Written questions by Collins.

Whether the Statutory Instrument required to enable civil enforcement against unnecessary pavement obstruction has been drafted; and when he plans to lay that instrument before Parliament.

The Statutory Instrument is being drafted and will be laid before Parliament by the end of the year.

Whether her Department plans to review the penalties for the use or supply of illegal number plates designed to evade automatic number plate recognition systems.

The Government recognises the impact of number plate crime and is committed to addressing this issue. The Driver and Vehicle Licensing Agency (DVLA) is working with the National Police Chiefs’ Council and other government departments to improve the identification and enforcement of number plate crime. The Government published its Road Safety Strategy on 7 January, setting out its vision for a safer future on our roads for all. As part of this, the Department for Transport has published a consultation which seeks views on the introduction of penalty points and vehicle seizure for the offence of being in charge of a motor vehicle with an incorrect/altered/false number plate. The consultation can be found online at https://www.gov.uk/government/consultations/proposed-changes-to-penalties-for-motoring-offences and is open until 11 May 2026. The DVLA is also considering options to ensure a more robust, auditable Register of Number Plate Supplier process, which would enable tighter checks on number plate suppliers. Options being considered include reviewing fees, scheme structure, resources and funding.

What steps her Department is taking to help reduce the backlog of medical driving licence applications; whether this includes (a) staffing and (b) other resource changes; and whether target processing times have been set for these applications.

Driving licence applications where a medical condition must be investigated before a licence can be issued can take longer to process as the Driver and Vehicle Licensing Agency (DVLA) is often reliant on receiving information from third parties, including medical professionals. The DVLA is currently experiencing an increase in the volume and complexity of driving licence applications. This has unfortunately led to longer waiting times for some customers. The DVLA keeps applicants informed of key updates on their case, including when medical information is requested or chased. To improve performance, the DVLA is updating its online service, and launching a new casework system. A new digital medical services portal will also launch in April. These enhancements, alongside the recruitment of additional staff to deal with medical applications and answer telephone calls, will deliver real improvements for customers. In 2024/25 the DVLA achieved 85 per cent against its customer service measure to make a licensing decision in 90 days in 90 per cent of medical driving licence cases.

What steps her Department is taking to help (a) reduce the time taken to process medical driving licence applications and (b) ensure applicants receive timely updates on the status of their applications.

Driving licence applications where a medical condition must be investigated before a licence can be issued can take longer to process as the Driver and Vehicle Licensing Agency (DVLA) is often reliant on receiving information from third parties, including medical professionals. The DVLA is currently experiencing an increase in the volume and complexity of driving licence applications. This has unfortunately led to longer waiting times for some customers. The DVLA keeps applicants informed of key updates on their case, including when medical information is requested or chased. To improve performance, the DVLA is updating its online service, and launching a new casework system. A new digital medical services portal will also launch in April. These enhancements, alongside the recruitment of additional staff to deal with medical applications and answer telephone calls, will deliver real improvements for customers. In 2024/25 the DVLA achieved 85 per cent against its customer service measure to make a licensing decision in 90 days in 90 per cent of medical driving licence cases.

Whether passenger demand forecasts for Thameslink services have been updated to reflect the approved expansion of London Luton Airport, planned housing growth along the route and the proposed Universal Studios development in Bedfordshire; and how those factors are being incorporated into long-term capacity planning for the Thameslink corridor.

Govia Thameslink Railway has shared demand modelling with the Department which does include projections for planned developments along the Thameslink network. The Department requires all operators to plan future timetables that reflect expected demand and provide value for money for the taxpayer. In the longer term, under Great British Railways’ directing mind, timetables and services will be optimised to drive up network performance and improve passenger journey experience.

Whether local authorities are (a) encouraged and (b) required to upgrade street lighting to meet British Standards.

The management of street lighting in England is the responsibility of local highway authorities, who have a duty under Section 41 of the Highways Act 1980 to maintain the public highways in their charge, including street lighting. Authorities do not have a duty to light their networks but, where lighting has been provided, the authority has a duty to maintain it. The Government encourages local authorities to consider best practice when making decisions about lighting on their networks and to work closely with emergency services and other key partners when considering the street lighting needs of local communities. Advice is available in the UK Roads Leadership Group’s Code of Practice for Well Managed Highway Infrastructure, which references British Standards for road lighting. The Government has confirmed a record £7.3 billion investment for local highways maintenance over the next four years, bringing annual funding to over £2 billion annually by 2029/30. This funding is provided to local authorities to maintain all parts of the highway network, including lighting columns, bridges, cycleways and footways. In addition to increasing the available funding, the Department has confirmed funding allocations for the next four years, providing greater funding certainty to local authorities. This will help them to plan ahead and move away from expensive, short-term repairs and to instead invest in proactive and preventative maintenance. The Department allocates funding to local highway authorities based on a formula, which takes account of road lengths in each authority area, as well as the number of bridges and lighting columns.

