Written questions by Slade.

What recent progress she has made towards licensing acoustic speed cameras following recent roadside trials.

Awaiting answer.

What assessment she has made of the effectiveness of the Live Labs 2 programme.

The Live Labs 2 programme is supported by a built‑in monitoring and evaluation period that runs beyond the programme’s delivery phase, which is yet to conclude. Initial results published by the Association of Directors of Environment, Economy, Planning & Transport (ADEPT) already demonstrate tangible progress, including East Riding’s award‑winning deployment of AI‑based video analytics to inform low‑carbon lighting strategies, and early findings from the Centre of Excellence for Decarbonising Roads, which has secured national recognition for its innovations in low‑carbon materials and asset management. The Department has recently confirmed the extension of the Live Labs 2 programme for an additional year. This extension is to support wider uptake of project findings across local highway authorities, particularly in relation to innovative, low-carbon maintenance methods.

What steps she is taking to increase the use of recycled plastic materials in road construction.

The Department for Transport continues to support innovation in the local highways sector by creating the conditions for the safe and evidence‑based adoption of new approaches, while leaving decisions on specific technologies to local highway authorities. This includes providing a record investment of £7.3 billion for local highways maintenance over the next four years.In addition, through the £30 million Live Labs 2 programme, the Department is helping local authorities trial innovative approaches to road maintenance, including the use of recycled plastic materials in resurfacing. As part of this programme, North Lanarkshire Council has trialled a technology that replaces traditional oil-based polymers with recycled plastic, reducing carbon emissions from asphalt production by up to 20% while maintaining durability. Further information on this is available online, at: https://www.northlanarkshire.gov.uk/news/recycled-plastic-technology-used-uk-road-first-time.

Whether she plans to take steps with key stakeholders to increase access to workplace electric charging points.

The Workplace Charging Scheme enables businesses, charities, public sector organisations and small accommodation businesses to apply for up to 75% off the cost of buying and installing charge points, up to a maximum of £350 per socket. From 1 April 2026, the maximum grant rate per socket will increase to £500.

Whether she plans to take steps with (a) Cabinet colleagues and (b) stakeholders to allow private renters to install a home electric charging point.

The Government continues to incentivise renters and landlords to install charging infrastructure through our domestic charge point grants. Additionally, all new build residential properties, including rentals and leasehold properties, have been required to install a charge point since June 2022.We are considering what further policy interventions are suitable in supporting renters and leaseholders in the transition to electric vehicles (EVs). In October 2025, we announced that we will consult on improving renters and leaseholders' ability to charge. This consultation will consider how to make domestic EV charging for renters and leaseholders easier and more straightforward.

What recent progress has been made on (a) the rollout of the Local Electric Vehicle Infrastructure Fund to local authorities and (b) increasing the number of electric charging points using the Local Electric Vehicle Infrastructure Fund.

The Local EV Infrastructure Fund continues to make good progress. Nearly all grants under the LEVI Capital Fund have been issued to local authorities, with over half of eligible local authorities having launched tenders for private sector partners. The first projects have started installations, with many more expected during the course of this year.

If she will take steps to reduce speed limits on roads outside of schools to 20 miles per hour or below during school (a) hours, (b) arrival times and (c) collection times.

Local traffic authorities have the power to set 20mph speed limits where people and traffic mix, for example outside schools. They can also set enforceable 20mph limits that apply only at certain times of day, for example at school drop-off and pick-up times. The Government supports 20mph limits in the right places, particularly around schools or where walking and cycling levels are high. However, the Government does not support mandating a national change, as many roads are unsuited to 20mph by the nature of their function or geometry and could unintentionally reduce safety. Local authorities are best placed to decide where 20mph limits will work effectively based on local conditions and community needs. If, following consultation with local communities, local authorities decide to take such actions, they will have the Department's full backing. The Government expects local authorities to work with local schools, parents, and communities to address concerns about road safety in their local area.

Whether she has plans to make it a requirement for cyclists to wear high visibility attire when cycling on public roads.

