Written questions by Holden.

Pursuant to the Answer of 26 February 2026 to Question 111871, whether any net financial efficiency savings are expected to be attributable to Network Rail from the technology and systems investments, after accounting for their up-front and ongoing costs; and what estimate her Department has made of the net cost or benefit of those investments.

Network Rail will write to you on this issue and incorporate a response to your question into its response to a similar question asked previously by Jerome Mayhew MP.

What discussions she has had with the Secretary of State for Foreign, Commonwealth and Development Affairs on British nationals in the UAE who were unable to travel on scheduled commercial flights and subsequently travelled on FCDO charter flights; and what steps her Department is taking to ensure airlines meet their obligations to assist British passengers affected by flight cancellations overseas.

My Department and I have worked in tandem with the Foreign, Commonwealth and Development Office and airlines, to ensure that any British National who wishes to leave the region can do so, whether via commercial routes or through Government-supported repatriation flights.Throughout this situation my Department has continued to engage with the aviation sector to understand the impacts on their operations, the measures they are taking to minimise disruption, and the support they are providing to their customers.This collaboration has included direct engagement by the Secretary of State and Ministers with the Foreign, Commonwealth and Development Office and major UK airlines and airports.

Pursuant to the Answer of 4 March 2026 to Question 116553 on the Highway Code, what evidential basis was used when Rule H1 was drafted to include motorcycles.

The previous Government updated the Highway Code in 2022 to improve road safety for people walking, cycling and riding horses including the introduction of a hierarchy of road users. I understand that the Department for Transport worked with an expert stakeholder group representing different users of the road and conducted a 12-week formal consultation.

Pursuant to the Answer of 16 October 2025 to Question 74236, if she will set out (a) the decision-making process used by the Driver and Vehicle Licensing Agency when assessing applications to renew driving licences for drivers aged over 70; (b) what evidence is considered when determining whether a driver meets the eyesight requirements for licensing; and (c) what weight is given to recent eyesight tests conducted by qualified opticians when assessing whether an applicant aged over 70 meets the required visual standards.

The driver licensing framework in Great Britain is designed to be balanced and proportionate. Drivers of all ages are legally required to notify the Driver and Vehicle Licensing Agency (DVLA) if they develop a medical condition, or if an existing condition worsens, that may affect their ability to drive. Driving licences expire at the age of 70 and must be renewed every three years thereafter. This renewal process provides a regular opportunity for older drivers to consider their health and fitness to drive, recognising that health and vision may deteriorate with age. All drivers are responsible for ensuring that they meet the statutory eyesight standards, including the use of corrective lenses where required. Where a driver declares a medical condition that may affect vision, the DVLA may require a vision assessment, which can be accessed for free at Specsavers. These examinations are conducted in accordance with DVLA specifications to determine whether the legal visual standards are met. Drivers can submit the results of an eyesight test done by another optician as long as it includes an ‘Esterman visual test’. Depending on the outcome of the assessment and the information provided, a driver may retain their licence, be issued with a time-limited licence subject to ongoing review, or where an individual does not meet the required standards, their driving licence will be revoked or their application refused. Further information on the eyesight standards for driving is available on the GOV.UK website at: https://www.gov.uk/driving-eyesight-rules. The Department for Transport is currently consulting on proposals to introduce mandatory eyesight testing for drivers aged 70 and over. Further details are available at: https://www.gov.uk/government/publications/road-safety-strategy and https://www.gov.uk/government/consultations/introducing-mandatory-eyesight-testing-for-older-drivers.

How many locations on the strategic road network have been identified by her Department as having significant flooding risks.

Current National Highways data (up to 28 February 2026) shows that there are 1,418 sub-catchments containing locations that have a high-flood risk (out of a total of 10,873 sub-catchments along the Strategic Road Network). Catchments are defined as a group of all the drainage systems and the adjacent land they drain between two geographical high points of the Strategic Road Network. Catchments are typically further divided into sub-catchments, such as one for each carriageway direction or junction.National Highways operates a comprehensive road inspection and maintenance programme. Drainage assets are inspected and maintained in line with the Design Manual for Roads and Bridges. Where flooding hotspots are identified, inspections are carried out more frequently, and improvements are considered.

