Simon Lightwood MP: speeches 2026

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Speeches

14 Apr 2026 · Dualling of the A21 · Hansard source
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This is not to say that dualling will never happen, and it is entirely right for the hon. Member and other hon. Members to continue to advocate and build the case for such major improvements. Where there is strong cross-party support from across the region, that sends a clear signal for potential future investment, and I encourage hon. Members to continue to engage with National Highways and other regional partners on what more can be done to improve the performance of the route for the communities it serves. To touch on some other points, my hon. Friend the Member for Hastings and Rye (Helena Dollimore) talked about other forms of transport connecting communities, and I know that she has made representations in favour of improving the speed and frequency of trains between Hastings and London. While that sits outside of my remit as the Minister for roads and buses, I obviously encourage her to continue pushing for those upgrades. I cannot commit to dualling the A21 at this stage, but I can make the commitment that National Highways will continue working with the hon. Gentleman and the A21 reference group to ensure that safety is prioritised on this route. My hon. Friend the Member for Hastings and Rye spoke about overnight closures, and I commit to raising that personally with National Highways to see what we can do to improve those circumstances.
14 Apr 2026 · Dualling of the A21 · Hansard source
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As I said, there are no current plans considering dualling, but National Highways routinely considers the performance of the strategic road network as part of its route strategies process. The hon. Gentleman has my assurance that the current performance and potential future investment needs of the A21 will continue to be assessed in that context to inform future road investment strategies. I have no doubt that he will continue to lobby and to engage with National Highways, along with the A21 reference group. As I have said, I will take away the issue of overnight closures. In closing, I reiterate that the Government recognise the strategic importance of the A21 and the strength of feeling of Members and the communities affected by its current performance. While difficult decisions must be taken about investment priorities, we remain committed to working constructively with National Highways to deliver benefits for road users, and I welcome the continued engagement of Members in building that case. The concerns raised in this debate will be carefully considered as we look ahead to future investment opportunities on the strategic road network. Question put and agreed to.
14 Apr 2026 · Dualling of the A21 · Hansard source
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I am grateful to the hon. Member for Bexhill and Battle (Dr Mullan) for securing this important debate and for his continued advocacy alongside the work of the A21 reference group on what I know is an important issue for the communities they represent. I welcome the opportunity this evening to set out the Government’s position on the A21, its strategic importance and how it has been considered in our longer-term approach to investment in the strategic road network. The A21 is a key route in the strategic road network, performing a vital role in connecting coastal communities in East Sussex and larger towns in Kent to the M25 and the wider national network. The road supports a wide range of journeys, such as commuters travelling to work, businesses moving goods and services, tourists visiting the coastal towns of Bexhill and Hastings, and people making everyday local trips. When the road falls short in terms of capacity and reliability, particularly on its single-carriageway sections, this can have a real impact on economic opportunities, journey times and quality of life. Turning specifically to the southern section of the A21, National Highways recognises performance concerns, particularly around safety. It has invested over £20 million since 2021 to improve safety between Sevenoaks and Hastings. I recognise, however, that the hon. Member for Bexhill and Battle wants further investment. As the House will be aware, on 26 March, the Government published the third road investment strategy, committing a total of £27 billion to operate, maintain and improve England’s strategic road network over the next five years. That investment will ensure that the network remains safe and reliable while supporting economic growth and improving journeys for users across the country. RIS3 places a greater focus than ever before on the maintenance and renewal of our existing network, with a smaller number of enhancement schemes. Improvements to routes such as the A21 need to be considered in that wider context. RIS3 will deliver tangible improvements through safer and smoother journeys for road users and through targeted programmes tackling key pinch points on the network. For the A21—as the hon. Member will be aware —one of the main pinch points can be found at the Kippings Cross roundabout, where the dual-carriageway section meets the single-carriageway section. That junction is being considered for improvement as part of one of the new national programmes in RIS3, and I encourage hon. Members to engage with National Highways over the months ahead as this work progresses and the schemes within the programme are prioritised for delivery. As for dualling the remaining single-carriageway stretches of the A21, there are no plans to do so at the present time. It does not form part of the plans set out in RIS3, and it is not one of the schemes included in the pipeline of schemes for construction in the early 2030s. Dualling the A21 would carry a significant cost, and the delivery of such a scheme would be really challenging, given the local topography and the number of settlements that the route passes through. It would also have significant environmental impacts—I know that there are sites of significant environmental interest in the area, including ancient woodland—and would require, I think, at least three or four bypasses around villages.
