The Department for Transport’s Sustainable Aviation Fuel (SAF) Mandate policy allows for up to 25% of the obligation to be fulfilled by SAF supplied in the previous year. It does not allow for further banking and borrowing flexibilities. On 16 June the government published a call for evidence titled “SAF Mandate: SAF supply and industry certainty in an evolving market”. The call for evidence invites respondents to suggest any additional options for flexibility, whilst not undermining SAF production, investment or environmental benefits. We look forward to industry’s engagement in this exercise.

I refer the Hon Member to Question 15858 answered on 13 July 2026.

Defra have published an impact assessment alongside regulations, implementing changes to biodiversity net gain for smaller developments. This shows around 80% of planning applications are already exempt from BNG under existing exemptions, such as for householder development, which are having little of no impact on biodiversity. We expect that the new exemption for sites of 0.2 hectares or less will exempt around an additional 51% of residential planning applications that are currently eligible for biodiversity net gain.

The consultation on a potential additional targeted exemption for residential brownfield development closed on 10 June 2026. All responses and evidence submissions are being analysed and the Government will respond to the consultation in due course.

Monitoring visits are undertaken to ensure compliance with the Overseas Territories’ international and UK maritime obligations. Outcomes identify areas of non-compliance, areas for improvement and best practice. Where non-compliance is identified, corrective actions plans are agreed for completion over a 36-month period.

The Department is providing £2.7 million per year for three years for the Roads Policing Innovation Programme, working with the National Police Chiefs’ Council and the Home Office to strengthen national roads policing coordination. This funding supports the programme as a whole, including work on impaired driving. Core police funding, operational deployment and forensic toxicology capacity remain matters for the Home Office, Chief Constables and Police and Crime Commissioners.

On road risk prevention orders, the Department has recently consulted on similar issues through its motoring offences consultation. This included seeking views on temporary licence suspension for those suspected of drink or drug driving until court attendance, guilty plea or while bailed pending forensic analysis, and on suspending licences for those under investigation for serious driving offences resulting in death or serious injury.

The Department also intends to publish a response to the 2022 call for evidence on repeat drug-driving offenders alongside the response to the motoring offences consultation. That call for evidence sought views on a drug-driving high-risk offender scheme and a rehabilitation course.

No final decision has been taken on introducing a drug-driving rehabilitation programme, a drug-driving high-risk offender scheme, or linking any interim driving prohibition to course completion or drug testing. Responses to the motoring offences consultation are now being analysed, and it would not be right to pre-empt the outcome of that process.

The Department is providing £2.7 million per year for three years for the Roads Policing Innovation Programme, working with the National Police Chiefs’ Council and the Home Office to strengthen national roads policing coordination. This funding supports the programme as a whole, including work on impaired driving. Core police funding, operational deployment and forensic toxicology capacity remain matters for the Home Office, Chief Constables and Police and Crime Commissioners.

On road risk prevention orders, the Department has recently consulted on similar issues through its motoring offences consultation. This included seeking views on temporary licence suspension for those suspected of drink or drug driving until court attendance, guilty plea or while bailed pending forensic analysis, and on suspending licences for those under investigation for serious driving offences resulting in death or serious injury.

The Department also intends to publish a response to the 2022 call for evidence on repeat drug-driving offenders alongside the response to the motoring offences consultation. That call for evidence sought views on a drug-driving high-risk offender scheme and a rehabilitation course.

No final decision has been taken on introducing a drug-driving rehabilitation programme, a drug-driving high-risk offender scheme, or linking any interim driving prohibition to course completion or drug testing. Responses to the motoring offences consultation are now being analysed, and it would not be right to pre-empt the outcome of that process.

The Department is providing £2.7 million per year for three years for the Roads Policing Innovation Programme, working with the National Police Chiefs’ Council and the Home Office to strengthen national roads policing coordination. This funding supports the programme as a whole, including work on impaired driving. Core police funding, operational deployment and forensic toxicology capacity remain matters for the Home Office, Chief Constables and Police and Crime Commissioners.

On road risk prevention orders, the Department has recently consulted on similar issues through its motoring offences consultation. This included seeking views on temporary licence suspension for those suspected of drink or drug driving until court attendance, guilty plea or while bailed pending forensic analysis, and on suspending licences for those under investigation for serious driving offences resulting in death or serious injury.

The Department also intends to publish a response to the 2022 call for evidence on repeat drug-driving offenders alongside the response to the motoring offences consultation. That call for evidence sought views on a drug-driving high-risk offender scheme and a rehabilitation course.

No final decision has been taken on introducing a drug-driving rehabilitation programme, a drug-driving high-risk offender scheme, or linking any interim driving prohibition to course completion or drug testing. Responses to the motoring offences consultation are now being analysed, and it would not be right to pre-empt the outcome of that process.