Pursuant to the Answer of 23 February 2026 to Question 111444, whether her Department applies an economic test when determining whether costs are disproportionate to benefits for the purposes of assessing economic reasonableness under paragraph 4.5.12 of the draft amended National Policy Statement for Ports.

The process of determining whether costs are disproportionate to benefits does itself amount to an economic test.

What steps her Department is taking to mitigate the risk of cyber-attacks affecting transport services and infrastructure.

The Department for Transport (DfT) views the cyber security of its sector as a priority and works with partners across UK government and law enforcement to employ policy and legislative levers to drive cyber security resilience levels up. DfT is responsible for regulating cyber security in the transport sector, working with partners such as the Civil Aviation Authority to introduce relevant standards, guidance, and policy to ensure the cyber resilience of our essential services. We are supporting the Cyber Security & Resilience (Network & Information Systems) Bill currently going through Parliament which will strengthen our defences and ensure that more essential digital services than ever before are protected.

If she will publish a list of international flights undertaken by officials from her Department in the 2025 calendar year setting out the (a) destination, (b) date of travel, (c) number of officials travelling, (d) grade of those officials and (e) class of travel booked for each of those flights.

A supplementary Excel document has been provided to present the full dataset, as the level of detail requested cannot be appropriately conveyed within the main response. The response covers the central Department for Transport.

Pursuant to the Answer of 23 February 2026 to Question 112226, what information on airport kerbside drop-off charges is discussed with her Department as part of engagement with airports on surface access strategies.

As part of the Department’s engagement with airports, discussions cover a broad range of issues, including how passengers and staff travel to and from airports. However, the provision and charging of airport parking, including drop-off charges, is a commercial matter for each airport and the information on charges is publicly available through the airports’ own websites.

When she expects the reset of the High Speed Two programme to be completed.

The HS2 programme reset is underway and we are committed to updating parliament on progress on the reset in due course.

How many officials in her Department have been transferred or seconded to DfT Operator Ltd since 4 July 2024; and how many further transfers are planned.

As at today’s date, there has been one member of staff seconded to DfT Operator Limited since 4 July 2024 and 210 staff are planned to transfer to DFT Operator on 1 April 2026.

What work is being undertaken by her Department to identify cross-sector infrastructure interdependencies and single points of failure affecting the transport network.

Transport is one of the UK’s 13 Critical National Infrastructure (CNI) sectors. Given the cross-sector infrastructure interdependencies, resilience across CNI, including transport, is critical to the UK. My department is taking forward work to deliver the transport implications of the UK Government Resilience Action Plan, published July 2025, recognising the complex and interdependent nature of our critical transport operations. This includes carrying out a Criticalities Review; working with partners across the transport sector and government to improve our understanding of the interdependencies and single points of failure affecting the transport network. This will enable us to develop robust and informed measures to mitigate the risks and build resilience within the system.Furthermore, as committed within the recently published Climate Adaptation Strategy for Transport, the department is developing guidance to support transport operators to identify their upstream interdependencies and the cascading failures associated with climate risks.

How many and what proportion of buses are (a) zero-emission and (b) non-zero-emission.

Statistics on the number and proportion of zero‑emission and non‑zero‑emission buses are published in the Department for Transport’s Annual bus statistics, table BUS06e (Vehicles operated by local bus operators). The tables are available at: https://www.gov.uk/government/statistical-data-sets/bus-statistics-data-tables.

What steps her Department has taken to improve organisational capacity and capability within the transport sector to minimise the impact of industrial action.

The Government recognises the challenges that industrial action can cause to the public. Responsibility for managing its impact on rail services rests with train operating companies and Network Rail. As the sector moves towards Great British Railways, greater integration is expected to improve coordination and deliver better outcomes for passengers. The Government maintains regular and constructive engagement with maritime trade unions on seafarer rights, skills and training reform. Action is being taken to improve employment conditions for seafarers. The Employment Rights Act 2025 provides new powers to require higher standards on pay and safe working patterns, and implementing regulations will be introduced this year. Levels of industrial action in the maritime sector remain generally low. In disputes between private employers and their employees over terms and conditions, it is for the employer to resolve such matters. The Government expects transport operators, including bus and aviation operators, to take all reasonable steps to minimise disruption and ensure that passengers reliant on their services can continue to travel.

