Written questions by Holden.

Pursuant to the Answer of 9 February 2026 to Question 108806, if she will make it her policy to provide such an estimate within the next three months; and if she will publish it.

The Department for Transport does not have plans to collect and publish this data.

Pursuant to the Answer of 10 February 2026 to Question 110085, (a) whether electric vehicle repair costs and their impact on insurance premiums form part of that work, (b) what analysis has been undertaken through that forum on the cost differential between EV and internal combustion vehicle repairs, and (c) if he will publish any minutes, reports or findings relating to EV repair costs.

The Motor Insurance Taskforce published its final report in December 2025. This report sets actions to strengthen the vehicle repair sector and references independent findings by the Financial Conduct Authority (FCA) on the causes of increased premiums, including analysis of average repair costs for electric, hybrid, and petrol/diesel vehicles. The FCA found that increased claims costs were driven by factors including more complex and expensive cars, supply chain delays, and increased costs for replacement vehicles. The report is published and available here: https://www.fca.org.uk/publications/multi-firm-reviews/motor-insurance-claims-analysis.

Pursuant to the Answer of 2 March 2026 to Question 115446, in which month and year the updated Setting Local Speed Limits guidance will be published.

Work to update the Setting Local Speed Limits guidance is expected to commence shortly. No timetable has yet been set for the publication of the revised guidance.

Pursuant to the Answer of 10 February 2026 to Question 107159, whether the decision taken in March 2024 was made by Ministers; and what start date for construction was in place prior to that decision.

The decision taken in March 2024 to defer the start of construction on the A12 widening scheme was made by Ministers. Prior to this decision, the publicly committed start date for construction was 2023/24 but a new start date was being planned.

Pursuant to the answer of 2 March 2026 to Question 115048 on local road maintenance, what specific guidance was provided, and whether it included advice on the political composition of councils.

Advice was provided to ministers in line with standard procedures.

Whether an Equality Impact Assessment was undertaken in relation to the guidance entitled Floating Bus Stops: Provision and Design.

Ahead of publishing the guidance on floating bus stops, in line with the Public Sector Equality Duty, I had due regard to impacts on people with protected characteristics, particularly disabled people, in making decisions regarding the guidance. This was supported by engagement with organisations representing disabled people and input from the Disabled Persons Transport Advisory Committee, the statutory advisory body on disability transport issues, and a statutory consultee for this guidance under the Bus Services Act 2025.

Whether she has had discussions with the Prime Minister on the impact of floating bus stop designs on the ability of blind, disabled and older people to board and alight from buses independently.

Statutory guidance on the provision and design of floating bus stops was published on 26 January under section 31 of the Bus Services Act 2025, which was cleared across government in the usual way.

Pursuant to the Answer of 27 January 2026 to Question 106601, what the (a) operating revenue, (b) operating costs and (c) net cost of onboard catering were for TransPennine Express in each financial year between 1995–96 and 2024–25.

We are only able to provide data since the transfer into public ownership in May 2023. The data for 2023/24 (May onward) and 2024/25 are: £'00023/2424/25Catering Costs5,2058,668Catering Revenue1,0771,897Net Cost4,1286,772 The difference in cost is explained by the fact that 2023/24 is a part year, and 2024/25 is a full year, with the one-off implementation costs of TransPennine Trains’ (TPT) ‘Coast to Coast’ catering set up in that year. Catering is a service offer on most of the longer distance operators, including TPT, whose core business is leisure travel, and where journey lengths are often in excess of two hours. Revenue generated by First Class, in which catering is an important feature, is also an important part of TPT's business model. The revenue numbers do not include fares income generated by the availability of catering on board TPT services, which are captured within TPT's wider reporting on revenues by route.

If she will make an assessment of the potential implications for her policies of the difference in colour vision medical standards between the UK Civil Aviation Authority and the (a) Irish Aviation Authority, (b) Federal Aviation Administration in the US, (c) Civil Aviation Safety Authority in Australia and (d) Civil Aviation Authority of New Zealand; how many pilots have (i) been denied and (ii) lost an initial Class 1 medical certificate due solely to colour vision deficiency in the last five years; what assessment she has made of the potential impact of colour vision medical standards on pilot (A) recruitment and (B) retention.

