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To ask the Secretary of State for Transport, what assessment she has made of the impact of the weight of (a) fuel-powered vehicles and (b) electric-powered vehicles on the United Kingdom's road network.
To ask the Secretary of State for Transport, what assessment she has made of the impact of the weight of (a) fuel-powered vehicles and (b) electric-powered vehicles on the United Kingdom's road network.
To ask the Secretary of State for Transport, what assessment her Department has made of the impact of heavier battery-electric heavy goods vehicles on (a) road wear and (b) deterioration and what estimate her Department has made of the resulting costs to (i) National Highways and (ii) local highway authorities.
To ask the Secretary of State for Transport, what assessment her Department has made of the impact of heavier battery-electric heavy goods vehicles on (a) road wear and (b) deterioration and what estimate her Department has made of the resulting costs to (i) National Highways and (ii) local highway authorities.
I refer the Rt Hon Member to the answer UIN 8642 of 16 June.
To ask the Secretary of State for Transport, what assessment her Department has made of the impact of heavier zero-emission heavy goods vehicles on (a) road deterioration and (b) maintenance costs on the (i) strategic and (ii) local road network.
To ask the Secretary of State for Transport, what assessment her Department has made of the impact of heavier zero-emission heavy goods vehicles on (a) road deterioration and (b) maintenance costs on the (i) strategic and (ii) local road network.
I refer the Hon Member to the answer UIN 8642 of 16 June.
To ask the Secretary of State for Transport, whether her Department has modelled the effect of increased axle weights associated with zero-emission heavy goods vehicles on pavement deterioration rates across the strategic and local road network; and what estimate she has made of the associated long-term infrastructure costs.
To ask the Secretary of State for Transport, whether her Department has modelled the effect of increased axle weights associated with zero-emission heavy goods vehicles on pavement deterioration rates across the strategic and local road network; and what estimate she has made of the associated long-term infrastructure costs.
While zero-emission vehicles can be heavier than their petrol or diesel equivalents, the increasing weight of all road vehicles is one of a number of factors affecting the condition of the road network.
National Highways is currently undertaking research into the potential impacts of longer and heavier goods vehicles, including heavier zero-emission HGVs, on road condition across the Strategic Road Network. Initial findings indicate that the impact on road wear and deterioration is likely to vary depending on vehicle type, traffic growth, vehicle uptake and maintenance regimes.
As the research is ongoing, National Highways has not yet quantified any network-wide impact on maintenance costs, and any future implications will depend on the level of uptake of heavier zero-emission HGVs, traffic growth and the condition and type of existing pavement assets. The research is due to conclude in March 2027 and will help inform future asset management and maintenance strategies.
Research is also underway to assess the impact of heavier zero-emission heavy goods vehicles on bridges. While battery electric HGVs are currently slightly heavier than those with internal combustion engines, as battery technologies improve over time the weight difference is likely to reduce.
More broadly, guidance for local highway authorities highlights the need for maintenance plans to take account of changes in traffic and vehicle usage, including the presence of heavier vehicles.
To ask the Secretary of State for Transport, with reference to the answer of 2 March 2026, to Question 115060, on Roads: Repairs and Maintenance, what assessment has been made of setting highways maintenance targets based on the decarbonisation of maintenance vehicles, and the potential effect on the resilience of...
To ask the Secretary of State for Transport, with reference to the answer of 2 March 2026, to Question 115060, on Roads: Repairs and Maintenance, what assessment has been made of setting highways maintenance targets based on the decarbonisation of maintenance vehicles, and the potential effect on the resilience of...
As set out in my answer of 2 March, metric 9 considers whether a local highway authority has plans to decarbonise its maintenance operations and whether it has plans to increase climate resilience. It does not set a specific target for decarbonising maintenance vehicles.
It is for each local highway authority to determine which vehicles to use as part of its maintenance operation, while fulfilling its statutory duties under the Highways Act 1980.
The government has announced it plans to introduce electric vehicle excise duty in April 2028.
The government has announced it plans to introduce electric vehicle excise duty in April 2028.
To ask His Majesty's Government what is their timetable for bringing forward legislation to create a regulatory framework for micromobility vehicles, as committed to in the Road Safety Strategy.
To ask His Majesty's Government what is their timetable for bringing forward legislation to create a regulatory framework for micromobility vehicles, as committed to in the Road Safety Strategy.
