My Department has recently carried out a consultation exploring a proposal to extend the period which Ukrainians can use their driving licence, and we expect to publish the results shortly. It remains a legal requirement for anyone on UK roads to have a valid license and it is the responsibility of the driver to ensure they have appropriate insurance to drive on UK roads. For individuals who are coming to the end of their initial 12-month period, we would encourage them to exchange their driving license if eligible.

We have not made any assessment on this issue, but we are working at pace and expect to publish the results of the recent consultation shortly.

The second Road Investment Strategy (2020-25) includes a litter performance indicator. National Highways is committed to reporting in line with the Code of practice on litter and refuse published by Department for Environment, Food and Rural Affairs (DEFRA). In 2021/22 National Highways reported that 60.8% of relevant parts of the Strategic Road Network had no litter, refuse or detritus, or was predominately free of litter, refuse or detritus apart from some small items.

In line with its role set out in the Infrastructure Act (2015), the Office of Rail and Road (ORR) monitors the performance and efficiency of National Highways in delivering its five year Road Investment Strategy, including against the performance indicator on litter volumes. The ORR provides advice regularly to the Department on National Highways’ performance, and reports annually to Parliament. Reporting includes consideration of National Highways’ performance against its litter performance indicator. The Department is confident that the monitoring work carried out by the ORR is adequate and in line with its functions as set out in the Act.

National Highways is not an enforcement organisation and so does not have the powers to issue fines for littering or other offences.

As sent out in National Highways’ Litter Strategy, both the Department and National Highways recognise that more can be done to combat litter along motorways, and together we are working to achieve this in a number of ways. This includes working with National Highways to maintain continuous improvement in its partnership working with Local Authorities and working to trial and implement evidence-based anti-littering campaigns on and near motorways to positively influence littering behaviour. The Office of Rail and Road monitors National Highways’ performance against its litter performance indicator.

As part of developing the third Road Investment Strategy (RIS3), we continue to explore potential metrics for inclusion in RIS3 performance specification, as well as possible improvements to existing metrics such as litter. We are working to ensure that the targeted metrics in RIS3 – the Key Performance Indicators focus on the things that are most important to road users and contribute to wider government priorities. This process will involve considering the responses to the forthcoming public consultation on National Highways’ SRN Initial Report.

In 2021/22 National Highways reported that 60.8% of relevant parts of the Strategic Road Network had no litter, refuse or detritus, or was predominately free of litter, refuse or detritus apart from some small items, per the Code of practice on litter and refuse. This is the most recent data available. This data is indicative of the motorways and major A-roads network over a year.

The Design Build Finance and Operate (DBFO) contract with Connect Plus M25 does not outline that financial deductions can be made in relation to litter clearance. However, where Connect Plus M25 is in breach of its contractual obligations, it may be issued performance points. If points are accrued in sufficient numbers, contractual sanctions and financial implications for Connect Plus M25 are possible.

The Government have broadly welcomed people back to work—my right hon. Friend will know that we are encouraging civil servants to come back to work and leading by example here in Parliament—and we do encourage people into our towns and cities: as he will also know, we recently spent £60 million on introducing a £2 fare cap for single tickets on most bus services in England outside London between January and March to encourage travel across the country.

Statistics on motorcycle casualties and casualty rates published by the Department show that the number and rate of motorcycle casualties in Great Britain have decreased compared to 2009.

The Driver and Vehicle Standards Agency (DVSA) holds data on the number of accidents and near misses during the motorcycle test for four years. Therefore, it is not possible to determine if there has been an increase or decrease in the number of crashes during the motorcycle rider test since the introduction of the new testing regime in April 2009.

The DVSA is not aware of any analysis regarding the time and costs to the user to complete the motorcycle test since the introduction of the new testing regime in April 2009.

The Driver and Vehicle Standards Agency (DVSA) holds data on the number of accidents and near misses during the motorcycle test for four years. Therefore, it is not possible to determine if there has been an increase or decrease in the number of crashes during the motorcycle rider test since the introduction of the new testing regime in April 2009.

