Written questions by Mayer.

To list the (a) individuals and (b) organisations that her Department is consulting as part of its research to better understand the adoption process under the Highways Act 1980 and how it might be improved in the future.

Ipsos UK has been commissioned by the Department for Transport to conduct research into the operation of sections 37 and 38 of the Highways Act 1980 and to assess whether the current road adoption system remains fit for purpose. As part of this work, Ipsos are engaging a range of organisations, including house builders of varying sizes, local highway and planning authorities, councillors, and residents. Residents have been sampled from areas including Cambridge, Warwickshire, Leicestershire, Northumberland, Barnsley, Cheshire East, Gloucestershire and Milton Keynes. Interviews have also been conducted with several local authorities including Warwickshire, Barnsley, Cambridge, Cheshire East, Leicestershire, Kent and Shropshire. Ipsos UK was commissioned to deliver anonymous qualitative interviews. To honour the confidentiality promised to participants, Ipsos has not shared the detailed list of individual housebuilders with the Department, and therefore DfT does not hold this information.

What data she collects from local authorities on roads awaiting adoption.

The Department for Transport does not directly collect detailed data from local authorities on roads awaiting adoption. We collect basic information on the number of private streets through Street Manager, our digital service for planning and managing roadworks. However, this does not include more specific information such as whether an adoption application is underway. That information is held by local planning authorities.

How many car driving tests were taken by people (a) taking it for the first time (b) taking it for the (i) second time and (ii) third or more times in 2025.

The table below shows how many car driving tests were taken for the first, second, third or more times in 2024 and 2025. Please note this data is up to 31 March 2025.YearAttemptsNumber of people01/04/2024 - 31/03/20251900,26001/04/2024 - 31/03/20252452,15401/04/2024 - 31/03/20253 or more487,403 The Driver and Vehicle Standards Agency publishes data on the number of people taking their test on their first attempt on GOV.UK The data in report DRT121D is updated annually. The next update is due to be published in August 2026.

Pursuant to parliamentary question 102105 answered on 14 January what assessment she has made of the measures being taken by Network Rail to mitigate the (a) performance and (b) safety risks of the 2.6% in rail asset deterioration over the course of Control Period 7 (2024 to 2029) as set out in the year 2 update to Network Rail’s Delivery Plan.

The independent safety and economic regulator, the Office of Rail and Road, holds Network Rail to account for its management of railway infrastructure, including the effectiveness of any performance and safety mitigations that are either planned via the Periodic Review process or which subsequently become necessary. The Department for Transport is clear that performance and safety are priorities for the Government. Network Rail’s next Delivery Plan update will be published in due course.

Pursuant to the Answer of 14 January 2026 to Question 102105 on Network Rail: Assets, what estimate she has made of the level of expenditure required to redress the predicted Composite Sustainability Index (CSI) rail asset sustainability reduction of 2.6%.

The objectives and funding for GBR in the next funding period (running from April 2029 to March 2034) will be determined via the coming funding and objective-setting process.

Pursuant to the Answer of 14 January 2026 to Question 102105 on Network Rail: Assets, what assessment she has made of the effectiveness of Network Rail’s calculation of the Composite Sustainability index for each railway asset; and what assessment she has made of rail asset (a) age and (b) condition in (i) Control Period 4 (ii) Control Period 5 (iii) Control Period 6 and (iv) Control Period 7.

The methodology for the composite sustainability index (CSI) calculations is developed by Network Rail and is recognised by the regulator, the Office of Rail and Road, as being a reliable and effective means to monitor the changing remaining life of railway infrastructure. Rail asset age and condition, as determined via CSI and service affecting failures (SAFs) respectively, are shown in Table 1 and Table 2. Table 1: CSI shift across Control Periods CP5 exitCP6 exitCP7 Y2 updateCSI shift against a baseline of the start of CP50.40%-1.20%-2.60% Table 2: SAF shift across Control Periods End CP4End CP5End CP6Latest 13 Periods in CP7SAFs per year28,91424,71123,33923,025

What her planned timetable is for rolling out the Great British Train branding to each station in the East of England.