As stated in the Road Safety Strategy, the Government has made a commitment to pursue legislative reform for micromobility vehicles when parliamentary time allows.
We understand the importance of now providing a clear legislative timeline and we are working with colleagues across government to deliver this. We will provide an update when a timeline has been agreed.
Lords motion to consider. Agreed to on question.
Lords motion to consider. Agreed to on question.
My Lords, the provisions of these draft regulations relating to roadworthiness testing are to be made under the powers conferred by Sections 41(1), 41(2), 41(5), 45(1), 45(2), 45(7), 46(7), 47(5), 49(1), 49(2) and 51(1) of the Road Traffic Act 1988. The measures concerning drivers’ hours and tachographs are to be...
My Lords, the provisions of these draft regulations relating to roadworthiness testing are to be made under the powers conferred by Sections 41(1), 41(2), 41(5), 45(1), 45(2), 45(7), 46(7), 47(5), 49(1), 49(2) and 51(1) of the Road Traffic Act 1988. The measures concerning drivers’ hours and tachographs are to be...
This is a welcome statutory instrument, particularly given the importance of growing the zero-emission sector and its potential role for reducing the health and environmental impacts of our transport systems.
As I have on other occasions, and perhaps will again in the future, criticised other SIs for either not reflecting previous...
This is a welcome statutory instrument, particularly given the importance of growing the zero-emission sector and its potential role for reducing the health and environmental impacts of our transport systems.
As I have on other occasions, and perhaps will again in the future, criticised other SIs for either not reflecting previous...
My Lords, it is a pleasure to follow the noble Lord, Lord Pack, but also quite annoying, because he has made about three-quarters of my speech, and with his customary effectiveness and clarity.
I too start by emphasising the importance, as it seems to us, of the fact that almost through...
My Lords, it is a pleasure to follow the noble Lord, Lord Pack, but also quite annoying, because he has made about three-quarters of my speech, and with his customary effectiveness and clarity.
I too start by emphasising the importance, as it seems to us, of the fact that almost through...
My Lords, I was just coming to the point of saying that—as the noble Lord, Lord Pack, pointed out—we are now seeing personal safety and road safety being sacrificed on the altar of net zero. It is undoubtedly the case that heavier vehicles have a greater impact when an accident...
My Lords, I was just coming to the point of saying that—as the noble Lord, Lord Pack, pointed out—we are now seeing personal safety and road safety being sacrificed on the altar of net zero. It is undoubtedly the case that heavier vehicles have a greater impact when an accident...
My Lords, I thank the noble Lords, Lord Pack and Lord Moylan, for their comments on this important area of work. Some of the points raised have come together from both noble Lords, if from slightly different angles, so perhaps they will forgive me if I cover them together.
One of...
My Lords, I thank the noble Lords, Lord Pack and Lord Moylan, for their comments on this important area of work. Some of the points raised have come together from both noble Lords, if from slightly different angles, so perhaps they will forgive me if I cover them together.
One of...
My Lords, is the noble Baroness able to answer my specific question? What contacts took place between her Government and the authorities in Northern Ireland, prior to the tabling of this secondary legislation, with a view to ensuring that the legislative gap did not exist—in other words, that they could...
My Lords, is the noble Baroness able to answer my specific question? What contacts took place between her Government and the authorities in Northern Ireland, prior to the tabling of this secondary legislation, with a view to ensuring that the legislative gap did not exist—in other words, that they could...
I think the noble Lord will understand that I cannot be specific at this point about the exact detail. I am happy to write to him to make sure that he is fully apprised of the contact between the two areas.
On the road safety theme that has been picked up,...
I think the noble Lord will understand that I cannot be specific at this point about the exact detail. I am happy to write to him to make sure that he is fully apprised of the contact between the two areas.
On the road safety theme that has been picked up,...
To ask the Secretary of State for Transport, pursuant to the Answer of 2 March 2026 to Question 115060, what examples her Department has identified of (a) decarbonisation of road maintenance operations and (b) preventative lower-carbon treatments referred to in Metric 9 of the Methodology used to calculate ratings for...
To ask the Secretary of State for Transport, pursuant to the Answer of 2 March 2026 to Question 115060, what examples her Department has identified of (a) decarbonisation of road maintenance operations and (b) preventative lower-carbon treatments referred to in Metric 9 of the Methodology used to calculate ratings for...
