1-20 of 583 results for subject:Vans
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To ask the Secretary of State for Transport, why the Office of Rail and Road does not publish thermal comfort guidance for road drivers; for what reason air conditioning is not legally required in lorries and vans; and if her Department will take steps to begin collecting statistical data on...
To ask the Secretary of State for Transport, why the Office of Rail and Road does not publish thermal comfort guidance for road drivers; for what reason air conditioning is not legally required in lorries and vans; and if her Department will take steps to begin collecting statistical data on...
The Office of Rail and Road does not have a role in monitoring, regulating or setting standards for vehicles or drivers. The Department for Transport has no current plans to begin collecting statistical data on cab temperatures in road vehicles.
Heat is classed as a hazard and should be treated by employers like any other hazard. There is a legal obligation under the Management of Health and Safety at Work Regulations 1999 for all employers to make a suitable assessment of the risk to workers and act where necessary. Detailed guidance for employers and workers about temperature in the workplace is available from the Health and Safety Executive website. The guidance is not written for specific job roles, such as delivery drivers, but includes information on how to undertake a thermal comfort assessment and outlines measures that can be taken to improve thermal comfort and reduce the risk of heat stress.
To ask His Majesty's Government what evidence the Office for Zero Emission Vehicles will accept from applicants to the Electric Commercial Vehicle Grant where an updated Transition Pathway Initiative (TPI) Management Quality score has been verified by the TPI but has not yet been published on its website.
To ask His Majesty's Government what evidence the Office for Zero Emission Vehicles will accept from applicants to the Electric Commercial Vehicle Grant where an updated Transition Pathway Initiative (TPI) Management Quality score has been verified by the TPI but has not yet been published on its website.
The Electric Car Grant application guidance stipulates that where an applicant is using Transition Pathway Institute (TPI) route for eligibility, they must have an entry on the TPI website confirming assessment at Level 4 and meeting TPI’s sector-specific 1.5°C Carbon Performance benchmark in 2050.
This provides the government with assurance that requirements relating to sustainability standards have been met and provides transparency about eligibility to the general public accessing the grant.
To ask the Secretary of State for Transport, what assumptions her Department has made about the average daily mileage of light commercial vans when assessing the charging infrastructure required to support the transition to zero emission vans.
To ask the Secretary of State for Transport, what assumptions her Department has made about the average daily mileage of light commercial vans when assessing the charging infrastructure required to support the transition to zero emission vans.
Modelled estimates of the charging infrastructure required to support the transition to zero emission vans were included in the 2022 Electric Vehicle Infrastructure Strategy. An annual vans mileage assumption range of 11,500 to 14,000 was included within this analysis.
Infrastructure requirements depend on a range of factors, including vehicle model and battery size, payload, operating duty cycle, location, charging behaviour and the availability of home, depot and public charging. The evidence base around future infrastructure requirements is being developed as the EV market continues to mature.
To ask the Secretary of State for Transport, what estimate her Department has made of the proportion of light commercial vans that will require at least one enroute charging stop during a typical working day following the transition to zero emission vans.
To ask the Secretary of State for Transport, what estimate her Department has made of the proportion of light commercial vans that will require at least one enroute charging stop during a typical working day following the transition to zero emission vans.
The Department has not made an estimate of the proportion of light commercial vans (LCV) that would require a charging stop during a typical working day. The charging requirements of an electric LCV depend on a wide range of factors, including vehicle model and battery size, payload, route characteristics, driving style, weather conditions, auxiliary power use and daily mileage.
The market for electric LCVs continues to develop, with an increasing number of more affordable and longer-range models available. The 2022 Electric Vehicle Infrastructure Strategy included an annual vans mileage assumption range of 11,500 to 14,000, equivalent to an average of approximately 44 to 54 miles per weekday. Most electric LCVs already available on the market offer ranges that significantly exceed this.
To ask the Secretary of State for Transport, what information her Department holds on the number and proportion of light commercial vans that, under normal operating conditions, would require (a) no en route charging, (b) one charging stop, (c) two charging stops and (d) three or more charging stops during...
To ask the Secretary of State for Transport, what information her Department holds on the number and proportion of light commercial vans that, under normal operating conditions, would require (a) no en route charging, (b) one charging stop, (c) two charging stops and (d) three or more charging stops during...
The Department does not hold data on how many charging stops a particular number or proportion of light commercial vans (LCV) would require during a typical working day.
The charging requirements of a van depend on a wide range of factors, including vehicle model and battery size, payload, route characteristics, driving style, weather conditions, auxiliary power use and daily mileage. This is not data the Department maintains.
The Department does publish statistics on van usage in Great Britain. The last Van Ownership and Usage Survey, 2019-2020, found that around half of all vans stayed within 15 miles of their base on a typical day, although usage patterns vary significantly across vehicle operators and sectors. The full van statistics: 2019 to 2020 report can be found here: https://www.gov.uk/government/statistics/van-statistics-2019-to-2020
To ask the Secretary of State for Transport, what the planned annual expenditure profile is for the £1 billion Zero Emission Truck and Van funding package.
