Written questions by Holden.

What assessment she has made of the future role of the Railway Benefit Fund under Great British Railways.

The Railway Benefit Fund (RBF), which is the working name of the ‘Railway Benevolent Institution’, is an independent non-membership charity, supported by charitable fundraising and donations, and regulated by the Charity Commission for England and Wales. We recognise the value of the RBF and the important work that it does. The future role of the RBF, whether now or when Great British Railways (GBR) is established, is a matter for the charity. However, we do not anticipate the establishment of GBR to have any adverse effect on the RBF.

Pursuant to the answer of 24 March 2026 to Question 121319 on Bus Services: Franchises, if she will provide a breakdown of the additional funding from 2026/27 by (a) funding stream, (b) annual allocation for each year of the Spending Review period and (c) by revenue and capital funding.

The Government is providing two funding streams to support authorities who wish to franchise their bus services. The first is a £3 million Bus Franchising Support Fund in 2026/27 for Mayoral Strategic Authorities that have commenced the statutory franchising process, to support their transition to franchised bus services. The second is a fund of approximately £10 million per year until 2029 for a franchising support package for local authorities that are actively seeking to transition to a franchised network. Both funds provide revenue funding only. South Yorkshire Combined Authority, North East Combined Authority, Transport for West Midlands, Cambridge and Peterborough Combined Authority, West Yorkshire Combined Authority and Liverpool City Region Combined Authority have each been allocated £500,000 of the £3 million fund. The Department is currently in the process of assessing expression of interest application forms from local authorities for the £10 million Franchise Support Fund.

What assessment she has made of the adequacy of the supply of coaches that are compliant with the Public Service Vehicles (Accessible Information) Regulations 2023 for use in rail replacement services after the expiry of the current exemption on 31 July 2026.

The Public Service Vehicles (Accessible Information) Regulations 2023 (AIR) require the provision of audible and visible route and location information on board most local bus and coach services in Great Britain. Local services subject to the Regulations must comply with them by October 2026, and we expect operators to ensure this happens on time. The government understands and recognises the specific challenges to comply with AIR within the rail replacement sector. We continue to work with partners, including the Rail Delivery Group, DfT Operator Limited and bus and coach trade bodies, to assess the sector’s readiness for full compliance across the whole rail network, and to provide support to help them achieve this. This includes the development of new technological solutions for providing information on board coaches, funding for smaller operators, alongside the existing time-limited exemption from the technical requirements of AIR, which is due to end on 31 July 2026. The exemption was put in place to ensure that rail passengers could still complete their journeys whilst rail replacement operators equip their fleets to comply with the Regulations.

How many full-time equivalent driving examiners recruited by the Driver and Vehicle Standards Agency were (a) in post and (b) delivering practical car driving tests in each month since February 2026 up to and including the most recent month for which figures are available.

The table below shows how many driving test centres (DTC) recorded a waiting time of 24 weeks for a practical car driving test for January, February, and March 2026. MonthNumber of DTCs with a wait time of 24 weeksJanuary 2026157February 2026186March 2026192 The table below shows how many full-time equivalent (FTE) driving examiners (DE) were in post, and out of those, how many were available to deliver practical car driving tests in March 2026. The answer to Question 122532, 20 March 2026, provides data for February 2026. FTE DEs in post *Available to deliver practical car driving tests1649.131,604* Includes those who are in training to be a DE The national average waiting time (when a minimum of 10% of test slots are available) and the national median waiting time (the time between the first test booking and test taken) for a practical car driving test in January, February and March 2026 is shown in the table below. MonthNational average car driving tests waiting time (when a minimum of 10% of test slots are available)National median waiting time (the time between the first test booking and test taken)January 202621.2 weeks10.3 weeksFebruary 202621.6 weeks10.6 weeksMarch 202622.1 weeks9.0 weeks The recent small increase in the national average waiting time was expected, and reflects test bookings running through the summer period, the busiest of the year, and a period of increased annual leave. April’s data for all of the above will be available in May.

What the average waiting time for a practical car driving test was in each month since January 2026 up to and including the most recent month for which figures are available.

