by existing rules and will advocate for British citizens abroad.

What assessment her Department has made of the potential impact of the 90 in 180 day Schengen rule on (a) employment levels among UK-based HGV drivers working in international transport and (b) the competitiveness of UK logistics companies operating cross-border services to the EU.

The Schengen 90/180-day immigration rule has applied since 2021 to all UK nationals (including drivers of heavy goods vehicles (HGV) and coaches) undertaking short stays for leisure and work in the Schengen area. The Schengen 90/180 limit is a fundamental part of the EU’s conditions of entry for third country nationals to its territory. As such, it is not UK Government policy. The Department for Transport is undertaking a research study to improve understanding of the effects of a) the Schengen 90/180-day limit to date, and b) preparedness for the implementation of the EU’s Entry/Exit System (EES) on the international operations of GB-based HGV and coach businesses that hold standard international operator licences. The data is currently being processed, and the study’s findings will be published in due course.

What recent steps her Department has taken to ensure local authorities have sufficient resources to repair and maintain residential roads; and what steps she plans to take to improve the long-term funding settlement available for tackling potholes and surface deterioration.

The Government takes the condition of our country’s roads very seriously and is committed to supporting local authorities in maintaining and renewing the local highway network. This Government has made a record investment of almost £1.6 billion for local road maintenance this financial year, a £500 million increase compared to 2024/25. Building on this, we will provide £24 billion of capital funding between 2026-27 and 2029-30 to maintain and improve our motorways and local roads across the country. This funding increase will allow National Highways and local authorities to invest in significantly improving the long-term condition of England’s road network.

With reference to the Spending Review 2025, published on 11 June 2025, how much additional funding her Department plans to spend on transport projects for Maidenhead; and what those projects are.

We are yet to announce the local authority allocations for the majority of the transport funding announced in the Spending Review. This will be announced in due course. We have informed Royal Borough of Windsor and Maidenhead Borough Council of their allocation of the Local Transport Grant which is £7.336 million for the period from April 2026 to April 2030 for local transport improvements.

Whether she has made an assessment of the potential impact of guidance from the Highway Authority and Utilities Committee that utilities beneath tram tracks must be diverted under the New Roads and Street Works Act 1991 on the cost of light rail schemes; and whether her Department is taking steps to (a) review the cost-allocation model for utility diversions and (b) review the requirement to move utilities in this way.

My Department works closely with the Highway Authorities and Utilities Committee (HAUC(UK)) - which brings together highway authorities, utilities and government with the aim of working safely and smartly to reduce the impact of street and road works on members of the public throughout the UK. The Highway Authorities and Utilities Committee is currently reviewing the Diversionary Works Code of Practice with my officials. There are currently no plans to review the regulations for cost allocation. The New Road and Street Works Act 1991 (NRSWA) balances the statutory rights of highway authorities and undertakers to carry out works with the need to minimise the disruption caused by these works. Financial incentives play an important role in ensuring compliance with requirements. There is a risk that by removing safeguards when utilities work on tram routes, reinstatements may not be fit for purpose, resulting in damage and possible safety issues that the tram company operator or local highway authority would then need to resolve.