Every parliamentary written question tabled by Greg Smith this session, with the full answer and department. See how every department answers, or back to the MP page.
Showing 181–200 of 363 · this parliament
Whether her Department has provided (a) funding and (b) advice to Clean Cities Campaign since 4 July 2024.
The Department has not provided funding to the Clean Cities Campaign, but has met with them as part of routine official-level stakeholder engagement.
How many hours has the Gov.uk vehicle tax system been unavailable during 2026 for which the latest data is available.
In the period between 1 January and 22 February 2026, the Driver and Vehicle Licensing Agency’s online vehicle tax service was unavailable for just four hours and 15 minutes due to planned maintenance.
What assessment her Department has made of potential impact of restricting driving instructors and driver trainers from managing practical test bookings and amendments on behalf of learners on road safety; and if she will set out the safety mitigations to prevent learners from attempting practical tests before they are ready.
On the 12 November 2025, The Secretary of State for Transport appeared before the Transport Select Committee and announced next steps following the consultation on improving the rules for booking car driving tests.The Driver and Vehicle Standards Agency (DVSA) considered all of the representations made by different parties before reaching a final decision. The agency published the full results of their consultation on improving the rules for booking a driving test.An options assessment of the proposed measures has been carried out and reviewed by the Better Regulation Unit. This assessment will be published once the statutory instrument amending the legislation has been laid before Parliament.Approved driving instructors (ADI) and driving schools will continue to play their important role in advising learners when they are ready to take their practical driving test. DVSA’s Ready to Pass? campaign encourages learner drivers to take a test only when fully prepared and to follow guidance from their driving instructor. ADIs will continue to be able to decline to take a learner to a test if they do not consider they are ready to pass. DVSA will support ADIs who use their professional judgement to make this decision.The Department for Transport (DfT) is seeking views on introducing a minimum time period between passing a theory test and taking a practical driving test. The consultation covers driving tests taken for a category B licence, the standard licence used to operate a car, and closes at 11:59pm on 31 March 2026.
How many practical car driving tests were cancelled with fewer than (a) three working days’ notice and (b) ten working days’ notice in each month since January 2024.
From 8 April 2025, the Driver and Vehicle Standards Agency (DVSA) required learner drivers to give 10 full working days’ notice to change or cancel their car driving test without losing the test fee. Asking learner drivers to give more notice should give other people more chance to use the appointment. This will help to reduce driving test waiting timesThe attached spreadsheet (WPQ-00061568) details how many car practical driving tests were cancelled by learners with fewer than (a) three working days’ notice and (b) ten working days’ notice in each month since January 2024.
Whether her Department has considered the potential merits of extending the current 24-week booking window for practical car driving tests on a temporary basis, including on the level of test availability and backlog management.
In 2020, the DVSA extended the booking window for customers, allowing them to book a driving test up to 24 weeks in advance from a 18-week booking window. The 24-week booking window is still in place.As part of DVSA's plan to reduce driving waiting times, a small number of test centres are trialling a booking window beyond 24 weeks. DVSA will use data and analysis from the trial to decide if the booking window should be extended more widely.
Pursuant to the Answer of 4 February 2026 to Question 109240, what proportion of the estimated costs of extending the UK Emissions Trading Scheme to domestic maritime are attributable to administrative compliance.
The Impact Assessment estimates £201 million in additional costs over 20 years, with about £179 million, from administrative compliance and around £22 million from emissions reduction investment. Administrative costs are initially higher because around 2,000 maritime operators enter the scheme in 2026 due to the inclusion of emissions at berth. The emissions introduced initially are relatively small, and estimates are conservative given overlap with existing UK and EU MRV requirements. On a per operator basis, the admin burden is low. The planned expansion to international maritime is expected to bring far more emissions into scope without increasing administrative burden.
Pursuant to the Answer of 3 February 2026 to Question 109392, what engagement his Department undertook with ferry operators and representative bodies serving island and coastal communities in assessing the risk of traffic diversion arising from the expansion of the UK Emissions Trading Scheme to domestic maritime.
The UK ETS Authority consulted extensively with the maritime sector, including ferry operators and island and coastal communities, to ensure all perspectives informed policy development. During the consultation period, the Government provided online engagement sessions with operators and industry, as well as bespoke engagement sessions for island communities.
Pursuant to the Answer of 2 February 2026 to Question 109244, what assessment her Department has made of the adequacy of shore power and grid capacity at UK ports by July 2026 to enable maritime operators to reduce emissions.
We are aware of at least nine ports, harbours, marinas, terminals and wharves that do have live operational shore power units allowing some vessels to run on shore power today, and at least another two locations that are currently installing shore power. Of these eleven locations, six of them received R&D funding through the UK Shipping Office for Reducing Emissions (UK SHORE) programme. In addition, the Government ran a call for evidence on Net Zero Ports which gathered evidence about the current grid capacity of ports and future grid capacity at ports, including what may be driving the increased energy demand at ports. We will consider this evidence as future policy is developed. The policies set out in the Government’s Maritime Decarbonisation Strategy will encourage more investment in maritime decarbonisation, including shore power rollout at more ports. This Government will continue to support Ofgem, the independent regulator, in their work to incentivise network companies to invest strategically ahead of need, ensuring that future grid capacity planning reflects the emerging demands from electrifying sectors, including ports.
What support, including business rates relief, direct financial assistance, or other fiscal measures, is being offered to regional airports in England; and how this compares to the support provided to Heathrow and Gatwick.