The answer to Question 6274,15 June 2026, provides data for how many driving test centres recorded the maximum waiting time of 24 weeks for a practical car test in April and May. Data for June is available here: https://www.gov.uk/government/statistical-data-sets/driving-test-and-theory-test-data-cars#car-driving-test-waiting-time-and-availability-data .

In June 2026, 10.99 full-time equivalent driving examiners left the Driver and Vehicle Standards Agency.

The answer to Question 6274,15 June 2026, provides data for how many driving test centres recorded the maximum waiting time of 24 weeks for a practical car test in April and May. Data for June is available here: https://www.gov.uk/government/statistical-data-sets/driving-test-and-theory-test-data-cars#car-driving-test-waiting-time-and-availability-data .

In June 2026, 10.99 full-time equivalent driving examiners left the Driver and Vehicle Standards Agency.

The Government has no plans to use the powers in the Highways (Financing) Bill to introduce user charging or tolls on any road that is currently free to use.

Since July 2024 the Department for Transport have only contracted with one company, 23 Red Limited, who have provided public relations services to support THINK! drink and drug driving campaigns.

I refer the Hon Member to Question 16599 answered on 14 July 2026.

The Government is committed to supporting motorists to transition to electric vehicles. This is why at Autumn Budget 2024, the Government announced new Company Car Tax rates for the years 2028-29 and 2029-30, which maintain generous incentives to support EV take-up. The Tax Information and Impact Note (TIIN) published alongside Budget set out the expected economic, equalities and other impacts, and highlighted that overall, the measure was expected to encourage the take-up of zero emission vehicles.

In addition, at Budget 2025, the Government announced a significant expansion of incentives to drive EV uptake, including extending the Electric Car Grant and lifting the Vehicle Excise Duty Expensive Car Supplement threshold for EVs, which will support the whole EV market.

The Government needs to balance these incentives against responsible management of public finances to ensure we have sufficient revenue to fund essential public services. A company car is a valuable benefit and therefore needs to be taxed appropriately. The Government considers P11D list prices the fairest and most practical way to calculate benefit-in-kind liabilities for company cars and has no plans to move away from this approach. However, the Government will keep the second-hand EV market under review and continue to monitor developments closely.

I refer the Hon Member to Question 13301 answered on 30 June 2026 and to Question 15854 answered on 13 July 2026.

The Department for Transport does not collect or hold data on the number of passengers removed from aircraft prior to departure due to disruptive or unruly behaviour.

The transition to Free Route Airspace has been delivered broadly in line with anticipated timescales, with deployments completed in Northern Scotland and Northern Ireland (2021), Southwest England (2023) and Southern Scotland and Northeast England (2026).

Future deployments are dependent on other airspace modernisation and technology programmes. As the benefits of future phases remain subject to the completion of this interdependent work, no estimate has been made of any cumulative additional CO₂e emissions resulting from changes to the implementation timetable.

Nearly £17 million has been allocated to this project up until 2029/30. The project is currently in its early stages, with Network Rail developing a Full Business Case for the entire programme which, once complete, may indicate further funding required in future years.

The setting of vehicle drop-off charges is a commercial matter for individual airport operators to decide and justify to their customers. The Department has not undertaken an assessment of the potential impact of car parking and drop-off charges on passengers.

Most airports that charge drop-off charges continue to provide free options for dropping off and picking up passengers, including at designated locations further away from terminal forecourts. Passengers are able to take these arrangements into account when making their travel plans.

We are clear that airports must ensure that information about parking options and charges that apply is easily accessible to passengers and that parking and drop-off arrangements support the safe and efficient operation of the airport.

The assumptions used in the Sustainable Aviation Fuel (SAF) Mandate cost-benefit analysis are projections of future SAF production costs over the appraisal period, rather than observed market prices. These estimates are subject to uncertainty regarding future technology deployment, feedstock availability and market developments. This is covered in detail in the SAF Mandate cost-benefit analysis. At present, hydroprocessed esters and fatty acids (HEFA) fuel is the only SAF pathway with a sufficiently mature and established market from which viable commercial price data are available. Other SAF pathways are not yet deployed at a scale that enables meaningful comparisons against the assumptions used in the cost-benefit analysis. Based on available market data, while SAF prices are inherently volatile and can fluctuate over time in either direction, we are confident that the range of estimates for HEFA SAF in the cost-benefit analysis remains accurate.

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 the Department about the future of bridges that local highway authorities have put forward to the structures fund; including Hammersmith Bridge.

The Structures Fund will inject cash into repairing run down bridges, decaying flyovers and worn-out tunnels across Britain. As a structure in need of repair, Hammersmith Bridge remains an eligible candidate for the consideration of further project funding through the Structures Fund.