Written questions by Anderson.

For what purposes their Department has used artificial intelligence in the last year.

As part of its delivery of the Transport AI Action Plan, the Department has established an internal AI programme to identify opportunities and roll out appropriate AI tools and processes to ensure the Department is delivering best value for the public. As well as ensuring access to Microsoft’s Co-Pilot tools to support everyday activities, targeted pilots are being run using AI for correspondence, consultation analysis, information retrieval and fraud detection, with plans for continuing expansion.

What steps her Department is taking to support regional airports.

Regional airports are vital in addressing transport inequity by connecting all regions of the UK to national and international opportunities. They serve our local communities by supporting thousands of jobs while maintaining social and family ties and strengthening the bonds between the four nations. Government supports connectivity across the union through our joint funding of three Public Service Obligation (PSO) routes into London from Newquay, Dundee and Derry/Londonderry. The UK aviation market operates predominantly in the private sector. Airports invest in their infrastructure to attract passengers and airlines, while airlines are well placed to deliver services to their customers by responding to demand for different routes. Ministers and officials at the Department meet regularly with regional airports to discuss issues such as regional air connectivity.

What estimate her Department has made of the potential impact of traffic congestion on the economy.

The Department for Transport publishes transport analysis guidance to help assess the economic cost of congestion associated with different policy interventions. It also regularly publishes statistics on speeds, delay and reliability on different types of roads. However, it does not routinely assess the economic cost of congestion on the road network as a whole.

If her Department will consider the potential merits of extending the validity period for driving theory tests to three years.

The maximum duration of two years between passing the theory test and a subsequent practical test is in place to ensure a customer’s road safety knowledge and ability to identify developing hazards is current. This validity period is set in legislation, and the Government has no current plans to lay further legislation to extend it. It is important road safety knowledge and hazard perception skills are up to date at the critical point a person drives unsupervised for the first time. Ensuring learner drivers have current relevant knowledge and skills is a vital part of the learning to drive process as new drivers are disproportionately casualties on our roads. Learners therefore need to pass another theory test if their two-year theory test certificate expires.

What assessment her Department has made of the potential merits of introducing mixed-mode integrated public transport ticketing across the UK.

The government recognises the value of greater integration between public transport modes, including in relation to ticketing, and will continue to work with local transport authorities, operators and passengers to improve the fares and ticketing offer for passengers across England. Programmes currently under development in England recognise the aspiration for smart, multi-modal ticketing. This includes the Department for Transport working with representatives from the bus industry, Transport for West Midlands and Midlands Connect to develop a national technology solution to facilitate multi-operator ticketing on buses and trams, focusing on contactless bank card payments and enabling fares capping outside of London. In addition, the Fares, Ticketing, and Retail Programme is delivering two new Pay As You Go schemes for the West Midlands and Greater Manchester, and expanding an existing one in the South East. Transport is a devolved matter, and the UK government has policy responsibility for public transport ticketing in England only.

What information they hold on the number of workdays that were completed remotely in their Department in (a) 2024 and (b) 2025 to date.

The Department for Transport does not record this data centrally. In the core department, a management tool is used to record the number of days a member of staff attends an official workplace. This figure excludes business travel, site visits and absences (e.g. special leave, flexible leave and TOIL), and it is not possible to state exactly how many of the days not spent in the workplace were due to remote working. In the calendar year of 2024, 321,561 working days were recorded in DfT workplaces. From 1st January 2025 to 31st July 2025, 168,066 working days were recorded in DfT workplaces. This data is for the core department, excluding the executive agencies.

What discussions her Department has had with local transport authorities on the (a) recruitment and (b) retention of bus drivers.

The Department for Transport regularly meets with stakeholders, including local transport authorities, to discuss bus policy issues. Bus services in England are predominantly run on a commercial basis by private operators who are ultimately responsible for effectively managing their workforce and the recruitment of bus drivers. However, the government will continue to work with the bus sector to support them in being able to meet both their current and future labour requirements.

Pursuant to the Answer of 16 June 2025 to Question 58049 on Kirkby-in-Ashfield Station: Access, when she next plans to select stations for accessibility upgrades; and whether Kirkby-in-Ashfield station will be considered.