The table below shows how many driving test centres (DTC) recorded a waiting time of 24 weeks for a practical car driving test for January, February, and March 2026. MonthNumber of DTCs with a wait time of 24 weeksJanuary 2026157February 2026186March 2026192 The table below shows how many full-time equivalent (FTE) driving examiners (DE) were in post, and out of those, how many were available to deliver practical car driving tests in March 2026. The answer to Question 122532, 20 March 2026, provides data for February 2026. FTE DEs in post *Available to deliver practical car driving tests1649.131,604* Includes those who are in training to be a DE The national average waiting time (when a minimum of 10% of test slots are available) and the national median waiting time (the time between the first test booking and test taken) for a practical car driving test in January, February and March 2026 is shown in the table below. MonthNational average car driving tests waiting time (when a minimum of 10% of test slots are available)National median waiting time (the time between the first test booking and test taken)January 202621.2 weeks10.3 weeksFebruary 202621.6 weeks10.6 weeksMarch 202622.1 weeks9.0 weeks The recent small increase in the national average waiting time was expected, and reflects test bookings running through the summer period, the busiest of the year, and a period of increased annual leave. April’s data for all of the above will be available in May.

How many driving test centres recorded the maximum waiting time of 24 weeks for a practical car test for each month since January 2026.

The table below shows how many driving test centres (DTC) recorded a waiting time of 24 weeks for a practical car driving test for January, February, and March 2026. MonthNumber of DTCs with a wait time of 24 weeksJanuary 2026157February 2026186March 2026192 The table below shows how many full-time equivalent (FTE) driving examiners (DE) were in post, and out of those, how many were available to deliver practical car driving tests in March 2026. The answer to Question 122532, 20 March 2026, provides data for February 2026. FTE DEs in post *Available to deliver practical car driving tests1649.131,604* Includes those who are in training to be a DE The national average waiting time (when a minimum of 10% of test slots are available) and the national median waiting time (the time between the first test booking and test taken) for a practical car driving test in January, February and March 2026 is shown in the table below. MonthNational average car driving tests waiting time (when a minimum of 10% of test slots are available)National median waiting time (the time between the first test booking and test taken)January 202621.2 weeks10.3 weeksFebruary 202621.6 weeks10.6 weeksMarch 202622.1 weeks9.0 weeks The recent small increase in the national average waiting time was expected, and reflects test bookings running through the summer period, the busiest of the year, and a period of increased annual leave. April’s data for all of the above will be available in May.

Pursuant to the Answer of 19 January 2026 to Question 104693, what conclusions were reached at the meeting between National Highways, BWB Consulting and Kier on 17 December 2025 regarding temporary slip roads at M6 junction 38.

At the meeting, National Highways shared information on its proposed delivery approach and emerging design and construction methodology. BWB Consulting raised questions and outlined high‑level proposals.National Highways committed to further engagement.

Pursuant to the answer of 30 March 2026 to Question 123507 on Electric Vehicles, where the remaining amount of the committed £7.5 billion funding will be spent.

The Government is investing more than £7.5 billion in the transition to zero emission vehicles, as follows:£4 billion on DRIVE35 to support zero emission vehicle manufacturing and R&D in the UK, to 2035.£2 billion on the Electric Car Grant to cut to cost of new, affordable, and sustainably manufactured zero emission vehicles for consumers, to 2030.£877 million for the Zero Emission Truck Grant and Zero Emission Van Grant to reduce the cost to businesses of buying new zero emission commercial vehicles, to 2030.£600 million to support charging infrastructure, to 2030.£120 million for the former Plug-in Van Grant in 2025.

Pursuant to the Answer of 31 March 2026 to Question 123237, whether her Department is considering the introduction of mandatory Restricted R plates or an equivalent post-test probationary scheme for newly qualified drivers in Great Britain.

Whilst we are not considering mandatory Restricted ‘R’ plates for newly qualified drivers in Great Britain, we are consulting on a Minimum Learning Period in England, Scotland, and Wales before learner drivers can take their test. We know that introducing a Minimum Learning Period has potential to reduce the number of deaths and serious injuries. This is why we are consulting on the introduction of pre-test measures and combining these with the post-test measures already in place through the New Drivers Act.