What powers the Secretary of State has under the Pilotage Act 1987 to inspect, review or request information on the pilotage arrangements of competent harbour authorities; and whether those powers have been exercised since 2015.

There are powers outlined in Section 12 of the Pilotage Act 1987 which enable scrutiny of pilotage provision in circumstances where there are joint arrangements between Competent Harbour Authorities (CHAs), dockyard ports or other actors. These powers have not been exercised since 2015. Maritime pilotage has an excellent safety record in the UK. However, should there be an accident or incident involving a vessel under pilotage, the Marine Accident Investigation Branch and/or the Maritime and Coastguard Agency have powers to scrutinise any records which pertain to the incident as part of their investigations.

Pursuant to the Answer of 23 February 2026 to Question 112684, in which month she plans to publish that response.

The Department has accepted all the recommendations of the Office of Rail and Road (ORR) review and is looking to publish the Government’s response to the ORR review shortly.

If her Department will take steps (a) in this financial year and (b) in future financial years to help reduce the fee deficit of the Driver and Vehicle Licensing Agency.

The Driver and Vehicle Licensing Agency keeps its fees under continual review. Any changes to fee levels would be subject to public consultation and Parliamentary approval.

Which aspects of primary maritime legislation her Department considers may require amendment to enable the safe and lawful operation of autonomous and remotely operated maritime vessels in UK waters; and what steps are being taken to introduce any changes.

The Department for Transport has led a sustained programme of work since 2018 to assess and prepare the UK’s maritime legislative framework for the safe and lawful operation of autonomous and remotely operated vessels. This has included the Maritime Autonomy Regulation Lab (MARLab), led by the Maritime and Coastguard Agency, and the Future of Transport Regulatory Review, which consulted publicly on the regulation of maritime autonomous surface ships and remote operations. Alongside this, Government has supported trials and deployment through introduction of a pilot remote operator training framework, new small vessel exemptions, and new certification routes, including Workboat Code 3, Annex 2. The experience and evidence gathered through these processes support broader regulatory development for Government. In addition, the Maritime and Coastguard Agency were a partner in the Maritime Regulatory Innovation Framework between 2023 and 2025, working with industry and other partners to develop and test a supporting framework alongside existing certification processes. The Maritime and Coastguard Agency remain engaged and will work with project partners for the next and final stages of the project as they seek to verify and validate the framework as a valuable alternative process to meet Maritime and Coastguard Agency regulatory processes and requirements. The Government intends to legislate when parliamentary time allows, informed by this evidence and the need to align with international standards.

How the Government intends to ensure that learning from regulatory sandboxes, including the Maritime Regulatory Innovation Framework, is scaled up and translated into permanent regulatory or legislative change to support the wider deployment of autonomous and remotely operated maritime vessels.

The Department for Transport has led a sustained programme of work since 2018 to assess and prepare the UK’s maritime legislative framework for the safe and lawful operation of autonomous and remotely operated vessels. This has included the Maritime Autonomy Regulation Lab (MARLab), led by the Maritime and Coastguard Agency, and the Future of Transport Regulatory Review, which consulted publicly on the regulation of maritime autonomous surface ships and remote operations. Alongside this, Government has supported trials and deployment through introduction of a pilot remote operator training framework, new small vessel exemptions, and new certification routes, including Workboat Code 3, Annex 2. The experience and evidence gathered through these processes support broader regulatory development for Government. In addition, the Maritime and Coastguard Agency were a partner in the Maritime Regulatory Innovation Framework between 2023 and 2025, working with industry and other partners to develop and test a supporting framework alongside existing certification processes. The Maritime and Coastguard Agency remain engaged and will work with project partners for the next and final stages of the project as they seek to verify and validate the framework as a valuable alternative process to meet Maritime and Coastguard Agency regulatory processes and requirements. The Government intends to legislate when parliamentary time allows, informed by this evidence and the need to align with international standards.

How much her Department has spent on international flights for officials in her Department since 4 July 2024; and how many such flights were taken in (a) economy, (b) premium economy, (c) business class and (d) first class.

International flights since 4 July 2024:The central Department for TransportTotal SpendEconomy FlightsPremium Economy FlightsBusiness Class FlightsFirst Class FlightsNot specified £1,615,217.4019961141380-