There are no plans to make it a requirement for cyclists to wear high visibility clothing when cycling. However, cyclists should ensure that they can be clearly seen by other road users, both for their own safety and for that of others. This is in line with Rule 59 of The Highway Code which recommends that people who cycle should wear light-coloured or fluorescent clothing to help other road users to see them in daylight and poor light, with reflective clothing and/or accessories in the dark.

With reference to the Road Safety Strategy published on 7 January, if she will make an assessment of the potential merits of introducing (a) road safety and (b) Bikeability into the national curriculum for both (i) primary and (ii) secondary school children, as part of the Lifelong Learning for Road Users.

We welcome road safety programmes which are evidence led and contribute to improving road safety. The Department has previously funded the RAC Foundation Pre-driver Theatre and Workshop Education Research project, which ran from September 2019 to March 2023. Amongst the conclusions, the report suggests using “shock and tell” tactics and “threat” and “fear” appeals to teach the risks associated with driving does little to improve safety and may be counterproductive. I encourage all those who deliver road safety programmes to avoid this approach. As part of the Road Safety Strategy, we have committed to publishing national guidance on the development and delivery of road safety education, training and publicity. Alongside this, the government will publish a manual to support the implementation of a Lifelong Learning approach for road safety. Bikeability, the government owned cycle training programme, is funded by Active Travel England in schools across England. Up to £30m was allocated to the programme for 2025/26 and funding for the forthcoming 3-year period is due to be announced shortly. Almost 6 million children have received Bikeability cycle training since 2007, with 500,000 children booking onto training in 2024/25. The Bikeability Trust manages the programme across England and provides support and guidance to local authorities, training providers and schools in order to maximise the reach of the programme. Primary and secondary schools are free to teach about road safety awareness as part of their duty to provide a broad and balanced curriculum, and many do so through their personal, social, health and economic education (PSHE) provision alongside the statutory relationships, sex and health education (RSHE) content. The updated RSHE guidance, published in July 2025, has a new section on personal safety which includes how to recognise risk and keep safe around roads. This can also include teaching about general road safety when using bikes in different situations. Schools can draw on resources available from many providers including, the Department’s THINK! campaign. We will continue to look at how we best evolve the THINK! campaign in line with the Road Safety Strategy, but resources currently include interactive games, printable activity sheets, and lesson plans tailored to different age groups from primary school aged children all the way up to secondary school and learner drivers. These materials are regularly shared on THINK!’s social media channels and distributed to schools and educators via newsletters and partnerships with organisations such as the Department for Education.

With reference to the Road Safety Strategy published on 7 January, whether her Department has made an assessment of the effectiveness of existing road safety programmes delivered by (a) Police and (b) Fire services.

We welcome road safety programmes which are evidence led and contribute to improving road safety. The Department has previously funded the RAC Foundation Pre-driver Theatre and Workshop Education Research project, which ran from September 2019 to March 2023. Amongst the conclusions, the report suggests using “shock and tell” tactics and “threat” and “fear” appeals to teach the risks associated with driving does little to improve safety and may be counterproductive. I encourage all those who deliver road safety programmes to avoid this approach. As part of the Road Safety Strategy, we have committed to publishing national guidance on the development and delivery of road safety education, training and publicity. Alongside this, the government will publish a manual to support the implementation of a Lifelong Learning approach for road safety. Bikeability, the government owned cycle training programme, is funded by Active Travel England in schools across England. Up to £30m was allocated to the programme for 2025/26 and funding for the forthcoming 3-year period is due to be announced shortly. Almost 6 million children have received Bikeability cycle training since 2007, with 500,000 children booking onto training in 2024/25. The Bikeability Trust manages the programme across England and provides support and guidance to local authorities, training providers and schools in order to maximise the reach of the programme. Primary and secondary schools are free to teach about road safety awareness as part of their duty to provide a broad and balanced curriculum, and many do so through their personal, social, health and economic education (PSHE) provision alongside the statutory relationships, sex and health education (RSHE) content. The updated RSHE guidance, published in July 2025, has a new section on personal safety which includes how to recognise risk and keep safe around roads. This can also include teaching about general road safety when using bikes in different situations. Schools can draw on resources available from many providers including, the Department’s THINK! campaign. We will continue to look at how we best evolve the THINK! campaign in line with the Road Safety Strategy, but resources currently include interactive games, printable activity sheets, and lesson plans tailored to different age groups from primary school aged children all the way up to secondary school and learner drivers. These materials are regularly shared on THINK!’s social media channels and distributed to schools and educators via newsletters and partnerships with organisations such as the Department for Education.