What funding is available to local authorities to improve street lighting in residential areas where safety guidance is not met; and what criteria are used to allocate that funding.

The management of street lighting in England is the responsibility of local highway authorities, who have a duty under Section 41 of the Highways Act 1980 to maintain the public highways in their charge, including street lighting. Authorities do not have a duty to light their networks but, where lighting has been provided, the authority has a duty to maintain it. The Government encourages local authorities to consider best practice when making decisions about lighting on their networks and to work closely with emergency services and other key partners when considering the street lighting needs of local communities. Advice is available in the UK Roads Leadership Group’s Code of Practice for Well Managed Highway Infrastructure, which references British Standards for road lighting. The Government has confirmed a record £7.3 billion investment for local highways maintenance over the next four years, bringing annual funding to over £2 billion annually by 2029/30. This funding is provided to local authorities to maintain all parts of the highway network, including lighting columns, bridges, cycleways and footways. In addition to increasing the available funding, the Department has confirmed funding allocations for the next four years, providing greater funding certainty to local authorities. This will help them to plan ahead and move away from expensive, short-term repairs and to instead invest in proactive and preventative maintenance. The Department allocates funding to local highway authorities based on a formula, which takes account of road lengths in each authority area, as well as the number of bridges and lighting columns.

What guidance her Department provides to local authorities on minimum lighting levels required on residential roads.

The management of street lighting in England is the responsibility of local highway authorities, who have a duty under Section 41 of the Highways Act 1980 to maintain the public highways in their charge, including street lighting. Authorities do not have a duty to light their networks but, where lighting has been provided, the authority has a duty to maintain it. The Government encourages local authorities to consider best practice when making decisions about lighting on their networks and to work closely with emergency services and other key partners when considering the street lighting needs of local communities. Advice is available in the UK Roads Leadership Group’s Code of Practice for Well Managed Highway Infrastructure, which references British Standards for road lighting. The Government has confirmed a record £7.3 billion investment for local highways maintenance over the next four years, bringing annual funding to over £2 billion annually by 2029/30. This funding is provided to local authorities to maintain all parts of the highway network, including lighting columns, bridges, cycleways and footways. In addition to increasing the available funding, the Department has confirmed funding allocations for the next four years, providing greater funding certainty to local authorities. This will help them to plan ahead and move away from expensive, short-term repairs and to instead invest in proactive and preventative maintenance. The Department allocates funding to local highway authorities based on a formula, which takes account of road lengths in each authority area, as well as the number of bridges and lighting columns.

Whether she has made a recent assessment of the cumulative impact of multiple concurrent airport expansions at Luton, Gatwick and Heathrow.

The Government recognises a role for, and is supportive of, airport expansion where it provides economic growth and is compatible with our legally binding net zero target and strict environmental standards. The Secretary of State has approved Luton and Gatwick Airport’s Development Consent Order (DCO) planning applications on a case-by-case basis, taking into account the relevant national policy and any material considerations. I can't comment on the merits of the Luton or Gatwick DCOs as legal proceedings are ongoing. The Government is reviewing the Airports National Policy Statement (ANPS), which provides the primary basis for decision making on DCO applications for a third runway at Heathrow Airport. As part of this we will review and update the existing Appraisal of Sustainability which includes an assessment of potential cumulative effects, in line with any amendments made to the ANPS. Any DCO application for a third runway at Heathrow Airport will need to include an assessment of the cumulation of effects with other existing and, or approved projects in its Environmental Statement.

What funding her Department is providing to local authorities to improve the (a) quality and (b) accessibility of pavements for (i) wheelchair users, (ii) people with mobility impairments and (iii) other people.

The Department provides a range of funding streams to local authorities that can be used to improve the quality and accessibility of pavements for wheelchair users, people with mobility impairments, and other pedestrians. In 2025/26, local authorities will receive a share of £1.6 billion highways maintenance capital funding, which includes a £500 million uplift from 2024/25. Authorities are encouraged to adopt a whole-life asset management approach, which includes maintaining footways and ensuring accessibility for all users. In addition, the Integrated Transport Block and Local Transport Grant provide a combined total of £396 million in 2025/26 to support local transport enhancements, including improvements to pedestrian infrastructure. Eight eligible Mayoral Combined Authorities will also receive £5.7bn in funding between 2022 and 2027, to invest in local transport improvements, including enhancements to accessibility. Beyond these funding pots, the Department has also announced dedicated funding for walking, wheeling and cycling. In the Spending Review, the Government announced £616 million for Active Travel England from 2026/27 to 2029/30 to support local authorities to build and maintain walking and cycling infrastructure. This is in addition to the almost £300 million funding for active travel in 2024/25 and 2025/26 which was announced in February 2025. This will help local authorities to provide high-quality and easily accessible active travel schemes across England and will enable more children to walk and cycle to school.