The UK approach to pilot colour vision testing involves initial screening using Ishihara test plates. Where applicants make a single error, advanced colour vision testing using the Colour Assessment and Diagnosis (CAD) test is required to measure colour vision. The CAD test is one of the few tests designed around a colour dependent aviation task. Applicants with normal or mild impairment are assessed as fit, whilst those with significant colour vision impairment are assessed as unfit. In the absence of evidence published in peer review literature regarding the effectiveness of operational assessments, the CAA only accepts CAD testing for advanced colour vision testing. We have no evidence to suggest that the UK CAA’s colour vison standards have a significant impact on pilot recruitment. Our aim is to foster a diverse and inclusive sector, while ensuring that the highest standards of aviation safety are maintained. Prospective pilots apply for the initial issuance of a Class 1 medical certificate prior to commencing/being accepted for training to become a commercial pilot. There are currently around 22,000 commercial pilots in the UK. Between 1 April 2021 and 31 January 2026, there were 6,930 initial Class 1 medical examinations in the UK. Only 18 applicants for a Class 1 certificate during this period (0.3% of total) were assessed as unfit solely due to colour vision impairment. There should also be no impact on pilot retention, since following successful application for a Class 1 medical certificate, a certificate holder would only lose their certificate if they developed a significant condition that may also be associated with colour vision impairment such as macular degeneration with visual loss. Such conditions tend to occur much later in life. While other regulators may take differing approaches, the UK approach is aligned with international norms. In the absence of peer reviewed evidence regarding the effectiveness of alternative approaches, the UK is engaging with the ICAO-led work referenced in my previous response.

What research her Department has commissioned and reviewed on emerging drug-driving testing technologies that are more cost-effective and provide faster processing than oral fluid tests; what steps she is taking to accelerate the adoption of such technologies by police forces; and what guidance and financial support she provides to ensure that police budgets do not limit the frequency of drug-driving testing.

The enforcement of road traffic law and how available resources are deployed is the responsibility of individual Chief Officers and Police and Crime Commissioners, taking into account local problems and demands. The police are operationally independent. We will continue to support the police to ensure they have the tools needed to keep road users safe. Building on the success of the Roads Policing Review, the Department is developing a new Roads Policing Innovation Programme (RPIP), working with key partners in enforcement and compliance, including the National Police Chiefs’ Council (NPCC). Alongside the recently published Road Safety Strategy, which sets out wider government plans to improve road safety across enforcement, infrastructure, vehicle safety and post‑collision care, this work will help ensure that policing and enforcement activities continue to evolve in line with emerging evidence and priorities.

Whether her Department has made an assessment of the effectiveness of the UK’s Zero Emission Vehicle Mandate in light of the February 2026 decision by the Government of Canada to repeal its EV sales mandate.

Government continues to monitor regulatory approaches to support the transition to zero emission vehicles in other countries. These vary depending on the economic, market, and geographic circumstances of each country. The UK remains a leader in the ZEV transition, and the ZEV Mandate remains essential to meeting our objectives on air quality, energy security and industrial policy as well as delivering on our climate commitments. We will publish a review of the ZEV Mandate in early 2027, with preparations beginning this year.

Pursuant to the Answer of 2 March 2026 to Question 115050, whether her Department has made an assessment of the potential impact of the exit of Zipcar from parts of the UK on the car-sharing market; and what assessment she has made of the potential impact of that exit on the future viability of the car-sharing sector.

The Department wants sustainable transport options to be available to all. The Department is assessing the evidence base and considering how best to support the car sharing sector and ensure the right measures are in place to support car clubs and other shared vehicle services across the UK.

Pursuant to the answer of 29 January 2026 to Question 105751, how each of the measures cited as enabling the reduction in the rail passenger services subsidy has performed from the date each Train Operating Company entered public ownership to the most recent date for which data is available, including a) what quantified administrative efficiencies have been realised to date, expressed in cash terms and as a percentage of operating costs, b) what changes in operational performance have been recorded, including Public Performance Measure, cancellations, short-notice cancellations, and customer satisfaction scores; c) what passenger revenue growth has been achieved in cash and real terms; and d) what the net change in subsidy requirement has been for each publicly owned operator over that period.

Public ownership is not a silver bullet but a vital step towards rebuilding trust and pride in our railways. Due to seasonal variations, it will take time for the impact of public ownership to be fully reflected in performance trend data. Public ownership has, however, already contributed to a reduction in fees that would otherwise have been paid to private operators, and these reductions will continue as more operators are brought into public ownership. According to the ORR, in the period from July to September 2025, journey numbers were 8% higher and passenger revenue 6% more than in the same quarter in the previous year (when adjusted for inflation). The Department currently expects the rail passenger services subsidy in 2025/26 to be c£0.3bn lower than the £2.4bn in 2024/25.

Whether a diagnosis of autism spectrum disorder can in itself qualify a person for a concessionary bus pass under the English National Concessionary Travel Scheme; and what guidance her Department issues to local authorities on eligibility for neurodivergent people whose autism substantially affects their ability to travel independently but who do not qualify for Personal Independence Payment.

The disabled eligibility criteria are set out in Section 146 of the Transport Act 2000. While autism is not included in this list, individuals with autism may be eligible for a concessionary bus pass if they meet certain criteria related to their condition or its functional impact. The Department recognises that sometimes this can be hard to determine, especially for non-visible disabilities. To support local authorities in determining eligibility, the Department maintains guidance on assessing the eligibility of disabled applicants. This includes examples of where entitlement may be considered automatic based on receipt of state benefits and related documentary evidence, to help make the process more straightforward for both applicants and local authorities.