Examples of activities relevant under this metric include the more efficient management of vehicle movements to both increase operational efficiency and cut carbon emissions. They also include the greater adoption of preventative road surface treatments, such as preservation, rejuvenation or surface dressing. These techniques keep roads in good condition for longer and prevent potholes, while also reducing carbon emissions and costs.
The Local Government Association published guidance for local highway authorities last year, which provides an overview of different road resurfacing techniques and sets out the benefits of preventative techniques in terms of higher value for money, reduced disruption to residents, and lower carbon emissions. The guidance is available online, at: https://www.local.gov.uk/publications/improving-highways-maintenance-productivity.
To ask the Secretary of State for Transport, with reference to her Department's document, the Methodology used to calculate ratings for local road maintenance, published on 11 January 2025, why was metric 9 on decarbonisation of road maintenance deemed relevant to fixing potholes and road conditions; and what assessment has...
To ask the Secretary of State for Transport, with reference to her Department's document, the Methodology used to calculate ratings for local road maintenance, published on 11 January 2025, why was metric 9 on decarbonisation of road maintenance deemed relevant to fixing potholes and road conditions; and what assessment has...
Metric 9 considers both whether a local highway authority has plans to decarbonise its maintenance operations and whether it has plans to increase climate resilience.
In relation to decarbonisation, lower carbon approaches to road maintenance, such as a greater focus on preventative treatments, are associated with better whole-life asset management. By treating roads preventatively before they require end-of-life replacement, local highway authorities can keep roads in good conditions for longer and prevent potholes, while also reducing costs and carbon emissions.
In relation to climate resilience, extreme weather events such as the heavy rainfalls of the beginning of this year or the heatwaves experienced over recent summers can accelerate road deterioration. Adapting roads so they better withstand these stresses, for example by improving drainage systems and using heat-durable materials, helps to maintain good road conditions.
It is for each local highway authority to determine which vehicles to use as part of its maintenance operation. As part of the Department's highways innovation programme, Live Labs 2, local authority-led consortia are trialling innovative road maintenance techniques and this includes the use of battery electric powered machinery. The delivery of Live Labs 2 is coordinated by the Association of Directors of Environment, Economy, Planning & Transport (ADEPT) and they will publish the programme's findings once trials have concluded.
To ask the Secretary of State for Transport, what her planned timetable is for taking legislative steps to develop a regulatory framework for low and zero emission vehicles, following the commitment in the Road Safety Strategy.
To ask the Secretary of State for Transport, what her planned timetable is for taking legislative steps to develop a regulatory framework for low and zero emission vehicles, following the commitment in the Road Safety Strategy.
As stated in the Road Safety Strategy, the Government has made a commitment to pursue legislative reform for micromobility vehicles when parliamentary time allows.
To ask the Secretary of State for Transport, what assessment she has made of the potential impact of the weight of electric vehicles on the condition of the local road network.
To ask the Secretary of State for Transport, what assessment she has made of the potential impact of the weight of electric vehicles on the condition of the local road network.
The Government recognises that heavier vehicles can accelerate road surface wear. While we have not undertaken a specific assessment of this effect, we are actively considering the implications of introducing zero-emission heavy goods vehicles, including the potential for additional road wear.
The increasing weight of all road vehicles, both electric vehicles (EVs) and their petrol and diesel counterparts, is one of many factors affecting the condition of our roads. While EVs tend to be heavier than their equivalent petrol or diesel counterpart, on average all passenger cars have been increasing in weight for many years. This trend has been driven by consumer choice and improving safety features for passengers. It is the much heavier commercial vehicles, rather than passenger vehicles, that cause the most wear and tear to road surfaces and other highway structures.
More broadly, there are many reasons why loadings on local roads may change, such as commercial development increasing traffic and the number of heavier vehicles on a road. Because of this, guidance for local authorities already highlights the need for maintenance plans to account for changes in circumstances. The main guidance for local highway authorities on asset management is the Code of Practice for Well-Managed Highways Infrastructure, published by the UK Roads Leadership Group and funded by the Department for Transport. The guidance sets out a national framework for how local highway authorities should manage their networks using a risk-based, evidence-led approach, taking account of current and expected highways usage.