Whether her Department has made an assessment of the potential merits of requiring (a) taxis, (b) buses, (c) hire cars and (d) other vehicles used for (i) public and (ii) quasi-public purposes to carry automated external defibrillators.

The Department has not assessed mandating these vehicles to carry defibrillators. In England outside London, commercial bus operators provide the majority of bus services and have responsibility for managing their fleets. Any decision on whether to fit buses with defibrillators is one for operators to make, and some have taken the decision to equip their depots with these.Similarly, it would be the decision for individual taxi and private hire vehicle operators to decide to carry defibrillators.

If she will make an assessment of the potential merits of devolving greater enforcement powers to local authorities in relation to the regulation of roadworks conducted by utility companies.

The Department for Transport recognises the importance of ensuring that street works are carried out safely, efficiently, and with minimal disruption to road users and local communities.Highway authorities already have access to a comprehensive set of powers and tools to manage works carried out on their networks by utility companies. These include issuing permits, imposing conditions, inspecting works, applying overrun charges for delays, and levying fines for non-compliance.To further support highway authorities, the Department has introduced several recent measures, most notably, the doubling of fixed penalty notices for certain street works offences, including breaches of permit conditions. These changes will come into force on 5 January 2026, providing sufficient time for both industry and local authorities to prepare.The Department remains committed to empowering local authorities to manage their networks in ways that best reflect local needs and priorities. We will continue to engage with stakeholders, monitor the impact of recent measures, and explore opportunities for further improvements or devolution of powers where appropriate.

If she will review the April 2023 Code of Practice for Inspections in relation to the capping of inspection charges for defective reinstatements at two cycles.

In April 2023, the Department for Transport introduced a performance-based inspections regime to improve the quality of reinstatements following street works. Under this system, utility companies with higher defect or failure rates are subject to increased inspection frequencies, while those with strong compliance records are inspected less frequently. This approach ensures that inspection resources are targeted where they are most needed and creates a financial incentive for companies to meet statutory standards, as they are required to cover the cost of inspections.The regime is underpinned by the updated Code of Practice for Inspections and supported by data from the Street Manager platform, which enables authorities to monitor performance and adjust inspection rates quarterly based on inspection outcomes.Given that the regime has only been in place for a short period, we believe it is appropriate to evaluate its effectiveness in delivering better quality reinstatements before considering further changes. While the existing two-cycle inspection cap was previously agreed with stakeholders as a balanced approach, we recognise that operational challenges may have evolved. We will undertake a formal review of the regime’s impact working closely with local authorities, utility companies, and the Highways Authorities and Utilities Committee (HAUC) to ensure that reinstatements meet the required standards and that poor quality work is addressed swiftly and fairly.

If she will take steps to review the level of fines that local authorities can levy on utility companies for (a) breaches of permit conditions and (b) defective roadworks.

Following a public consultation in 2024, the Government confirmed its intention to double the level of fixed penalty notices for certain street works offences including breaching permit conditions.The necessary secondary legislation to enact these changes has been laid in Parliament and the new penalty levels will come into force on 05 January 2026 to provide the industry and local highway authorities with the necessary time to ensure they are adequately prepared and equipped to comply with the new measures.We do know that some problems with the highway surface have been caused by utility reinstatements so to drive up the quality and durability of reinstatements following works the Department for Transport introduced a new performance-based inspections regime in April 2023 to ensure utility companies were incentivised to produce reinstatements that are fit for purpose. Each inspection carried out by an authority is paid for by the utility company and inspections are based on performance, with those that have a high rate of defects inspected more. Highway authorities also have the power to direct utility companies to carry out remedial works at the utility company’s expense if they identify reinstatements that do not meet the required standards. If the utility company still fails to put things right, the authority can carry out the works and charge the utility company the costs for doing so. Reinstatements must also be guaranteed for two years for most works, and three for deeper excavations. A period of implementation is necessary to assess the impact of the revised penalty regime and determine whether it achieves the intended improvements in compliance. The department will also evaluate the effectiveness of the updated inspection framework in delivering higher-quality reinstatements before considering any further changes to the level of fines or enforcement measures.

If she will review the 2023 Code of Practice for Inspections to ensure that (a) the performance-based sample inspection regime does not allow utility companies to offset local failure rates against national averages and (b) sufficient incentives remain for companies to rectify defects quickly and efficiently.

