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Simon Lightwood's Speeches In Parliament Related to Climate

We've found 30 Parliamentary debates in which Simon Lightwood has spoken about climate-related matters.

Here are the relevant sections of their speeches.

• 1 Sep 2026: Bus Fare Cap

  The new £2 cap is backed by £400 million of extra Government funding. This action to ease the cost of living is being funded by savings from reprioritising the Department for Energy Security and Net Zero’s budget, including by switching funding for international climate from grants to loans.

  [Source]

• 16 Jul 2026: Bus Services

  I will of course join my hon. Friend in commending the Mayor of London for the work that he is doing to keep the people who power our transport system safe. A well-functioning transport system is integral to growth. While we continue to decarbonise the transport system, we must also ensure that it is resilient to the impacts of climate change. The Government have published our climate adaptation strategy for transport, which sets out our vision for a climate-resilient transport system that underpins growth, keeps people and goods moving, and supports every part of the UK economy.

  [Source]

• 16 Jul 2026: Bus Manufacturing: Scotland

  10:01

  The Government want a vibrant and competitive UK bus manufacturing sector, including in Scotland. That is why we are providing £73.2 million to support the purchase of a further 484 zero emission vehicles, and working with the industry and local leaders to provide greater certainty through our long-term order pipeline.

  [Source]

• 11 Jun 2026: Buses: Tariff Harmonisation

  Following the UK bus manufacturing expert panel meeting in March, my officials and I continue to engage with our counterparts across Government—including my right hon. Friend the Secretary of State for Business and Trade and his team, who are responsible for UK Government tariff policy—on support for UK bus manufacturing and the transition to zero emission fleets.

  [Source]

• 10 Jun 2026: Draft Clean Air Zones Central Services (Fees) (England) (Amendment) Regulations 2026

  14:32

  We are making record levels of investment in our road network, including a £7 billion commitment to tackle potholes and improve local maintenance. Alongside that, we are supporting the transition to cleaner transport, including through the £2 billion electric car grant, which is helping drivers move to zero emission vehicles. It has already helped 120,000 UK drivers to do that since July 2025.

  [Source]

  14:52

  Most motorists entering a clean air zone will pay no charge at all because their vehicle is compliant, and the proportion is likely to continue to increase. The Government’s £2 billion electric car grant has helped 120,000 UK drivers move to zero emission vehicles since July 2025.

  [Source]

• 10 Mar 2026: Draft Goods Vehicles (Testing, Drivers’ Hours and Tachographs etc.) (Amendment) Regulations 2026

  09:25

  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 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.

  [Source]

  09:40

  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.

  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.

  [Source]

• 25 Feb 2026: Diesel Vehicles: Defeat Devices

  11:14

  I begin by reaffirming this Government’s commitment to delivering greener, cleaner transport and to reducing harmful emissions that affect communities across the country. Road transport emissions have significant implications for public health. We continue to take firm, evidence-based action wherever practices risk undermining public trust or air quality. Alongside our compliance and enforcement work, we are delivering wider measures to cut harmful emissions, including by supporting the transition to zero-emission vehicles, as my hon. Friend referenced.

  [Source]

• 27 Jan 2026: UK Bus Manufacturing

  10:39

  Members have also raised the essential role of zero emission buses in supporting UK manufacturing. Let me be clear: we are committed to the transition to a zero emission bus fleet. Zero emission buses bring real, lasting benefits: cleaner air, quieter journeys, lower running costs and more reliable services for passengers. Through ZEBRA 1 and ZEBRA 2, the Department has supported the roll-out of 2,500 zero emission buses and the infrastructure that they need. That real investment is already translating into orders, the majority of which have been won by UK manufacturers.

  In April 2025, we provided a further £38 million to fund an additional 319 zero emission buses, again providing real opportunities for UK manufacturers. Alongside that, we have announced £15.6 billion over five years to improve local transport across some of the biggest city regions, and given local leaders the ability to allocate funding to upgrade and decarbonise their fleets. That is a long-term commitment to cleaner bus travel and, crucially, the domestic jobs and skills that go with it.