26 Mar 2026 · Topical Questions · Hansard source
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I thank my hon. Friend for her question. This sounds like a scheme that could benefit from the structures fund.
26 Mar 2026 · Topical Questions · Hansard source
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The Department continues to give funding that is devolved to local leaders. It is up to the democratically elected local leaders to decide how to spend it. Funding is allocated for the whole of the hon. Gentleman’s constituency to deal with that.
26 Mar 2026 · Topical Questions · Hansard source
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I agree with my hon. Friend. We have ambitious plans in England, and a record £7.3 billion investment and clear standards to ensure that councils fix roads properly for the long term. Only Scottish Labour has a plan to build on this approach and to end the pothole plague north of the border.
26 Mar 2026 · Pothole Repairs: Strategic Road Network · Hansard source
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I absolutely agree that constituents should report potholes to their local authority. The good news is that by the end of this Parliament we will have almost doubled the amount of funding to allow those councils to get on top of this pothole plague.
26 Mar 2026 · Pothole Repairs: Strategic Road Network · Hansard source
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It is not acceptable for this Reform-led council to refuse to provide basic information to my hon. Friend’s constituents. As I mentioned earlier, 25% of Reform-led councils have been rated red—the lowest rating. It will not surprise my hon. Friend to hear that Labour councils have come out on top. I hope that her constituents will keep that in mind when they go to the polling stations in a couple of weeks.
26 Mar 2026 · Pothole Repairs: Strategic Road Network · Hansard source
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National Highways targets the most serious potholes for repair within 24 hours. Under the new road investment strategy, published today, it must keep 96.2% of road surfaces in good condition and resurface around a quarter of its network over the next five years. In addition to National Highways’ work on the strategic road network, Lancashire combined county authority is eligible to receive £268 million in highways maintenance funding over the next four years as part of our £7.3 billion investment in local roads.
26 Mar 2026 · A14 Environmental Mitigation: Huntingdon · Hansard source
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On the specific topic of trees, it is an absolute scandal that something like 600,000 trees died as part of the previous Government’s road schemes—some 90% of the trees died at that particular scheme—but of course I will be happy to meet the hon. Gentleman to discuss the individual issues that he raised.
26 Mar 2026 · A14 Environmental Mitigation: Huntingdon · Hansard source
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National Highways has assessed the status of the land and is taking steps to improve its condition, including replanting substantial numbers of trees, protecting ecological sites and creating new wildlife habitats.
26 Mar 2026 · Driving Test Waiting Times · Hansard source
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This Government will continue to do all we can to drive down the waiting times, and of course, we will always keep the affordability of driving tests under review.
26 Mar 2026 · Driving Test Waiting Times · Hansard source
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I know that driving test waiting times remain too high, but there are signs that we are starting to turn the corner thanks to the action that we have taken since coming into government. We are increasing examiner capacity, improving booking rules and using Ministry of Defence examiners to provide additional tests. We now have over 100 more examiners in post than in February last year, and the Driver and Vehicle Standards Agency has delivered over 124,000 more tests this financial year than last year. We will keep the House updated as progress continues.
26 Mar 2026 · Driving Test Waiting Times · Hansard source
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It is absolute nonsense from the Opposition. Let me tell the House what this Government have done compared with the complete inaction of the previous Government. We are changing the booking service to allow only learner drivers to book and manage their tests. We are introducing a limit on the number of times that learner drivers can move or swap their test to twice, and are making use of the Ministry of Defence to drive up the number of tests available.
26 Mar 2026 · Driving Test Waiting Times · Hansard source
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The DVSA continues its recruitment campaigns for new driving examiners. Examiner capacity is rising, with 1,556 full-time equivalent examiners in post as of February 2026—that is an increase of 108 when compared with the number of driving examiners in February 2025. DVSA has also had difficulty in retaining experienced driving examiners, some of whom retire or leave the DVSA for other roles. We are encouraging them to stay, with exceptional payments of £5,000 to examiners in eligible roles, divided into two payments over the next 12 months.