The DVSA is not aware of any analysis regarding the time and costs to the user to complete the motorcycle test since the introduction of the new testing regime in April 2009.

In 2009 40,365 individuals were entitled to drive a motorcycle. As of 2021 (the most recent year for which full data is held) 39,349 individuals held the same entitlement.

The Driver and Vehicle Standards Agency (DVSA) has no current plans to re-open a driving test centre in Hemel Hempstead. Previously, Hemel Hempstead was a part time test centre with a very low demand.

There is adequate testing provision at the surrounding centres in Luton, Watford and St Albans.

If the Council or local Government now have potentially suitable locations for the DVSA to operate a limited service from and share details of those with the agency, it will consider all options. Any potential location would need to broadly mirror the terms shared previously.

The Department has finalised its work specification for the trials programme and will shortly seek tenders for the research on a competitive basis. It is anticipated the programme will include three elements: real-world scenario testing in a safe off-road environment; assessments of the effects of a proliferation of warning lamps on road user reactions and safety, and to develop guidance for road recovery operators on the use of lighting functions currently permitted by regulation.

The department anticipates the research to be 6-9 months in duration once contracted. A report of the trials and final guidance document will be published upon completion.

The Department has outlined, through guidance to operators, ways they can help reduce the spread of Covid-19 on the public transport network and boost confidence in the traveling public. These measures include increasing cleaning particularly in high touch areas, encouraging good hand hygiene and providing hand sanitiser at building entry/exit points.

Hand sanitiser points are available at most of the busiest stations. Hand sanitiser points have also been maintained across the 300 most used train stations, as well as 1000 units across the London Tube and Surface Transport network.

We published advice in our safer transport guidance for transport operators recommending that transport operators should ensure a fresh air supply is consistently flowing through vehicles. To achieve this, operators should consider that recirculating air systems may require adjustments to increase fresh air flow. Government guidance for drivers, operators and owners of taxis and private hire vehicles also states that the recirculated air option for the car’s ventilation system should not be used when carrying passengers.

In June 2019, the UK became the first major economy to legislate for a net zero domestic greenhouse gas emission target by 2050^[1]. This target includes emissions from domestic shipping, making the case for supporting maritime decarbonisation even more urgent^[2]. The Clean Maritime Plan, published in 2019, sets out an ambitious and bold plan to put the sector on a path to deliver this objective while securing growth opportunities for the UK.

The publication of the Clean Maritime Plan was underpinned by extensive stakeholder engagement with the UK maritime industry on decarbonising maritime, including through the Clean Maritime Council, which was established in 2018 to ensure strong collaboration between Government, industry and academia on this matter. This partnership continues today, supporting my Department’s action in tackling shipping emissions and ensuring that the whole transport sector delivers on the legislative objective to reach net zero emissions by 2050.

^[1] https://www.gov.uk/government/news/uk-becomes-first-major-economy-to-pass-net-zero-emissions-law

^[2] Whilst international shipping emissions are not formally included in the net-zero target at present, the Government is still required to take these emissions into account when setting carbon budgets under the Climate Change Act.

In 2015, the Department published the Maritime Growth Study, which considered all aspects of the maritime sector and identified where action could be taken to generate growth^[1]. Following the publication of Maritime 2050 in 2019, which builds on the findings of the Maritime Growth Study, the Department published the Clean Maritime Plan, which identified the potential for clean economic growth in the UK as a result of the transition to zero emission shipping^[2].

Alongside the Plan, the Department published an assessment of the value of potential economic opportunities from low and zero emission shipping. This review provided a framework for assessing the scale of the opportunity generated by emission reduction technologies, including a mapping of the relevant supply chain, an assessment of the global uptake of these technologies, the economic footprint of the UK firms in the supply chain and the UK’s share of global export of these technologies^[3].

^[1] https://www.gov.uk/government/collections/maritime-growth-study

^[2] https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/815664/clean-maritime-plan.pdf

^[3] https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/815666/economic-opportunities-low-zero-emission-shipping.pdf