How many Blue Badges are currently issued and valid, broken down by local authority.

As of March 2024, there were 2,837,000 valid Blue Badges in circulation across England. Information regarding breakdown by local authority can be found on GOV.UK: https://www.gov.uk/government/statistical-data-sets/blue-badge-scheme-statistics-data-tables-dis.

A) how much Local EV Infrastructure (LEVI) funding has been i) allocated, ii) drawn down, and iii) spent, b) what the average time is between allocation and operational deployment of LEVI-funded chargepoints; and c) what assessment she has made of barriers to local authority delivery of LEVI-funded infrastructure.

£343 million capital funding has been allocated to 113 local authorities (LAs) across England through the Local Electric Vehicle Infrastructure (LEVI) Fund. As of 2 March 2026, £328m funding has been delivered to 105 LAs. Spending by LAs is a matter between those LAs and their contracted suppliers and will be dependent on individual agreements. Most LEVI installations are in the early stages of delivery. We do not hold data on the average time between allocation and operational deployment as it is too early to establish trends. Installations are expected to increase over the coming years. We continually monitor and track barriers to local authority delivery, working with industry and LAs to develop practical solutions.

What the total cost to the public purse has been of the Get that Electric Feeling advertising campaign; and whether she will publish a breakdown of that spending, including a) creative development and agency fees, b) media buying costs, including television, radio, digital and outdoor advertising, c) payments to external consultants or contractors, d) evaluation, research or audience testing costs, and e) the budget allocated for any future phases.

The Get That Electric Feeling campaign was established to help boost the uptake of electric vehicle ownership ahead of the phase out of new petrol and diesel cars by 2030. It aims to highlight the benefits of driving an electric car, including lower charging and maintenance costs. The Get That Electric Feeling campaign has been launched under the Make Britain a Clean Energy Superpower mission, with a total campaign budget for 2025/26 of £4.56 million, excluding contractors. As the campaign is currently live, we do not have a consolidated breakdown of costs. Budgets for future phases have not yet been confirmed.

Whether she has contingency plans to intervene in the event that private sector delivery of public electric vehicle chargepoints falls below the level required to meet the 2030 target.

An estimate of potential future demand for charge points was originally published in the 2022 “Taking Charge: The National Electric Vehicle Charging Infrastructure Strategy” and ranged from 280,000 to 720,000 in 2030. This analysis was updated in 2024 to a range of 250,000 to 550,000 in 2030. We closely monitor charge point rollout and publish public charger statistics monthly. Statistics include publicly and privately funded public charge points. We support uptake through targeted grants and funding and regularly engage with local authorities and the private sector on progress. The Local Electric Vehicle Infrastructure (LEVI) Fund is expected to deliver another 100,000 public chargers across England, leveraging significant private sector investment alongside public funding. The LEVI Fund requires local authorities to complete quarterly reporting of charge point delivery.

How frequently her Department reviews private sector delivery against projected installation requirements for meeting the 2030 public chargepoint target.

An estimate of potential future demand for charge points was originally published in the 2022 “Taking Charge: The National Electric Vehicle Charging Infrastructure Strategy” and ranged from 280,000 to 720,000 in 2030. This analysis was updated in 2024 to a range of 250,000 to 550,000 in 2030. We closely monitor charge point rollout and publish public charger statistics monthly. Statistics include publicly and privately funded public charge points. We support uptake through targeted grants and funding and regularly engage with local authorities and the private sector on progress. The Local Electric Vehicle Infrastructure (LEVI) Fund is expected to deliver another 100,000 public chargers across England, leveraging significant private sector investment alongside public funding. The LEVI Fund requires local authorities to complete quarterly reporting of charge point delivery.

With reference to Rule H1 of the Highway Code, a) what assessment she has made of whether the hierarchy of road users alters expectations of legal responsibility in collisions involving motorists; b) whether her Department has undertaken any analysis of how the rule has been interpreted by insurers, police forces, or the courts; and c) whether guidance has been issued to clarify that motorists do not carry automatic presumption of fault under the hierarchy.

The previous government did not initiate any assessment of the impact of Rule H1 following their introduction of the rule in 2022.Rule H1 of the Highway Code is an advisory rule. Although failure to comply with the advisory rules of the Highway Code will not, in itself, cause a person to be prosecuted, contraventions of these rules may be used as evidence in court to establish liability for a road traffic offence. Advisory rules include those which begin ‘should/should not’ and ‘do/do not’.All road users are required to comply with road traffic law, in the interests of their own safety and that of other road users. If road users do not adopt a responsible attitude or if their use of the highway creates an unsafe environment, or causes nuisance, they may be committing a number of offences that can make them liable for prosecution.Enforcement of the law is a matter for the police who will decide on the evidence of each individual case, whether an offence has been committed and the appropriate action to take.