26 Mar 2026 · Driving Test Waiting Times · Hansard source
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I continue to be flabbergasted by the comments from the Opposition. Let me just remind the House once again that the National Audit Office reported in December that the Department for Transport had had “limited involvement” in helping the DVSA tackle its waiting time backlog “up to mid-2024” and that “DfT largely left DVSA to try and resolve the issue”. The DVSA conducted more tests in December 2025 than during any December in the last 20 years.
26 Mar 2026 · Pothole Repairs: Government Funding · Hansard source
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Under this Government, all councils must publish a statement on their website so that all local people can hold them to account on exactly how they are spending their money. Let me share an interesting fact with the House: Reform came out by far the worst in our recent RAG—red, amber, green—rating exercise, with a massive 25% of Reform-led councils rated “red”.
26 Mar 2026 · Pothole Repairs: Government Funding · Hansard source
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By the end of this Parliament, we will have almost doubled the amount of money going to local authorities to tackle the pothole plague that we inherited from the previous Government. Of course, elements of that are incentives, so if local authorities do not follow the prescribed best practice, they will not receive all that incentive funding.
26 Mar 2026 · Pothole Repairs: Government Funding · Hansard source
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That is exactly why this Government are putting record funding into tackling potholes—so that we can finally turn the tide on having to refill the same potholes time and again. With that long-term funding, councils can now finally turn the corner and prevent those potholes from forming in the first place.
26 Mar 2026 · Pothole Repairs: Government Funding · Hansard source
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We are almost doubling the amount of money going to local highways maintenance to turn the tide. That is why a massive percentage of the road investment strategy—something like £8.5 billion—is going on repairing and renewing our strategic road network.
26 Mar 2026 · Pothole Repairs: Government Funding · Hansard source
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I am afraid that I do not recognise the hon. Gentleman’s numbers. Capital funding for highways maintenance has not been cut in Wokingham. Wokingham borough council is eligible to receive £28.9 million over the next four years as part of the £7.3 billion investment. That represents a clear year-on-year increase from 2024-25 to 2025-26, with funding due to continue to increase over the next four years.
26 Mar 2026 · Pothole Repairs: Government Funding · Hansard source
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This Labour Government are providing £7.3 billion for highways maintenance over four years, doubling the funding provided by the previous Government by the end of this Parliament. Our long-term funding approach is already reaping results, with 15% more pothole prevention works carried out in 2025 compared with 2024. Effectiveness is monitored through annual transparency reports, incentive funding requirements and the new traffic light ratings system, ensuring that funding is used to deliver lasting, visible improvements for road users.
17 Mar 2026 · Croydon Area Remodelling Scheme · Hansard source
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It is a pleasure as always to see you in the Chair, Dr Huq. I am grateful to my hon. Friend the Member for Croydon East (Natasha Irons) for securing this important debate, and I recognise her tireless advocacy on behalf of her constituents and rail passengers across the region. I also thank my hon. Friend the Member for Crawley (Peter Lamb) for his contribution. I commend the collaboration among local partners, councils, industry and residents in making the case for improvements on the Brighton main line. The BML is a vital artery that connects the south-east with the heart of London, carrying millions of passengers every year. It is a lifeline for commuters, visitors and businesses, and provides a direct rail connection to Gatwick airport. East Croydon station, in the constituency of my hon. Friend the Member for Croydon East, serves as a major transport hub, linking services across Sussex, Surrey and the London Tramlink network. The line facilitates billions of pounds in economic activity every year, supporting the growth of businesses and helping communities to remain connected. The line’s importance is reflected in the significant investment it has received in recent years. The £7 billion Thameslink programme transformed north-south travel through London, delivering faster, more frequent and more reliable journeys for passengers. It introduced a new fleet of class 700 trains on the Brighton main line, significantly increasing onboard capacity. Given the modern technology used in those trains, there have been improvements in service reliability right across the Brighton main line and the wider Thameslink network. Major stations such as London Blackfriars and London Bridge were completely rebuilt as part of the programme, and a vital interchange with the Elizabeth line was created at Farringdon. Through the major hub of East Croydon station, the Thameslink programme established new direct connections to destinations such as Peterborough and Cambridge. More than £250 million was recently invested in upgrading Gatwick Airport station, delivering a more accessible concourse, doubling the space for passengers and improving the reliability of trains calling at the station. For too many years, Gatwick Airport station had impacted services along the Brighton main line due to the extended time that passengers needed to board and alight trains. Following platform widening and track remodelling, passengers can now board more quickly, which reduces delays and cuts journey times between Brighton and London by up to five minutes, and improves performance and reliability overall. It has also reduced knock-on delays further up and down the line. I hope my hon. Friend and her constituents have started to see the direct benefits of those interventions at Gatwick, be it in the efficiency of the train service or the ease with which they can start their holiday