The Secretary of State has asked the Chief Executive Officer of DfT Operator Ltd (DFTO) to lead the rollout of the Great British Railways (GBR) branding. Passengers will start to see GBR branding appear on the network in the next couple of months, and over time it will replace existing operator brands and the Network Rail brand. This will include GBR being visible at stations. Ministers expect the brand rollout to maximise opportunities to grow revenue as well as to ensure value for money in its application. This includes primarily repainting trains when they were due to be repainted by their leasing companies, and changing station signage when it is life expired, rather than necessarily taking a regional approach to a rollout.

What assessment she has made of the potential impact of the rail fare freeze on the (a) budget and (b) spending plans of the Department for Transport Operator (DfTO) train operating companies between 1 April 2026 and 31 March 2027.

Freezing regulated fares is a fully funded policy that will save commuters hundreds of pounds on season tickets and put more money in working people’s pockets. This forms part of the Government’s wider commitment to transform and improve our railways.

What data her Department collects on the number of unadopted roads going through the Section 38 process by local authority.

The Department does not collect data on the number of roads that have been, or are currently being, adopted by local authorities. Decisions on whether to adopt a road rest with the relevant local authority, provided the road meets the necessary design standards for adoption. The Department is aware of a decline in the adoption of roads within new developments and is undertaking research to better understand the adoption process under the Highways Act 1980 and how it might be improved in the future. We will aim to publish the findings of the project as soon as possible this year.

What recent estimate she has made of the average length of time taken by local authorities to adopt roads serving new housing developments.

The time taken for local authorities to adopt roads on new housing developments varies significantly across the country, as each authority follows its own processes and timelines. The Government recognises that road adoption rates for new developments have been declining in recent years. To address this, we are undertaking research to better understand the causes of this trend and to identify how the adoption process can be improved going forward.

What plans her Department has make it easier for passengers to receive Delay Repay compensation.

Ten of the 14 Department for Transport contracted operators now offer delay repay schemes that provide automated, one-click delay repay, and we are also developing plans to make it even easier and more convenient to claim Delay Repay, including through the upcoming Great British Railways website and app.

What subsidy reduction targets her department set for train operating companies in England in (a) 2024/2025 and (b) 2025/2026.

In 2024/25, the Department’s resource settlement for train operating companies was £2.4 billion, and in 2025/26 it is £2.0 billion. Business plans and net subsidy budgets for train operating companies were agreed to align with and deliver within these settlements.

What assessment she has made of the potential implications for her policies of the Office of Rail and Road’s decision not to extend the Rail Transparency Order to cover rail maintenance costs.

As stated by the ORR following its review of the Transparency Order, the ORR does not have the powers to vary or revoke the Transparency Order, which are powers reserved to the CMA. This includes maintenance costs, which are beyond the scope of the current remedy and would require a new market investigation by the competition authorities. The Government recognises the value and importance of transparency in the rolling stock market, however, and its draft Rolling Stock & Infrastructure Strategy is currently looking at maintenance arrangements to see how they could be improved under GBR to deliver more reliable, better value for money trains.

What data her Department collects on the reasons given for the issuing of Penalty Fares on the rail network.

Deliberate fare evasion reduces the revenue needed to support the railway and disadvantages passengers who pay the correct fare. We are making fares easier to understand, so that passengers can buy tickets with confidence, knowing they are getting the right fare every time. The Department does not collect data on reasons given for the issuing of Penalty Fares on the rail network; however, Train Operating Companies are required to conduct surveys to determine the percentage of passengers carrying a valid ticket. This data enables the Department to understand revenue at risk. The Department will shortly be publishing its formal response to the Office of Rail and Road’s review of revenue protection practices.

Whether Great British Railways will record and publish standardised data on the causes of Penalty Fares.

This Government’s vision for the railways will see the creation of a unified and simplified rail system with a single public rail body, Great British Railways (GBR) focused on delivering for passengers. Under GBR, passengers will enjoy a consistent, reliable offer across the entire network. The Department cannot confirm whether GBR will publish standardised data on the causes of Penalty Fares.