The Department for Transport keeps all statutory guidance under regular review, including the 2023 Code of Practice for Inspections. The performance-based sample inspection regime introduced in April 2023 is designed to ensure that undertakers are inspected proportionately to their performance at the local level. Inspection rates are calculated by each highway authority based on the undertaker’s failure rate in that specific area, and cannot be offset by performance elsewhere. This ensures that poor performance in one locality is not masked by better results nationally. The Code also includes provisions to incentivise prompt and effective defect rectification. These include financial penalties, non-compliant reinstatement inspections, and escalation procedures for unresolved defects. We remain committed to working with stakeholders to ensure the inspection regime continues to uphold high standards, promote accountability, and support the efficient maintenance of the highway network.

Whether her Department (a) has considered and (b) plans to consider expanding requirements for lifesaving equipment in vehicles used for public or quasi-public purposes.

The Department is not considering mandating public vehicles to carry defibrillators. In England outside London, commercial bus operators provide the majority of bus services and have responsibility for managing their fleets. Any decision on whether to fit buses with defibrillators is one for operators to make, and some have taken the decision to equip their depots with these.Similarly, it would be the decision for individual taxi and private hire vehicle operators to decide to carry defibrillators.The Department also encourages train operating companies to equip their stations with defibrillators where possible, and both Network Rail and train operators have made progress towards this in recent years.

When her Department plans to implement the planned doubling of fines available to local councils for utility companies that breach permit conditions or carry out unauthorised roadworks.

Following a public consultation in 2024, the Government confirmed its intention to double the level of fixed penalty notices for certain street works offences including breaching permit conditions.The necessary secondary legislation to enact these changes has been laid in Parliament and the new penalty levels will come into force on 05 January 2026 to provide the industry and local highway authorities with the necessary time to ensure they are adequately prepared and equipped to comply with the new measures.We do know that some problems with the highway surface have been caused by utility reinstatements so to drive up the quality and durability of reinstatements following works the Department for Transport introduced a new performance-based inspections regime in April 2023 to ensure utility companies were incentivised to produce reinstatements that are fit for purpose. Each inspection carried out by an authority is paid for by the utility company and inspections are based on performance, with those that have a high rate of defects inspected more. Highway authorities also have the power to direct utility companies to carry out remedial works at the utility company’s expense if they identify reinstatements that do not meet the required standards. If the utility company still fails to put things right, the authority can carry out the works and charge the utility company the costs for doing so. Reinstatements must also be guaranteed for two years for most works, and three for deeper excavations. A period of implementation is necessary to assess the impact of the revised penalty regime and determine whether it achieves the intended improvements in compliance. The department will also evaluate the effectiveness of the updated inspection framework in delivering higher-quality reinstatements before considering any further changes to the level of fines or enforcement measures.

If she will consider making amendments to section 81 of the New Roads and Street Works Act 1991 to enable local authorities to levy fines on utility companies that fail to maintain street apparatus or to rectify reported defects.

Utility companies already have a duty to maintain their apparatus in the street to the reasonable satisfaction of the highway authority. Where an authority becomes aware of defective apparatus they should notify the owner of the apparatus requiring the utility company to carry out remedial works. If the undertaker fails to act, the authority has powers to undertake the repairs and recover the costs. We recognise that some defects and substandard reinstatements remain unresolved for extended periods. To drive improved performance and address poor compliance, we introduced a performance-based inspections regime in April 2023. This approach ensures that utility companies with higher failure rates are subject to more frequent inspections and incur proportionally higher inspection fees. The regime is underpinned by data from Street Manager, which enables quarterly adjustments to inspection rates based on reinstatement outcomes.Given that this system has only recently been implemented, we believe it is appropriate to evaluate its effectiveness before considering any further legislative changes. We will review its impact on reinstatement quality and defect resolution in collaboration with stakeholders. This will include examining whether additional enforcement mechanisms such as fines for non-compliance would be proportionate, effective, and deliver improved outcomes. Any such proposals would be subject to consultation with stakeholders and assessment of their operational and financial implications.

If her Department make an assessment of amending (a) the Highway Code and (b) driving (i) theory and (ii) practical tests to ensure that all drivers are trained in the use of defibrillators.

The Highway Code currently contains information on cardiopulmonary resuscitation (CPR), but not on the use of defibrillators. The Department for Transport regularly updates the Highway Code and ensures the information contained reflects the latest advice.The Driver and Vehicle Standards Agency’s (DVSA) learning materials and publications will be updated to include new and current content on ‘Automatic External Defibrillators’ and bleeding, this is seen as the most effective way of ensuring drivers and riders have the knowledge and understanding of what to do in a medical emergency. First Aid is knowledge and understanding, and so is tested during the driving theory test, rather than the practical test, which is a test of on-the-road driving.

If she will make an assessment of the potential merits of making it a mandatory requirement to fit defibrillators in every newly manufactured car.

The Government has no current plans to legislate to make it a mandatory requirement to fit defibrillators in every newly manufactured car.