journeys. Before the pandemic, the Croydon area remodelling scheme was rightly identified as a way to address overcrowding, increase capacity and improve the reliability of the Brighton main line. As my hon. Friend outlined, the complex junction at Selhurst—often referred to as the Croydon bottleneck—alongside the challenging operation of East Croydon and Norwood Junction stations, places significant constraints on the capacity and smooth operation of the network. CARS was developed to address those challenges through extensive remodelling of the tracks and rail junctions north of East Croydon station. The programme also included plans for the redevelopment of East Croydon and Norwood Junction stations. At the time, Network Rail estimated that the scheme would take more than 10 years to deliver and would cost about £2.9 billion. Delivery would also require substantial disruption for passengers travelling along the Brighton main line. As we know, the covid-19 pandemic changed travel patterns, created uncertainty about future demand and placed considerable pressures on public finances. In response, the previous Government took the decision to cancel the scheme at the 2021 spending review, although regrettably that decision was never actually formally communicated to stakeholders. No further development work has taken place on CARS since then. On 8 July 2025, the Secretary of State updated Parliament on rail infrastructure scheme progress following the 2025 spending review. As my hon. Friend is aware, CARS was not allocated funding. The Government are committed to delivering infrastructure that offers the greatest benefit to passengers and the wider economy as quickly as possible and within a fully funded, deliverable programme. Given limited funding for rail enhancement projects and the significant recent investment already made on the line, including through Thameslink and Gatwick, the difficult decision was taken not to prioritise CARS at this stage. I recognise that, despite those investments, my hon. Friend and other Members who represent constituencies along the Brighton main line will continue to make the case for investment. The next spending review, due in 2027, will be an important opportunity to make the case for future investment. The Government look forward to working with my hon. Friend and other BML stakeholders in developing that case. I again thank my hon. Friend for securing the debate and for her commitment to championing improvements for rail passengers across her constituency and the wider region. I understand the disappointment that she and other stakeholders expressed following the outcome of the spending review last year. Although difficult decisions have been necessary, the Government recognise the long-term benefits of the Croydon area remodelling scheme. We will continue to work constructively with industry partners, local authorities and stakeholders as we consider future opportunities to improve capacity and performance on this vital route. The case that my hon. Friend has set out today and on many previous occasions will remain an important part of the discussions as we look to the future. I am sure the Rail Minister looks forward to continuing that engagement and ensuring that the Brighton main line remains a reliable, high-performing railway that supports passengers, communities and economic growth for years to come. Question put and agreed to.
10 Mar 2026 · Draft Goods Vehicles (Testing, Drivers’ Hours and Tachographs etc.) (Amendment) Regulations 2026 · Hansard source
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To pick up on the point from the Liberal Democrat spokesman, the hon. Member for Didcot and Wantage, the Government are absolutely committed to greater road safety. I am glad to see my hon. Friend the Member for Nottingham South in her place today; she steered us through the first road safety strategy in more than a decade, and it is well overdue. It was published on 7 January, and sets out our vision for a safer future on the roads for all. As part of the long-term improvements outlined in the strategy, officials are working with industry to publish clearer maintenance standards for light goods vehicles. On the effects of these vehicles on road surfaces, the overall road wear effects caused by electric vans are relatively small, because wear and tear on roads is dominated by heavy goods vehicles and buses, with a much smaller impact from vans and cars of any type. In addition, although EVs can be heavier than equivalent petrol or diesel vehicles, passenger cars have been increasing in weight on average for many years now. That trend has been driven by consumer choice and improving safety features for passengers, and many petrol and diesel cars are as heavy as EVs. On the zero emission vehicle mandate, the Government are committed to decarbonising our road transport and ensuring that the UK successfully transitions to zero emission vehicles, and the ZEV mandate is a crucial part of facilitating that transition. It sets out annual headline targets for the proportion of new zero emission cars and vans sold in the UK, starting at 10% for vans in 2024 and rising steadily to reach 70% of vans by 2030, on a pathway to 100% by 2035. Demand for zero emission vans is growing, making up nearly 10% of the market in 2025, and showing 36% year-on-year growth compared to 2024. However, the Government acknowledge that the van transition requires further support, and we offer generous grants to support up-front purchase of vans, and installations of workplace and residential chargers. On the devolved Administrations and divergence, these regulations apply in Great Britain only, as this policy area is devolved in Northern Ireland. Officials in the Department for Infrastructure in Northern Ireland have been updated on these regulations, and are currently considering the potential impact of introducing this legislation on regulatory divergence between Great Britain and Northern Ireland. They are also considering the impact of the proposals on drivers’ hours and tachograph requirements presented by the EU Commission, which mirror the changes in these regulations. I thank everyone for their time today and for their questions. This common-sense move by the Government will take the burden away from those using internal combustion vans, and ease them into the transition to zero emission vans. I commend the regulations to the Committee. Question put and agreed to.