To ask the Secretary of State for Transport, what the planned annual expenditure profile is for the £1 billion Zero Emission Truck and Van funding package.
The schemes included in the zero emission commercial vehicle package announced on 25 March are demand led. The Government has not set out annual budgets on all schemes across all financial years to maximise flexibility in meeting the evolving needs of the zero emission transition, and to prevent speculation on remaining funds that could lead to market distorting behaviour. The Depot Charging Scheme has committed to a budget of £28 million in the 26/27 FY and £38 million in the 27/28 FY.
To ask the Secretary of State for Transport, whether the funding allocation for the Zero Emission Truck and Van represents a capped budget; and what estimate she has made of the total potential liability.
To ask the Secretary of State for Transport, whether the funding allocation for the Zero Emission Truck and Van represents a capped budget; and what estimate she has made of the total potential liability.
The Zero Emission Van and Truck Grants are subject to a set budget of £877 million to 2030 and will close when available funding has been allocated for this period.
To ask the Secretary of State for Transport, what average grant value per vehicle has been assumed in modelling the Zero Emission Truck and Van funding package.
To ask the Secretary of State for Transport, what average grant value per vehicle has been assumed in modelling the Zero Emission Truck and Van funding package.
Based on historic splits between higher and lower value awards, we estimate that the average grant value for vans in the 2026/27 financial year will be approximately £3,500. For trucks, the estimated average grant value is approximately £50,000 in 2026/27.
These estimates are indicative and remain subject to uncertainty. Actual average grant values will depend on market uptake and the proportion of vehicles eligible for each grant level. All grants remain under review and may be amended at any time to ensure value to the taxpayer.
To ask the Secretary of State for Transport, what forecast has been made of uptake rates for (a) zero emission trucks, (b) vans and (c) depot charging grants under the Zero Emission Truck and Van funding package, announced 25 March 2026.
To ask the Secretary of State for Transport, what forecast has been made of uptake rates for (a) zero emission trucks, (b) vans and (c) depot charging grants under the Zero Emission Truck and Van funding package, announced 25 March 2026.
The schemes have been designed so that grant funding is sufficient to fully support businesses to transition to zero emission vehicles, consistent with the Government’s plan to meet legally binding carbon budget targets. By 2030, within the current funding envelope we estimate that the schemes could award 250,000 zero emission vans grants, 20,000 zero emission trucks grants, and nearly 25,000 chargers under the depot charging scheme, although projecting this is highly uncertain.
The total cost to the Exchequer is capped based on the announced budget of £877 million. Given the existence of the budget cap, we have not separately tried to estimate the maximum number of grants that could be delivered using the highest grant rates.
To ask the Secretary of State for Transport, what estimate she has made of the maximum number of vehicles that could be subsidised under the Zero Emission Truck and Van, which her Department announced on 25 March 2026, at the highest grant rates, and the corresponding total cost to the...
To ask the Secretary of State for Transport, what estimate she has made of the maximum number of vehicles that could be subsidised under the Zero Emission Truck and Van, which her Department announced on 25 March 2026, at the highest grant rates, and the corresponding total cost to the...
The schemes have been designed so that grant funding is sufficient to fully support businesses to transition to zero emission vehicles, consistent with the Government’s plan to meet legally binding carbon budget targets. By 2030, within the current funding envelope we estimate that the schemes could award 250,000 zero emission vans grants, 20,000 zero emission trucks grants, and nearly 25,000 chargers under the depot charging scheme, although projecting this is highly uncertain.
The total cost to the Exchequer is capped based on the announced budget of £877 million. Given the existence of the budget cap, we have not separately tried to estimate the maximum number of grants that could be delivered using the highest grant rates.
To ask the Secretary of State for Transport, what the cost will be of the Zero Emission Truck and Van funding package over its lifetime, including associated grant schemes.
To ask the Secretary of State for Transport, what the cost will be of the Zero Emission Truck and Van funding package over its lifetime, including associated grant schemes.
The cost of this package is set out at: www.gov.uk/government/news/1-billion-to-cut-costs-for-businesses-drive-growth-and-clean-up-uk-roads
Letter dated 17/03/2026 from Baroness Blake of Leeds to Lord Pack regarding what road safety data will be monitored after the changes introduced by the Regulations come into force, as discussed during the debate on the Goods Vehicles (Testing, Drivers’ Hours and Tachographs etc.) (Amendment) Regulations 2026. 2p.
Letter dated 17/03/2026 from Baroness Blake of Leeds to Lord Pack regarding what road safety data will be monitored after the changes introduced by the Regulations come into force, as discussed during the debate on the Goods Vehicles (Testing, Drivers’ Hours and Tachographs etc.) (Amendment) Regulations 2026. 2p.
Motion to consider. Agreed to on question.
Motion to consider. Agreed to on question.
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...