In May 2024, the previous government identified 50 stations for initial feasibility work to assess their potential for future upgrades under the Access for All programme. This did not include Kirkby-in-Ashfield station.

What steps she is taking to improve East-West connectivity (a) in the Midlands and (b) nationwide.

The first phase of Midlands Rail Hub (‘Western’ scope) would enable additional trains each hour between Birmingham and South Wales and the South West, and on Birmingham’s Cross City Line. This includes extending Chiltern services from Moor Street to Snow Hill station by improving connectivity across the region.

Whether she has considered the potential merits of a direct train service between stations on the Robin Hood Line and London.

There has been no consideration to East Midlands Railway providing a direct service between London and stations on the Robin Hood Line. However, the Department is happy to work with operators as they develop demand-led timetables that can adapt to passengers’ evolving needs, whilst also making the running of the railways financially sustainable, to ensure that taxpayers’ money is used in the most efficient way amid the current financial constraints.

How much their Department has spent on translating documents into languages other than (a) English and (b) other native UK languages in each year since 2023; and what these languages were.

The Department has spent £212,027.69 on translation services since 2023 (this covers the period from 1st January 2023 to 18 July 2025). The table below outlines the split of costs by calendar year.It should be noted that information is not held at the level requested. Translation ServicesAmountCalendar Year 2023£73,719.18Calendar Year 2024£79,893.56Calendar Year 2025£58,414.95Total£212,027.69

Pursuant to the Answer of 26 June 2025 to Question 60906 on Robin Hood Line: Standards, what proportion of trains on the Robin Hood Line were cancelled in each of the last six periods.

The table below shows that proportion of trains cancelled in the last six rail reporting periods: Rail PeriodAll Robin Hood line services that were Cancelled2024/25 - P103.78%2024/25 - P111.40%2024/25 - P121.92%2024/25 - P131.55%2025/26 - P012.34%2025/26 - P021.31%

What proportion of trains were cancelled in the last six periods.

Information on train cancellations is published by the Office of Rail and Road (ORR) and can be found on their data portal.Table 1 presents the proportion of planned services that were either partially or fully cancelled in Great Britain, for each of the last six rail periods and the same periods the previous year. Please note that partial cancellations as counted as 1 service, whilst partial cancellations are counted as 0.5.Table 1. Periodic Cancellations score (Great Britain, Rail Periods1 11 – 3 in 2025 and 2024)Rail period1Proportion of planned trains cancelled in 2025 (%)Proportion of planned trains cancelled in 2024 (%)pp change compared to last year5 Jan - 1 Feb 2025 (period 11)4.13.3+0.82 Feb - 1 Mar 2025 (period 12)3.13.2-0.12 Mar - 31 Mar 2025 (period 13)2.92.90.01 Apr - 26 Apr 2025 (period 01)2.93.2-0.327 Apr - 24 May 2025 (period 02)3.03.2-0.325 May - 21 Jun 2025 (period 03)3.43.8-0.4Source: ORR Table 3124 https://dataportal.orr.gov.uk/statistics/performance/passenger-rail-performance/table-3124-trains-planned-and-cancellations-by-operator-and-cause-periodic/Notes: 1. The rail period dates in this table are for 2025. Dates for rail periods in 2024 differ by a maximum of 2 days but continue to broadly represent the same 4-week periods. More information on rail periods can be seen on the ORR data portal (https://dataportal.orr.gov.uk/).

What steps she is taking to help tackle train fare dodging.

Train Operating Companies are responsible for reducing fare evasion and are measured on this as part of their contractual obligations. We work closely with each operator to ensure they have robust plans in place. Through the creation of Great British Railways (GBR), we’re bringing operators together to establish oversight and better standardise practices, putting an end to inconsistent prosecutions and making sure passengers are treated fairly. We’re working at pace to simplify ticketing and developing plans for GBR to sell tickets online, to alleviate confusion and make it easier for people to buy the right fare.

What steps she is taking to ensure the safety of women and girls on public transport.