With reference to the Road Safety Strategy published on 7 January, whether she will take steps with Cabinet colleagues to include (a) the Safe Drive Stay Alive, (b) Think! and (c) similar road safety campaigns in Key Stage 4 Personal, Social, Health and Economic education.

We welcome road safety programmes which are evidence led and contribute to improving road safety. The Department has previously funded the RAC Foundation Pre-driver Theatre and Workshop Education Research project, which ran from September 2019 to March 2023. Amongst the conclusions, the report suggests using “shock and tell” tactics and “threat” and “fear” appeals to teach the risks associated with driving does little to improve safety and may be counterproductive. I encourage all those who deliver road safety programmes to avoid this approach. As part of the Road Safety Strategy, we have committed to publishing national guidance on the development and delivery of road safety education, training and publicity. Alongside this, the government will publish a manual to support the implementation of a Lifelong Learning approach for road safety. Bikeability, the government owned cycle training programme, is funded by Active Travel England in schools across England. Up to £30m was allocated to the programme for 2025/26 and funding for the forthcoming 3-year period is due to be announced shortly. Almost 6 million children have received Bikeability cycle training since 2007, with 500,000 children booking onto training in 2024/25. The Bikeability Trust manages the programme across England and provides support and guidance to local authorities, training providers and schools in order to maximise the reach of the programme. Primary and secondary schools are free to teach about road safety awareness as part of their duty to provide a broad and balanced curriculum, and many do so through their personal, social, health and economic education (PSHE) provision alongside the statutory relationships, sex and health education (RSHE) content. The updated RSHE guidance, published in July 2025, has a new section on personal safety which includes how to recognise risk and keep safe around roads. This can also include teaching about general road safety when using bikes in different situations. Schools can draw on resources available from many providers including, the Department’s THINK! campaign. We will continue to look at how we best evolve the THINK! campaign in line with the Road Safety Strategy, but resources currently include interactive games, printable activity sheets, and lesson plans tailored to different age groups from primary school aged children all the way up to secondary school and learner drivers. These materials are regularly shared on THINK!’s social media channels and distributed to schools and educators via newsletters and partnerships with organisations such as the Department for Education.

Whether she plans to take steps to collect information from on-board vehicle diagnostics systems at the point of (a) an MOT and (b) vehicle servicing to guide measures.

The Department for Transport and DVSA keep the content of the MOT test under continuous review. This includes considering how on-board diagnostics could be used in future to monitor systems such as Advanced Driver Assistance Systems. The Department does not regulate the content of servicing as every driver is responsible for maintaining their vehicle to a roadworthy standard. In practice most drivers rely on a garage servicing regime that can include the use of on-board diagnostics software.

Whether the planned minimum learning period for drivers will apply to learner drivers of all ages.

We are consulting on introducing a Minimum Learning Period for learner drivers and the consultation includes questions on what age of learner driver any mandatory requirements should apply to. Once the consultation has concluded, we will publish our response in due course.

With reference to her Department's policy paper entitled the Road Safety Strategy, published on 7 January 2026, whether she has had conversations with optometrists on mandatory eye testing for drivers.

My officials have met with various optometrist organisations (including the College of Optometrists and the Association of Optometrists) while developing the proposed changes to eyesight testing for older drivers, and we will continue to engage with optometrist organisations as our policies develop further. The consultation on introducing mandatory eyesight testing for older drivers was published on 07 January. We welcome responses from optometrists and optometrist organisations. The consultation can be found at the following link: https://www.gov.uk/government/consultations/introducing-mandatory-eyesight-testing-for-older-drivers/introducing-mandatory-eyesight-testing-for-older-drivers

Whether she will make an assessment of the potential merits of lowering the speed limit on rural single carriageway roads.

