On 20 November 2025, the Government put a pause on new floating bus stops that require people to board or alight directly from or into a cycle track.

During the passage of the Bus Services Act, officials met with NFBUK who presented their views on the issue. Meetings were also held with other groups representing vision-impaired people.

Active Travel England is currently carrying out research into the safety, accessibility and suitability of floating bus stops across different contexts that will consider potential design solutions to improve accessibility.

The independently-led Mass Transit Taskforce will consider all modes of mass transit and emerging technologies. This includes Tram-train projects and other mass transit modes, including bus‑based, light rail‑based and hybrid systems.

The independently-led Mass Transit Taskforce welcomes views from members of the public, experts, operators and academics from across Britain. The call for evidence is now open and as part of its research, the Taskforce will also draw on knowledge and experience from existing mass transit systems in each of the four nations and from examples abroad.

The Taskforce will identify practical reforms to planning, financing and delivery models and make targeted recommendations to government. Decisions on where and how to deliver mass transit systems will remain entirely local. However, the Taskforce will support devolution by sharing evidence, guidance and lessons learned, including the role of UK supply chains.

Details of all live contracts in this area of spending for the Department and its arm’s length bodies (that are above the relevant thresholds) are published on the Government’s Contracts Finder service and/or Find a Tender Service.

Links to these sites are below.

Contract Finder - https://www.contractsfinder.service.gov.uk/Search

Find a Tender - https://www.find-tender.service.gov.uk/Search

Compliance with the Public Sector Equality Duty (PSED) is embedded into departmental policy-making and decision-making processes and is the responsibility of all those developing and taking decisions. DfT and its Arm’s Length Bodies do not have staff who work solely on PSED, although there is a small central team within the Department for Transport that supports equality policy and compliance alongside a portfolio of other work.

Given that responsibility for the duty sits across the department, the outputs vary between teams. It is not possible to identify a discrete FTE figure or calculate the overall cost of PSED compliance. The department does not publish an overall assessment of our PSED compliance.

It is vital for road safety that, when the Driver and Vehicle Licensing Agency (DVLA) is made aware of a condition that could affect an individual’s ability to drive safely, they ensure that the required medical standards are met before a licence is issued.

The table below shows the number of Group 1 (car and motorcycle) and Group 2 (bus and lorry) driving licences that were revoked or an application refused between 2021 and 2025. Driving licences can be revoked or an application refused following a medical investigation carried out when the DVLA is informed of a medical condition by either the licence holder or a third party. A licence holder who had both Group 1 and Group 2 driving entitlements revoked or refused will be included in the figures for both groups.

Please note that the figures for 2025 are currently incomplete. The figure in the table above reflects those cases that can currently be accurately categorised as revoked or refused in 2025.

This information is not held by central government.

As the asset owner and project lead, the London Borough of Hammersmith and Fulham is responsible for submitting any application to the Structures Fund. Local highway authorities have until 3 August 2026 to put forward proposals for investment.

My Department engages regularly with London local highway authorities on matters related to their local highways networks, including the London Borough of Hammersmith and Fulham. The technical advisory body to the Structures Fund is also having conversations on behalf of my Department about projects that local highway authorities may put forward to the fund; including Hammersmith Bridge.

The Driver and Vehicle Standards Agency (DVSA) has internal targets to respond to 90% of simple enquiry emails within five working days, and to respond to 90% of more complex emails (such as complaints about driving tests, that need investigating before it can respond) within 10 working days.

DVSA’s 2025/26 annual performance outturn for both types of correspondence is 90% and 93% respectively.

The agency keeps its performance under review.

We have considered the findings of the trial and there are no plans to publish the department's review.

I refer the Rt Hon Member to Question 16519 answered on 16 July 2026.

The Department has no plans to incorporate the Driver Certificate of Professional Competence qualification into either the driving licence or the driver tachograph card.

National Highways routinely publishes data on delays on strategic road network links https://nationalhighways.co.uk/our-roads/travel-time-reporting-tool/.