What assessment she has made of the potential implications for her policies of (a) Australia’s National Freight Data Hub, (b) the United States’ Commodity Flow Survey and (c) the Republic of Korea’s Transport Database on (i) monitoring driver welfare, (ii) rest provision and working conditions and (iii) fatigue-related risk across the freight and logistics system.

As noted in the answer of 18 March 2026 to Question 120682, the Department for Transport recognises the value of international comparisons for its work, including (a) Australia’s National Freight Data Hub, (b) the United States’ Commodity Flow Survey and (c) the Republic of Korea’s Transport Database. No formal assessments of the type described have been made for the comparators listed, but they are important parts of the Department's broad evidence base for policy making that supports freight and logistics and the wider transport system.

Pursuant to the Answer of 24 March 2026 to Question 120920, what estimate she has made of the conversion rate from application to appointment in Driver and Vehicle Standards Agency driving examiner recruitment campaigns since July 2024; and what steps her Department is taking to improve conversion rates at each stage of the recruitment process.

The Driver and Vehicle Standards Agency (DVSA) has run 22 driving examiner recruitment campaigns since early 2021, nine of these have been launched since June 2024. DVSA analyses the success rates for each campaign and adapts its approach for the next one to improve the quality of candidate attracted initially, make sure it is selecting those with the necessary skills and minimise any aspects of the process which are causing applicants to drop out.  The process has been modified several times in the intervening period to maximise the numbers of people with the right skills and aptitudes being made a job offer.DVSA attracts large numbers of applicants to the role of a driving examiner who are not always suited to it.  DVSA has a high drop out rate during the application process and the sift and selection process also removes significant numbers due to candidates not demonstrating the appropriate level of driving ability.Across the nine campaigns since June 2024, DVSA received 16,331 completed applications and has made 1,139 job offers so far, with 724 people starting their training with DVSA and more with start dates agreed.DVSA continues to make job offers from reserve lists from campaign 16 (March 2025) up to campaign 21 (December 25) and has yet to start making offers for people from campaign 22 as the assessments are still ongoing.

Pursuant to the Answer of 30 March 2026 to Question 122264, what assessment her Department has made of the potential impact of the six-day minimum hire threshold on value for money for Departments using short-term hire vehicles; whether guidance has been issued to Departments on balancing value for money with the objective of increasing the proportion of zero emission vehicles under the Government Fleet Commitment; and what steps she is taking to ensure that efforts to meet the Government Fleet Commitment do not lead to increased costs.

The Government's policy is that all official travel must be efficient and cost-effective. Value for money of short-term vehicle hires is ensured through standard Government procurement and contract management processes. Guidance on the GFC can be found on GOV.UK.

Whether her Department has made an assessment of the potential (a) economic, (b) traffic and (c) community impacts of the proposed closure of M6 junction 38 during the Lune Gorge bridge replacement works.

National Highways’ current traffic management proposals would keep Junction 38 of M6 partially open, apart from a limited number of full weekend and overnight closures. For the majority of the works, slip road closures would be phased, with traffic diverted via the M6 to the next junction and then back. While disruptive, they would be required to carry out the bridge replacement works safely. National Highways is still considering options proposed by stakeholders, including temporary slip roads at junction 38, and other traffic mitigations. Traffic impacts on diversion routes are being assessed through live surveys with Westmorland and Furness Unitary Authority. National Highways has undertaken over 60 engagement sessions since 2023 to understand the impact on the local community and businesses. As the project progresses towards construction in Spring 2027, the construction methodology and traffic management plans will be finalised. This work will determine what mitigation measures are both necessary and feasible to deliver the scheme safely.

What modelling has been undertaken on the potential impact of diverting traffic from the M6 onto local roads, including the A685, during the proposed closure of junction 38.