The Road Safety Strategy, published on 7 January 2026, commits the Government to exploring whether the proposed rural roads categories are appropriate at a local level and to assessing their potential for national application. Developing a much clearer and more consistent definition of what constitutes a ‘rural road’ could help target safety interventions more effectively, ensuring resources are spent where they can have the greatest impact. We have also announced the establishment of a data-led Road Safety Investigation Branch, which will investigate collisions on a thematic basis. The strategy has also committed to publishing a new edition of the best practice guidance Setting local speed limits - GOV.UK which outlines how local authorities may introduce lower limits on rural roads where appropriate. The most recent publicly accessible version of this guidance emphasises that Local traffic authorities have the power to introduce speed limits lower than the national limit where local conditions justify this.

Whether she plans to take steps to negotiate an agreement with her EU counterparts to permit British HGV drivers to register biometric details away from the UK/EU border under the Entry/Exit System.

The EU Entry/Exit System (EES) is being implemented by the EU to improve border security. Whilst the UK Government continues to actively engage with the EU as they continue EES implementation, it is not a UK Government initiative. It is for individual Member States to determine how to register biometric details. The pre-registration of details does not replace checks by the border authorities. The UK Government is working closely with the EU as they roll out their EES checks to encourage a streamlined registration process that will minimise disruption for travellers. This is in addition to close engagement that the Department has had with travel operators and hauliers to support their preparation for EES and to reiterate travel requirements for the Schengen area.

Whether she has made an assessment of the potential merits of negotiating with his EU counterparts to secure an exemption for professional drivers from the 90 in 180 day Schengen rule.

The Schengen 90/180-day immigration rule has applied since 2021 to all UK nationals (including professional drivers of heavy goods vehicles (HGV) and coaches) undertaking short stays for leisure and work in the Schengen area. The Schengen 90/180 limit is a fundamental part of the EU’s conditions of entry for third country nationals to its territory. As such, it is not UK Government policy.The Government will continue to listen to concerns raised by sectors affected by these rules and will advocate for British citizens abroad. Ultimately any exemptions or amendments to Schengen rules are a matter for Member States and the EU.

What assessment she has made of the potential impact on road safety in the UK of her Department’s policy allowing people who obtained their driving license abroad to drive in the UK for 12 months without obtaining a UK driving license from the DVLA.

Foreign visitors to the UK are permitted to drive cars and motorcycles for up to 12 months without needing to exchange their licences or take a test. This system was established in 1909 and has remained in place under all recent governments, including the 2010-2015 coalition. After 12 months, people with licences from designated countries must exchange their licence for a UK equivalent whilst other licence holders must pass a UK test. Information about driving safely in the UK, notably driving on the left, is given to foreign drivers at ports.

If she will make an assessment of the potential merits of (a) requiring all drivers to submit a recent eye test result when applying for a driving license renewal and (b) broadening the required eye tests to include an assessment of (i) vision in reduced lighting, (ii) reaction times, and (iii) peripheral vision.

All drivers, regardless of age, have a legal responsibility to inform the Driver and Vehicle Licensing Agency (DVLA) if they develop a medical condition that may affect their ability to drive. The Government is considering the current process of self-declaration and the challenges posed by an ageing population where certain conditions, including vision conditions, may become more prevalent. In the meantime, the current renewal at age 70 process remains as is, and drivers must legally declare any vision or medical conditions that may affect their ability to drive. Any options for change will be subject to public consultation.

Whether she plans to impose (a) quotas and (b) no-flying times at night at (a) Bournemouth International Airport and (b) other regional airports.

The Government only sets noise-related restrictions at Heathrow, Gatwick and Stansted airports. At all other airports, including Bournemouth, flight restrictions are set through the planning system and not by the Government. It is the responsibility of the relevant local planning authority to conduct any necessary noise assessments and to enforce any restrictions.