  We introduced the Bus Services Act to deliver on our commitment to better buses up and down the country. Encouraging bus operators to upgrade, modernise and decarbonise their bus fleets is a huge part of that work. The Act will introduce a requirement that new diesel buses cannot be used on local bus routes in England, which will come into force not before 2030. We will confirm the precise date in due course, but of course we will consult manufacturers and other stakeholders. Right now, that measure is sending an unambiguous signal to the entire sector that the future is zero emission. It gives manufacturers time to plan the shift, it gives operators breathing room to prepare, and it supports the longer-term case for investment in the UK.

  I turn to other hon. Members’ comments. We talked about repowering, which I absolutely support. I was privileged to officially open the Wrightbus bus repowering plant, NewPower, in Ballymena. I see the potential of that as a stepping stone to decarbonising our fleets.

  [Source]

• 1 Dec 2025: M6: Junction 38

  22:17

  The M6 is a key corridor on our strategic road network and the main north-south transport axis. Early intervention is therefore essential to ensure those structures remain safe, resilient and in service. The M6 Lune gorge project is a significant and complex renewal scheme on the strategic road network. It is located within the gorge of the River Lune in Cumbria, between the Lake District and Yorkshire Dales national parks. Its purpose is to enable the vital replacement of bridge decks along a 10 km stretch of the M6 from Castle Howe bridge, adjacent to junction 38, to High Gill bridge, north of junction 37. The scheme involves eight similarly constructed structures, each now at, or approaching, the end of its operational life. Over time, these bridges have suffered significant deterioration, driven by increased traffic volumes, heavier vehicles and the growing impacts of climate change.

  [Source]

• 28 Oct 2025: Connected and Automated Vehicles

  15:35

  Establishing our new regulatory framework for automated vehicles provides a once-in-a-lifetime opportunity to harness the transformative impact that artificial intelligence could have on our roads. Not only will the framework strengthen our position as a global AI superpower, but automated vehicles can also be a key enabler of our plan for change. They can make transport safer, more convenient and more accessible. They could increase choice for non-drivers, including disabled people and older people. Self-driving vehicles that are zero emission can support cleaner, more efficient transport, particularly when paired with the transition to electric, helping us on our way to our net zero goals. By better enabling freight to be transported outside peak hours, they may also reduce congestion, making journeys to work easier and quicker. In doing that, automated vehicles could improve the lives of millions of people.

  The hon. Member for Newton Abbot (Martin Wrigley) mentioned autonomous aviation and maritime. I am afraid I can only reassure him that the applicable Minister, the Minister for Aviation, Maritime and Decarbonisation, will have heard his point on that loud and clear. The same applies to the Minister for Rail and the comments from the Liberal Democrat spokesman, the hon. Member for Didcot and Wantage (Olly Glover), on rail.

  [Source]

• 10 Sep 2025: Bus Services (No. 2) Bill [Lords]

  14:36

  I now move to the Government amendments. New clause 38 has been brought forward at the request of the Scottish Government. It reflects close collaboration between the UK Government and the Scottish Government. It will help provide greater certainty of the future demand in Scotland. I am committed to ensuring that the Governments continue to work together as they move towards the full transition to zero emission buses. The measure effectively replicates the provision in clause 37. It will have the effect of restricting the use of new non-zero emission buses on relevant services in Scotland. Powers provided to Scottish Ministers under clause 38 are analogous to those given to the Secretary of State under clause 37. Amendments 45 to 50 are consequential amendments that are minor and technical in nature or related to making transitional or saving provisions. The measure requires legislative consent from the Scottish Parliament and, if necessary, the Government will return with an update during ping-pong.

  [Source]

  17:48

  Finally, let me address the amendments on zero emission buses. In developing the Bill, we have taken into account the need to provide the industry with sufficient notice before the measure comes into effect, and with reassurance that it will not happen suddenly. We have also considered the impact on bus manufacturers. A significantly earlier date could impact on bus operators and passengers. The costs of decarbonising sooner could lead to reduced services, increased fares and an increase in car use. With that, I bring my remarks to an end. I thank Members for their contributions.