10 Mar 2026 · Draft Goods Vehicles (Testing, Drivers’ Hours and Tachographs etc.) (Amendment) Regulations 2026 · Hansard source
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I beg to move, That the Committee has considered the draft Goods Vehicles (Testing, Drivers’ Hours and Tachographs etc.) (Amendment) Regulations 2026. It is a pleasure to serve with you in the Chair, Sir Alec. We both know a thing or two about changing weight categories— [Laughter.] I could not resist. Might I say you are looking very well for it? The draft regulations will be made under powers in the Road Traffic Act 1998 and the Retained EU Law (Revocation and Reform) Act 2023. They will alter in three ways the rules that apply to zero emission vans weighing over 3.5 tonnes, up to and including 4.25 tonnes, which I will hereafter refer to as 3.5 to 4.25 tonne zero emission vans. First, 3.5 to 4.25 tonne zero emission vans will be moved from the heavy vehicle testing system into the class 7 MOT testing system. Secondly, the date of the first test will change from one year after initial registration to three years after initial registration, with annual testing thereafter. Thirdly, the regulations will move 3.5 to 4.25 tonne zero emission vans from the scope of the assimilated drivers’ hours rules into the scope of the Great Britain drivers’ hours rules. The GB drivers’ hours rules do not require the driving time to be measured using a tachograph, meaning that vans will not be required to be fitted with one. The aim of the changes is to ensure that 3.5 to 4.25 tonne zero emission vans are regulated in the same way as internal combustion engine vans that weigh over 3 tonnes, up to and including 3.5 tonnes. Domestic transport is the highest greenhouse gas-emitting sector of the economy, accounting for something like 30% of emissions in 2024. There is therefore an imperative to shift towards zero emission vehicles, particularly in the road freight sector, where the number of vans has been consistently increasing, rising by 9.5% between 2019 and 2024. At present, 3.5 to 4.25 tonne zero emission vans fall into the scope of some heavy vehicle regulations because their maximum authorised mass is over 3.5 tonnes. However, 3.5 to 4.25 tonne zero emission vans are often like-for-like replacements for internal combustion engine vans weighing under 3.5 tonnes. They may be used for the same purposes and are often visually indistinguishable. Two areas where there are currently different rules for 3.5 to 4.25 tonne zero emission vans are roadworthiness testing and drivers’ hours. These vans are required to undergo a heavy vehicle test, with a first test one year after initial registration and then annually. They are also required to follow the assimilated drivers’ hours rules. The different regulatory requirements for 3.5 to 4.25 tonne zero emission vans act as a disincentive for businesses looking to make the switch to a zero emission van. Any 3.5 to 4.25 tonne zero emission vans will be moved from within the scope of the Goods Vehicles (Plating and Testing) Regulations 1988 into the scope of the Motor Vehicles (Tests) Regulations 1981. The practical effect is to move these vans from the heavy vehicle testing system into the class 7 MOT system, and to alter the date of the first test, as already described. That will benefit operators of 3.5 to 4.25 tonne zero emission vans by allowing them to be tested at the larger network of class 7 MOT testing stations, providing greater choice for operators. The class 7 MOT is also cheaper, which, combined with the later first test, will reduce costs for businesses with 3.5 to 4.25 tonne zero emission vans. The regulations will increase the minimum tyre tread depth requirement for 3.5 to 4.25 tonne zero emission vans by amending the Road Vehicles (Construction and Use) Regulations 1986. That will ensure that they have the same requirement as other vans that undergo class 7 MOT testing. These vans will also be removed entirely from the scope of the assimilated drivers’ hours rules and will therefore fall under the GB drivers’ hours rules instead. Some 3.5 to 4.25 tonne zero emission vans may already be in scope of a limited exemption from the assimilated drivers’ hours rules, which is contained in paragraph 6 of the schedule to the Community Drivers’ Hours and Recording Equipment Regulations 2007. However, that exemption applies only to vehicles operating within a 100 km radius of their base. The regulations before us will remove that distance limit for those vans but retain it for other vehicle types currently covered by the exemption. The change in drivers’ hours rules