The Department is committed to ensuring everyone, including women and girls, is safe on the transport network. As part of our aim to reduce Violence Against Women and Girls (VAWG) by half over the next decade, we have an ambitious, evidence-based programme to help tackle VAWG on transport. This includes proposals in the Bus Services (No. 2) Bill, such as staff training on how to recognise and respond to incidents of criminal and anti-social behaviour.The Department is also working across government and with partners, including the British Transport Police (BTP), the transport industry and local authorities, to ensure that everyone feels and is safe when travelling.

If she will make an assessment of the potential merits of reducing the bus fare cap to £2.

The Government has made no assessment of reducing the bus fare cap to £2. The Government is committed to ensuring bus travel remains affordable, and stepped in to prevent a cliff-edge return to commercial fares by investing over £150 million to introduce a £3 cap on single bus fares in England outside London from 1 January 2025 to 31 December 2025, replacing the £2 cap.Under the plans of the previous administration, the £2 cap on bus fares had been due to expire on 31 December 2024, and prior to the Autumn 2024 Budget, there was no further funding available to maintain a cap on bus fares beyond this point.  Maintaining the cap at £2 for the entirety of 2025 would have cost an estimated £444 million. The £3 cap represents a significant saving for taxpayers whilst ensuring bus services remain affordable.The Government reaffirmed its commitment to investing in bus services in the Spending Review by confirming additional funding to extend the £3 cap by over a year until March 2027 as part of dedicated funding to maintain and improve bus services long-term.

What steps her Department is taking to improve public transport services outside of major cities.

We are committed to funding all local areas to deliver their local transport priorities. We are providing £2.3 billion over the spending review period through the Local Transport Grant for local transport improvements outside of London and the largest city regions. We will invest around £900 million each year over the SR period to maintain and improve vital bus services and ensure buses are accessible and affordable for all – building on the £955 million we are providing to local authorities and bus operators in 25/26 to support and improve bus services in England outside London, including areas outside of city regions. £616 million was announced for Active Travel England to support local authorities to build and maintain walking and cycling infrastructure. £24 billion capital funding was announced to maintain and improve motorways and local roads across the country. This funding will allow National Highways and Local Authorities to invest in significantly improving the long-term condition of England's road network, delivering faster, safer and more reliable journeys. Rail services, including those outside of major cities, are supported by requirements on train operators to plan services and design timetables to meet both current and future passenger demand, while also ensuring value for money for the taxpayer. The government commitment to public ownership through Great British Railways will also help to deliver a unified system that focuses on reliable, affordable, high-quality, and efficient transport services, whilst also ensuring safety and accessibility.

Whether her Department holds data on the number of bus services (a) delayed and (b) cancelled across Ashfield constituency in each of the last five years.

The Department does not hold data on the number of services (a) delayed and (b) cancelled for Ashfield constituency. The Department publishes average bus punctuality rates on the percentage of non-frequent bus services running on time and the average waiting time for frequent services on GOV.UK. This data is not available at constituency level, but is available for Nottinghamshire, the upper-tier local authority Ashfield constituency is part of. More granular (daily, route-level etc.) punctuality data is provided through the Analyse Bus Open Data Service (ABODS). ABODS enables DfT, local transport authorities, and bus operators to view detailed performance metrics, including line-level, stop-level, and individual journey punctuality, as well as on-time, early, and late arrival patterns based on GPS data from buses.

What proportion of roads in (a) Ashfield constituency, (b) Nottinghamshire and (c) England are deemed to be in poor condition.

In the financial year ending March 2024, the percentage of Local A roads and motorways in Nottinghamshire where maintenance should have been considered was 3%, B and C roads was 4%, and unclassified roads was 35%. For the same period, in England, the percentage of Local A roads and motorways where maintenance should have been considered was 4%, B and C roads was 7%, and unclassified roads was 17%. The Department does not hold information of the condition of roads for Ashfield constituency.

What proportion of trains arrived (a) on time and (b) within three minutes in the last six months.

The rail industry uses four-weekly rail periods rather than calendar months for reporting performance figures. The average punctuality over the most recent six rail periods, based on arrivals at all recorded station stops, and covering all operators in Great Britain between 8 December 2024 and 24 May 2025 is as follows: On Time: 68.3%Within 3 minutes: 85.9%.