On what date her department granted consent for the upgrade programme of South Western Railway’s Salisbury depot based 30 Class 158/159 trains; and what is her assessment of the (a) cost, (b) value for money of this overhaul work and (c) the life expiry date of these trains.

South Western Railway (SWR) are currently undertaking scheduled heavy maintenance of their Class 158/159 fleet. This essential programme involves the full strip down, inspection and repair of the units, alongside enhancements to the onboard environment including refreshed interiors, new seat covers, repainting and the installation of at seat power which will improve the customer experience.SWR have not submitted any specific request for Departmental consent for this upgrade programme as they are responsible for planning and delivering their own maintenance and any associated upgrade activity within their existing budgets.SWR’s transfer into public ownership on 25 May 2025 marked an important step in our work to rebuild a railway that consistently delivers for passengers. As a publicly owned operator, SWR is now subject to rigorous and bespoke performance standards, and their dedicated teams work hard to ensure that maintenance and customer focused improvements support safe operation, improved reliability and better outcomes for the communities they serve.The Department typically assumes that rolling stock has an operational life of around 35–40 years, although the precise lifespan is determined by the rolling stock market based on condition, investment and operational needs.

What assessment she has made of the adequacy of Network Rail’s progress on delivering the train control systems framework announced on 10 April 2024.

Network Rail awarded its Train Control Systems Framework in April 2024 covering major signalling activities for the period 2024-2034. Development contracts for digital signalling have been awarded are in delivery, with completion forecast in Financial Year 2027/28. The ORR undertakes assurance of Network Rail’s signalling renewals delivery as part of its regulatory monitoring role.Annual assessments of Network Rail | Office of Rail and Road

Whether she has had discussions with the Office of Rail and Road on the application of a risk-based approach to the provision of new pedestrian and cycle level crossings on heritage railways in instances where such crossings (a) are necessary to maintain network permeability and (b) have a demonstrable safety record.

The Office of Rail and Road (ORR) do not support the creation of new level crossings where there is a reasonably practicable alternative such as a bridge or tunnel. These alternatives should be fully explored and delivered where it is reasonably practicable to do so and after ensuring the proposer has the legal right to cross the railway. In all cases where a new crossing is proposed, a risk assessment approach must be followed so that the costs and benefits of alternatives can be considered alongside the costs and benefits of a level crossing.

When she plans to determine the geographical make up of GBR's Business Units will be determined.

Business Units will be the powerhouse of Great British Railways (GBR), bringing together today’s infrastructure management functions provided by Network Rail, and passenger operations currently led by train operating companies, into a single local team with an accountable leader. Integrated railway pilots are introducing a single accountable leader for track and train, supported by an integrated executive team within existing frameworks. This is already in place for South-Eastern and South-Western Railway with plans underway for Anglia. These pilots will inform GBR's future Business Unit model. The detailed design process is underway, including determining the geographic make-up of GBR’s Business Units.

Which local transport authorities did not provide road condition data for at least one road type from the last 2 years; and what steps are being taken to ensure they can provide full data in future.

Official statistics on the condition of local roads in England in are published annually Road conditions in England to March 2024 - GOV.UK. Where information was not provided the Department for Transport (DfT) this is denoted in the relevant tables. Local authorities were also required to provide information on road condition as part of the local highway's maintenance transparency report published on local authority websites Highway maintenance funding: guidance for local authorities - GOV.UK. The Government has confirmed a record £7.3 billion investment into local highways maintenance from 2026/27 to 2029/30. As was the case in the 2025/26 financial year, a portion of this funding will be designated as incentive funding. This funding will be subject to local highway authorities demonstrating that they comply with best practice in highways maintenance, for example by spending all the Department for Transport’s capital grant on highways maintenance and adopting more preventative maintenance. All incentive funding will be withheld if reports are not published. On 11 January, the Department published a new traffic light rating system for every local highway authority. Under this system, all local highway authorities in England received a red, amber or green rating based on the condition of their roads, how effectively they spend their record Government funding, and whether they do so using best practice. The Department also published an interactive map which means residents can see how their authority is performing and allow the Government to target support to those who need extra help.