National Highways have previously published estimates of the causes of delay on the SRN, which includes incidents. See: https://nationalhighways.co.uk/media/nixpb1ed/managing-delay-on-the-strategic-road-network.pdf.

The Department also makes an assessment of congestion on the strategic road network using the metric of average delay based on seconds of delay per vehicle per mile (see table CGN0405 Average speed, delay and reliability of travel times (CGN) - GOV.UK).

Please see below table for each ALB:

a) How many people are employed in the following bands of total earnings or nearest equivalent

(b) what estimate they have made of the total unfunded public sector pension liability

The Lower Thames Crossing will be operated as an integrated part of the Strategic Road Network (SRN). Incident response plans will be developed with local authorities and emergency services during construction and published before opening. These will cover tunnel systems, roadside technology and traffic management across the wider network, consistent with National Highways’ coordinated SRN approach, including the 2021 CLEAR Keep Traffic Moving incident management plan agreed with emergency services. They will work with key responders to minimise incident impacts through an integrated and coordinated approach across the SRN, which will also apply to the Lower Thames Crossing.

Drivers would be informed of closures through signs and signals across the wider network and through channels such as sat nav, in-car systems, social media, press and radio, supporting informed journey decisions.

The Lower Thames Crossing will be operated as an integrated part of the Strategic Road Network (SRN). Incident response plans will be developed with local authorities and emergency services during construction and published before opening. These will cover tunnel systems, roadside technology and traffic management across the wider network, consistent with National Highways’ coordinated SRN approach, including the 2021 CLEAR Keep Traffic Moving incident management plan agreed with emergency services. They will work with key responders to minimise incident impacts through an integrated and coordinated approach across the SRN, which will also apply to the Lower Thames Crossing.

Drivers would be informed of closures through signs and signals across the wider network and through channels such as sat nav, in-car systems, social media, press and radio, supporting informed journey decisions.

The Lower Thames Crossing will be operated as an integrated part of the Strategic Road Network (SRN). Incident response plans will be developed with local authorities and emergency services during construction and published before opening. These will cover tunnel systems, roadside technology and traffic management across the wider network, consistent with National Highways’ coordinated SRN approach, including the 2021 CLEAR Keep Traffic Moving incident management plan agreed with emergency services. They will work with key responders to minimise incident impacts through an integrated and coordinated approach across the SRN, which will also apply to the Lower Thames Crossing.

Drivers would be informed of closures through signs and signals across the wider network and through channels such as sat nav, in-car systems, social media, press and radio, supporting informed journey decisions.

The Lower Thames Crossing will be operated as an integrated part of the Strategic Road Network (SRN). Incident response plans will be developed with local authorities and emergency services during construction and published before opening. These will cover tunnel systems, roadside technology and traffic management across the wider network, consistent with National Highways’ coordinated SRN approach, including the 2021 CLEAR Keep Traffic Moving incident management plan agreed with emergency services. They will work with key responders to minimise incident impacts through an integrated and coordinated approach across the SRN, which will also apply to the Lower Thames Crossing.

Drivers would be informed of closures through signs and signals across the wider network and through channels such as sat nav, in-car systems, social media, press and radio, supporting informed journey decisions.

The Lower Thames Crossing will be operated as an integrated part of the Strategic Road Network (SRN). Incident response plans will be developed with local authorities and emergency services during construction and published before opening. These will cover tunnel systems, roadside technology and traffic management across the wider network, consistent with National Highways’ coordinated SRN approach, including the 2021 CLEAR Keep Traffic Moving incident management plan agreed with emergency services. They will work with key responders to minimise incident impacts through an integrated and coordinated approach across the SRN, which will also apply to the Lower Thames Crossing.

Drivers would be informed of closures through signs and signals across the wider network and through channels such as sat nav, in-car systems, social media, press and radio, supporting informed journey decisions.

Whilst there is no provision in legislation to publish statutory guidance on assessment of progressive and chronic conditions, the Blue Badge Digital Service provides local authorities with the option to mark cases as ‘not needing an evidence review’. This option means that future applications may be assessed without the necessity for an applicant to provide evidence previously submitted, to facilitate an easier and less time-consuming process.