Current traffic management proposals for the M6 Lune Gorge project are being designed to keep traffic on the M6 motorway for the majority of the project. A contraflow system is planned on the M6 to provide a safe working area for construction, while maintaining sufficient lane capacity to avoid significant disruption to drivers. There will need to be a limited number of full closures of the M6 overnight and at weekends. During these closures, traffic will be diverted onto the local road network using the A6, A591 and A590. This diversion route has been agreed with the relevant local highway authorities as the most suitable option. National Highways’ current proposals for traffic management arrangements at Junction 38 would keep the junction partially open with traffic diverted via the M6 to the next junction and then back. National Highways is still considering options proposed by stakeholders, including temporary slip roads at junction 38 and other traffic mitigations. National Highways does not intend to use the A685 as a diversion route. The decision to defer Lawtland House Bridge works, which the A685 runs over, was made to provide additional connectivity to the local community during the Lune Gorge project.

Pursuant to the Answer of 30 March 2026 to Question 122220 on DfT Operator, what was the cost to the public purse of establishing the new sponsorship model and team; how many staff are employed in that team; from which directorates those staff have been drawn; and what the team's annual budget is.

There has been no additional cost to the public purse in establishing the new DFTO sponsorship model and team. The team was formed by redeploying existing staff. This approach ensured that existing expertise and institutional knowledge were retained. Day‑to‑day engagement with DFTO on specific policy and delivery matters is led by relevant policy teams across the Department, which act as clients. This is brought together through a small central sponsorship team of three full‑time staff, which provides overall coordination and oversight.

What estimate her Department has made of the total number of passenger rail journeys in Great Britain in 2025–26; what figure for passenger journeys underpins its estimate of subsidy per passenger journey for that year; and what her Department's estimates for underpinning passenger numbers are in the next five years.

Data relating to the total number of passenger rail journeys in Great Britain for 2025–26 is not yet available and is scheduled for publication in June. Historic data on journeys is published here: Passenger rail usage | ORR Data Portal. Using the most recent ORR data available (2024-25), the subsidy per passenger journey is £8.21. This captures all journeys made with the 14 DfT operators. The subsidy figure includes Department for Transport’s support for the 14 DfT operators and Network Rail. Finally, with respect to departmental estimates of underpinning passenger numbers over the next five years, the Department does not routinely publish forecasts of passenger numbers.

How many people are currently engaged by her Department in roles providing political advice or support to Ministers; and how many such individuals are classified as (a) special advisers and (b) ministerial or other political appointees outside the special adviser classification, including those not formally designated as special advisers but undertaking equivalent functions.

The Department currently has (a) 5 special advisers, and (b) no ministerial or other political appointees.

Whether the DVSA has prepared a contingency plan for the operation of driving tests in the event of fuel rationing or wider fuel supply disruption.

The Driver and Vehicle Standards Agency (DVSA) has well-developed and tested contingency plans for a range of situations that could affect the provision of its services, including driving tests.

Pursuant to the Answer of 9 March 2026 to Question 116574, what minimum number of public electric vehicle chargepoints her Department considers necessary by 2030 to meet anticipated demand; and how she will determine whether delivery is on track in the absence of a defined benchmark.

An estimate of potential future demand for chargers was originally published in the 2022 “Taking Charge: The National Electric Vehicle Charging Infrastructure Strategy” and was updated in 2024 to a range of 250,000 to 550,000 in 2030. Both the 2024 NAO ‘public chargepoints for electric vehicles’ report, and the Climate Change Committee 2025 Progress report, concluded that charge point rollout is on track.

Pursuant to the Answer of 26 March 2026 to Question 122445, what further proposals the Driver and Vehicle Standards Agency has developed to reduce the time taken to onboard driving examiner recruits; and if she will publish the (a) expected impact of each proposal on recruitment timelines and (b) planned implementation timetable.

The Driver and Vehicle Standards Agency (DVSA) continues to review its recruitment processes to improve the onboarding experience of new entrants. DVSA has streamlined its processes, which should see applicants move through the recruitment process more quickly. Alongside this DVSA is also seeking to further increase its training capacity to allow successful candidates to move more quickly from campaign candidate lists onto training courses for new entrant driving examiners.