The UK aviation market operates predominantly in the private sector. It is not possible for the Government to quantify, and therefore keep a record of, support received by airport, given different airports are subject to different regulatory and policy measures and vary greatly in size. The government recognises the crucial role regional airports play in supporting thousands of local jobs, connecting communities to global opportunities, and strengthening social and economic ties across the four nations. My department regularly engages with regional airports including through the Aviation Council, which includes a Regional Connectivity Working Group chaired by industry.
What proportion of cancer patients in Mid Buckinghamshire constituency receive first treatment within the 62 day target.
Data is not collected at a constituency level. Data on what proportion of cancer patients in the Buckinghamshire, Oxfordshire and Berkshire West Integrated Care Board received a first treatment within the 62-day cancer waiting time standard can be found on the NHS England website at the following link:https://www.england.nhs.uk/statistics/statistical-work-areas/cancer-waiting-times/
What assessment she has made of the potential impact of her policy of no reduced rate or exemption for children or family travelling in premium economy of Air Passenger Duty on families travelling with children in premium economy cabins on long haul flights; and how the UK’s approach compares with aviation passenger tax regimes in other European countries.
Air Passenger Duty (APD) applies to airlines, not individual passengers, and is the principal tax on the aviation sector. It is expected to raise £4.7 billion in 2025-26 and it aims to ensure that airlines make a fair contribution to the public finances, particularly given that tickets are VAT free and aviation fuel incurs no duty. The distance-based band structure ensures that those who travel furthest, and in the greatest comfort, incur a greater tax liability. Other countries also have different forms of aviation taxes.Children under 16 years old on the date of the flight, and in the lowest class of travel, are exempt from APD. If children under 16 years old are travelling in any other class (such as premium economy) or in business jets, they are not exempt. Children under 2 years old without a seat are exempt from Air Passenger Duty for all classes of travel.
If she will take steps to replace the number-plate eyesight test with a standardised, clinically validated vision assessment.
There are no plans to replace the number‑plate eyesight test.
Pursuant to the Answer of 18 December 2025 to Question 99588, when her Department plans to publish the evaluation of the £3 bus fare cap.
The Department for Transport is currently undertaking an evaluation of the £3 single bus fare cap and its impacts, with the full report expected to be published later this year.
Whether her Department plans to introduce a requirement for all drivers to have their eyesight tested by a qualified optometrist when applying for or renewing their driving licence.
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. On 7 January 2026 we published our new Road Safety Strategy, setting out our vision for a safer future on our roads for all. As part of the strategy, we launched a consultation on introducing mandatory eyesight testing for drivers aged 70 and over. Once the consultation has concluded, we will publish our response in due course.
What evidential criteria were applied when assessing motorcycle bus lane consultation responses.
Details of the analysis carried out on the consultation responses are given in the consultation outcome published on 21 November 2024 and available at:www.gov.uk/government/consultations/motorcycles-in-bus-lanes/outcome/motorcycles-in-bus-lanes-consultation-outcome. The consultation response was informed by analysis commissioned by the Department. A copy of this report will be placed in the House library at the earliest opportunity.
What recent assessment she has made of the adequacy of current eyesight standards for driving; and whether her Department plans to review the regulations governing driver vision requirements.
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. On 7 January 2026 we published our new Road Safety Strategy, setting out our vision for a safer future on our roads for all. As part of the strategy, we launched a consultation on introducing mandatory eyesight testing for drivers aged 70 and over. Once the consultation has concluded, we will publish our response in due course.
What steps he is taking to replace the Northern Ireland Troubles (Legacy and Reconciliation) Act 2023.
On 22 January, the House approved the Remedial Order which will remove the conditional immunity for terrorists which was provided in the previous Government’s Legacy Act.The Troubles Bill will establish a reformed, human rights compliant and wholly independent Legacy Commission which will carry out investigations and provide family reports.
Whether the Department will treat the transfer of Dartford Crossing toll revenues to a private Lower Thames Crossing operator as a loss of income to the Department.
The Government's preferred financing option at this stage is the Regulated Asset Base (RAB) model. Under the RAB model, ownership and operations of the Dartford Crossing would transfer to a new regulated private sector entity, which would be responsible for operating and maintaining both the Dartford Crossing and the new Lower Thames Crossing, ensuring a consistent and reliable service. This entity will be overseen by a regulator to ensure it performs and protects users. Charges from the Dartford Crossing and the new Lower Thames Crossing would be received by the entity under this model and this means charges will be used towards keeping the crossings well‑maintained and journeys running smoothly for users. This approach brings in private capital to fund the majority of construction, delivering better value for taxpayers and reducing the overall pressure on public budgets. The Department has built the effect of this into its financial forecasts.
What assessment she has made of whether the administrative costs of extending the UK Emissions Trading Scheme to domestic maritime represent value for money relative to the expected abatement investment, as set out in the Impact Assessment.
The Government’s Impact Assessment explains that the aggregate administrative cost of extending the United Kingdom Emissions Trading Scheme to domestic maritime appears high because including all at berth emissions brings a large number of operators into scope, including those whose activity is predominantly international. The assessment shows that the administrative cost per operator is modest and reflects the need to onboard all operators in the first phase of maritime inclusion. The Net Present Social Value remains positive, and the policy is assessed as value for money.
What timetable exists for the rollout of shore power and grid capacity upgrades at UK ports ahead of the UK ETS entering force for domestic maritime in July 2026.
The policies in the Maritime Decarbonisation Strategy, including the expansion of the UK Emissions Trading Scheme (UK ETS) to domestic maritime, will encourage investment in maritime decarbonisation. Vessel operators and ports are best placed to determine the timeline for when they invest in shore power rollout.