  [Source]

• 3 Jul 2025: Bus Services (No. 2) Bill [ Lords ] (Seventh sitting)

  14:37

  I will start my comments on this group by speaking to clause 37 stand part and then move to the amendments. The clause will prevent the use of new non-zero emission buses on local bus services in England. The full transition to zero emission buses is a vital part of the Government’s plan to make buses better for passengers and to realise the benefits of lower running costs, cleaner air and smoother, quieter journeys. Bus operators have begun to invest in new zero emission buses, supported by Government funding initiatives. All stakeholders including bus operators, manufacturers and local transport authorities share the ambition to achieve a zero emission bus fleet more quickly.

  However, I recognise that there is a need for Government intervention to accelerate bus decarbonisation by supporting the sector with greater certainty of future demand for zero emission buses. The clause seeks to provide that certainty. However, in recognition of the need to provide time and confidence to manufacturers to shift production, and to operators and local transport authorities to plan their fleet transition, the change to the law will come into effect on a date specified by the Secretary of State in secondary legislation. The clause specifies that the restriction on the use of new non-zero emission buses will not take effect earlier than 2030. It also allows for the Secretary of State to exempt certain types of vehicle or local services from the restriction—for example, to enable the relevant local services reliant on those vehicles to still run.

  The Department for Energy Security and Net Zero and Ofgem are also considering what further action could be taken to accelerate connections for strategically important demand customers. The Government are working to ensure that they understand the specific conditions affecting bus operators and continue to communicate directly with bus operators to share best practice. Battery ranges are getting better; independent tests carried out on behalf of the Department on the UK bus test cycle show that ranges for electric vehicles can exceed 500 km, and further for hydrogen. The Government’s independent advisers, the Climate Change Committee, have been clear: buses should transition to zero tailpipe technologies, and biofuels should be focused on sectors harder to decarbonise such as aviation and maritime. The purchase costs of zero emission buses have decreased in real terms, and they have become more efficient to run.

  I thank the hon. Member for Brighton Pavilion for tabling amendments 32 and 33 relating to zero emission buses. I appreciate that their intention is to ensure that the English bus fleet is decarbonised as quickly as possible. I can reassure her that the Government share that intention. However, having considered them carefully, the Government cannot support the amendments, and I am happy to set out the reasons why.

  We have stated in the Bill that the measure will not come into effect before 1 January 2030. The precise date will be set by statutory instrument. That will provide the industry with reassurance that the measure will not come into effect suddenly or without warning, and allow sufficient notice to be provided, enabling the industry to prepare for the change to zero emission buses. I am concerned about the impact that an earlier date could have on bus operators and the potential adverse consequences for passengers, such as the cost of decarbonising leading to reduced services and increased fares.

  I thank the hon. Members for Wimbledon and for North Norfolk for amendment 78. I appreciate its purpose —to encourage the repowering of existing diesel buses, meaning their conversion into zero emission vehicles. I assure them that we support bus repowering—indeed, I opened a plant myself—as a viable and sustainable option to help the transition to zero emission buses in the UK. My Department has introduced the zero emission vehicle repower accreditation scheme to help bus operators to ensure that repowered buses get higher standards of efficiency and emission reduction, invest in their existing fleet and become eligible to claim the zero emission bus incentive in the bus service operators grant.

  Amendment 58 tabled by the hon. Members for North Norfolk, for Wimbledon and for South Devon seeks to clarify that the restrictions on the use of non-zero emission buses from a date no earlier than 2030 apply to mayoral combined authorities. I welcome the intention behind the amendment. The Government agree that the restrictions should apply to local bus services in those areas, creating jobs, supporting local economies and accelerating our journey to a zero emission future. That is why, in response to concerns raised in the other place, the Government expanded the measure to apply to all local services in England, including those in London. If a mayoral combined authority operates a relevant service, they will already be subject to the restriction on using non-ZEBs. That means that the measure as it stands in the Bill already fulfils the intention of the amendment.

  I thank the hon. Members for North Norfolk, for Wimbledon, for South Devon and for Didcot and Wantage for tabling amendment 63, which would require the Secretary of State to publish a report six months after the Bill receives Royal Assent on the ability of local transport authorities to access funding to decarbonise their fleets. The restriction on the use of new non-ZEBs will not come into effect immediately. That will follow careful consideration of all relevant factors by the Secretary of State, including affordability, and it will be fully debated in Parliament as it will be implemented by affirmative secondary legislation. We state in the Bill that the measure will not come into effect before 1 January 2030. That will give the industry and local transport authorities reassurance that the measure will not come into effect suddenly and without warning, and will allow sufficient notice to be provided, enabling them to prepare for the change to zero emission.