applicable to these vans will provide greater regulatory consistency for van operators, as internal combustion engine vans weighing under 3.5 tonnes are already in scope of the GB drivers’ hours rules. The GB hours rules do not require that tachographs are used to monitor driving time, removing an additional cost currently experienced by zero emission van operators. The extra administrative burden for fleets where drivers regularly switch between different types of vans, and therefore different sets of drivers’ hours rules, is also removed by the regulations. The Government have introduced other regulatory changes to support operators of 3.5 to 4.25 tonne zero emission vans. In June 2025, regulations were introduced allowing holders of category B driving licences to drive zero emission vans up to 4.25 tonnes without any additional training. The same regulations also provided 3.5 to 4.25 tonne zero emission vans with towing allowances equivalent to those available to their lower-weight internal combustion engine counterparts. In addition, there is already an exemption from operator licensing for alternatively fuelled vans weighing up to 4.25 tonnes. Alongside measures specific to this weight class, the Government are promoting the use of zero emission vans via the zero emission vehicle mandate. The ZEV mandate sets sales targets for manufacturers of cars and vans, with a headline target for vans in 2026 of 24%, on a pathway to 100% by 2035. Greater flexibilities were added to the mandate in October 2025 to support manufacturers in reaching those targets. The Government also provide grant funding for zero emission vehicles and the installation of charge points. Vans weighing up to 4.25 tonnes are eligible for the plug-in van grant, with a maximum discount of £5,000. Ensuring that road safety is maintained after the introduction of these changes has, of course, been a key consideration during the development of the regulations. Class 7 MOT testing is already used for vans with similar dimensions to 3.5 to 4.25 tonne zero emission vans. Although these vans are heavier, they may be equipped with features, such as regenerative braking, that can support safer driving. Under the GB drivers’ hours rules, the maximum daily amount of driving is only one hour longer than the limit used under the assimilated rules. In addition, the daily duty limit of 11 hours will restrict drivers from working on other, non-driving tasks, such as loading and unloading, for excessive periods. Following the implementation of the regulations, road safety data will be closely monitored, and the number and severity of collisions will be analysed to understand the regulations’ impact on road safety, if any. The Joint Committee on Statutory Instruments did not report on the regulations or draw any issues to the attention of the House. The Secondary Legislation Scrutiny Committee did publish a report on the regulations, drawing the House’s attention to the fact that when the powers available in the Retained EU Law (Revocation and Reform) Act 2023 expire after 23 June 2026, the Government will not have powers to amend the limited drivers’ hours rules. The Government are actively looking at solutions to close or mitigate that gap in powers at the earliest opportunity to maintain a functioning statute book. That includes introducing primary legislation, where needed, as soon as parliamentary time allows. The SLSC also raised the issue of divergence between Great Britain and Northern Ireland created by the regulations, which apply only in Great Britain. The Department for Infrastructure in Northern Ireland has said that it will monitor the implementation of the changes in Great Britain. However, any decision to make similar changes in Northern Ireland will rest with the DFI Minister. Officials in the Department for Transport and the DFI are working together to manage the changes for operators of 3.5 to 4.25 tonne zero emission vans travelling between Great Britain and Northern Ireland. This area is devolved to Northern Ireland, so it is for the Northern Ireland Executive to legislate on, should they wish to do so. This is not a type approval issue, and regulations concerning drivers’ hours and tachographs are not included in the Windsor framework. In summary, the regulations will remove barriers to businesses making the switch to using a 3.5 to 4.25 tonne zero emission van. They introduce regulatory alignment with the equivalent internal combustion engine vans, helping to support the transition to a net zero transport system. I commend them to the Committee.

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