  [Source]

• 26 Jun 2025: Bus Manufacturing

  10:07

  The £15.6 billion for regional transport projects over five years that we announced earlier this month will help to create a pipeline of investment for the zero emission bus market in the UK, while improving local transport for some of our largest regions. As I said, we are in close contact with all relevant parties to consider how we can support Alexander Dennis.

  [Source]

• 2 Jun 2025: Bus Services (No. 2) Bill [Lords]

  21:47

  The hon. and learned Member for North Antrim (Jim Allister), and the hon. Members for Strangford (Jim Shannon) and for Bicester and Woodstock (Calum Miller) mentioned the innovative zero emission buses being produced here in the UK. This Government are supportive of the efforts and innovation of UK manufacturers, from which about 60% of zero emission bus regional area—ZEBRA—funded buses are typically procured.

  In March, I chaired the first UK bus manufacturing expert panel, which brings together industry experts and local leaders to ensure that the UK remains a leader in bus manufacturing. Moreover, the Government are supportive of bus repowering as a viable and sustainable option to help the transition to zero emission buses. I commit to write to the hon. Member for Bicester and Woodstock on the eligibility of those buses for the MHCLG funding that he mentioned.

  [Source]

• 10 Dec 2024: Rural Cycling Infrastructure

  17:47

  As we all know, active travel is a great way of improving people’s health that can in turn ease pressure on our NHS. It has other benefits, including supporting economic growth, reducing congestion and helping to decarbonise transport. All of this matters just as much in rural areas as it does in our towns and cities.

  [Source]

• 12 Nov 2024: Transport Infrastructure Projects: Elizabeth Line

  10:40

  My hon. Friend the Member for Tamworth (Sarah Edwards) mentioned net zero. As well as placing passengers at the heart of our railway, ensuring that we maximise our potential for freight will go a long way towards achieving that.

  [Source]

• 10 Oct 2024: Walking and Cycling

  This Government recognise the huge benefits of walking and cycling. They support our economic growth, health and net zero missions by helping to revitalise high streets, improve air quality and support people in living longer, healthier lives. This Government will embrace green and healthy transport choices, and we will set out ambitious plans to promote safer, greener and healthier journeys as part of an integrated transport strategy.

  [Source]

• 22 May 2024: E-scooters: Deaths and Serious Injuries

  17:06

  Labour supports the principle of greater mobility choice and the importance of embracing new technologies as they emerge. The ability to hire a small, lightweight, easy-to-use and zero emissions scooter on the street to complete a journey would have felt far-fetched in the UK even 10 years ago, but they have now become a regular feature of many towns and cities. The rental e-scooter sector would certainly not have emerged were it not for the advent of the modern smartphone, which has enabled new modes of sustainable transport that take cars off the road and encourage the use of active travel infrastructure.

  [Source]

• 21 May 2024: Zero-emission Buses

  10:29

  This is a vital issue, and it is right that we have had the opportunity today for such robust discussion. I place on record my thanks to the excellent, insightful contributions that we have heard from colleagues throughout this debate, including the hon. Member for Milton Keynes South (Iain Stewart), Chair of the Transport Committee. I share his desire for a vibrant zero-emission bus fleet in the UK, with the majority manufactured on these islands, and I agree on the need for fair competition and that the true cost must be highlighted. I also thank him for his mention of the end-of-life processes for those buses and how those should also be taken into consideration.

  Labour knows that decarbonising the transport sector is essential to achieving net zero. Decarbonising what is now the single largest source of the UK’s carbon emissions will be no easy feat, but Labour is crystal clear that with those challenges come enormous social and economic opportunities. Across road, rail and bus there are immense opportunities for secure, high-skilled green jobs to power our next industrial revolution. With bus being by far the most utilised mode of public transport, zero-emission buses are central to that.

  Across the UK, operators and local transport authorities are already taking great strides to decarbonise their fleets, meaning that demand for zero-emission buses will only continue to rise. However, it is clear that the flagship decarbonisation scheme known as ZEBRA, which was announced with much fanfare two Transport Secretaries ago as part of bus back better, continues to be woefully off-target.

  Bus back better promised 4,000 new zero-emission buses on the road, but it also promised to set a date for ending the sale of new diesel buses in the UK. Neither of those promises have been met. The Government continue to dither on the phasing-out date, leaving both manufacturers and operators in the dark. In July 2023, the previous Transport Minister—the right hon. Member for North West Durham (Mr Holden)—promised that a response to the DFT’s consultation would be forthcoming “within months”. Well, almost 12 months later, it is still the case that no Transport Minister is able to tell us on what date they will mandate the end of new diesel bus sales. The current Minister with responsibility for roads and local transport, who is here today, told the House in response to a written parliamentary question in January this year that more information would be provided “in due course”. Almost five months on, we are none the wiser.

  In the absence of leadership on this issue from the Government, large operators have resorted to setting their own targets. National Express has committed to operating only zero-emission buses by 2030, and Go-Ahead, First Bus and Stagecoach aim to have fully decarbonised fleets by 2035. Although that is commendable, the continued silence from the Government on the end date for diesel bus sales will doubtless have the biggest impact on smaller and more rural bus operators.

  As I mentioned, bus back better also pledged 4,000 zero-emission buses. I regularly quiz the DFT on the latest statistics about the roll-out of zero-emission buses funded by ZEBRA. The most recent statistics, which I was able to obtain last month, show that just 313 are on the road and 1,053 have been ordered using ZEBRA 1. That means that to date the Government have achieved barely a quarter of ZEBRA’s potential. The successful bidders in the next phase of ZEBRA—ZEBRA 2—were announced back in March, funding a further 955 zero-emission buses. But even if every single one of those buses is somehow on the road by the end of this Parliament, the Government will still fall considerably short of their target. Even the Chair of the Transport Committee said last year that “it seems increasingly unlikely” that the Government will meet their target.

  Despite bold steps by operators, local transport authorities and manufacturers, it is clear that we have a long way to go before we decarbonise our bus sector. I would be grateful if the Minister could tell me exactly how many zero-emission buses he thinks he will be able to deliver on the road by the end of this Parliament. For the UK’s leading bus manufacturers—Alexander Dennis, Wrightbus and Optare, or Switch—the ambition and appetite for zero-emission buses is an enormous opportunity. Our bus manufacturing sector directly employs 3,500 staff across the UK and supports a further 10,000 across the supply chain.

  Those companies are world-class, trailblazing manufacturers producing some of the most advanced zero-emission and ultra low emission buses anywhere on the globe. Not only are their products world-class, but they are vital employers, contributing millions to the UK economy. I regularly meet them and they frequently tell me about their fantastic apprenticeship schemes and training and upskilling programmes. But under the Government’s approach to decarbonising the bus sector, those companies are at risk.

  Labour is realistic about the fact that, as demand for zero-emission buses increases globally, competitive manufacturers will be involved in the supply chain. However, we are at a crossroads. Britain under the Tories risks losing the global race for the clean industries of the future, losing jobs overseas and betraying communities across the country. The hon. Member for North Antrim is right to question whether taxpayer-funded schemes to support the introduction of zero-emission buses should be delivered in a manner that helps UK bus manufacturing industries more. We must remember that the Government have refused to adopt a full-scale industrial strategy since 2017. We should make no mistake: the lack of a strategy from the Government is putting home-grown bus manufacturers at risk. Alexander Dennis tells me that, with enough joined-up thinking from the Government, the company could spool up production to meet demand, but, in the absence of certainty, it may have to reconsider its future in the UK.

  [Source]

  10:39

  Labour will always back British industry. A Labour Government will act as a strategic industrial partner, setting out clear priorities to provide the certainty that businesses and investors need to solidify the UK’s position as a leader in clean industry. That extends across the EV supply chain. Labour will accelerate domestic battery-making capacity with a national wealth fund to part-finance the new gigafactory capacity that we will need to support the green transition. Not only will that create thousands of good, green jobs in the supply chain and add billions to the UK economy, but it will provide the certainty that UK bus manufacturers desperately need to continue to play a leading role in the UK’s decarbonisation.

  Labour stands ready to embrace the green transport revolution and knows that zero-emission buses are essential to that. The UK has a world-class bus manufacturing sector that can, with the right policies from the Government, deliver millions of pounds-worth of economic growth by leading the transition. We need more action from the Government to ensure that our home-grown bus manufacturers can continue to thrive.

  [Source]

• 16 May 2024: Bus Manufacturing

  09:54

  The UK has a proud bus manufacturing history, from London’s iconic original Routemasters to Alexander Dennis’ next generation of hydrogen double-deckers used today in the Liverpool city region. As operators and local authorities decarbonise their fleets, UK manufacturers are ready to power that green revolution, but our bus makers are at risk from cheap models imported from overseas. This week, a major UK operator is preparing to procure Chinese-built buses for tens of millions of pounds due to cost pressures and because this Government have not set out a full industrial strategy since 2017. Will the Secretary of State tell the House what he will do to back British bus manufacturers and secure their role in this green revolution?

  [Source]

• 17 Apr 2024: Draft Renewable Transport Fuel Obligations (Amendment) Order 2024

  It is a pleasure to serve under your chairmanship, Mr Rosindell. I thank the Minister for introducing this delegated legislation. As we all know, transport has the highest carbon emissions of any sector, so decarbonisation should be a key priority. The Government first consulted on the amendment in this order in 2021, so why has it taken until today for us to consider it? Nevertheless, Labour supports this legislation.

  The RTFO order is a key policy for reducing greenhouse gas emissions in transport—and, might I add, it was introduced by a Labour Government. The extension of the order to include recycled carbon fuels is welcome; after all, RCFs can be as much as 50% less polluting compared with fossil fuels. By 2033, the change is projected to result in the supply of more than 1 billion litres of additional low-carbon fuel, resulting in a saving of more than 15 million tonnes of greenhouse carbon dioxide equivalents. Crucially, the increase in the number of qualifying fuels in the RTFO order will contribute to lower costs for general road fuel consumers.

  More widely, why is there a nuanced understanding of the necessity to decarbonise here, but not in the recently published national networks national policy statement, which allows the inclusion of residual emissions in new projects? Why has the Prime Minister rowed back on the Government’s commitment to vehicle electrification by moving the petrol and diesel vehicle ban back to 2035? Where is the Government’s commitment to rail freight, hydrogen and biogas?

  Overall, Labour supports this delegated legislation and the necessary wider decarbonisation of our public transport, but we must ensure that the Government have assessed the impact on the UK’s wider fuel sector.

  [Source]

• 19 Mar 2024: Automated Vehicles Bill [ Lords ] (First sitting)

  10:39

  As I have seen in my Wakefield constituency, there is a lot of potential in the principle of delivery robots. They deal with the final mile from where the lorry drops off its load to when the parcel gets to the individual dwelling. I find them particularly good for people in my constituency who are socially isolated. Using electric robots for that last mile rather than diesel vans, as often happens currently, has the potential to make a big contribution to our net zero commitments.

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• 9 Nov 2023: Making Britain a Clean Energy Superpower

  The Tories have yet again doubled down on oil and gas licences as their solution, but that does nothing to fight the climate crisis, and even the Energy Secretary cannot say that it will bring bills down. Our communities have been hit harder than anywhere else in western Europe, and last summer the price of gas was nine times higher than that of renewables. To add to this, their ban on onshore wind, as well as their scrapping of the energy efficiency programme, has added hundreds of pounds to every family’s bills. The King’s Speech also made no mention of the community energy sector, which would build renewable energy capacity and put communities in control.

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• 13 Jul 2023: Low-emission Buses: Local Authorities

  The Government’s commitment to deliver 4,000 zero-emission buses by the end of the Parliament lies in tatters and is in the realms of fantasy. No creative counting can hide the fact that there are still only six buses funded through the zero emission bus regional areas scheme on the roads. Will the Minister come clean with Parliament and passengers, and admit that the Government will fail in spectacular style in their promise to deliver those 4,000 zero-emission buses on the road? Will the Minister also take the opportunity to exercise a little humility and tell us how many buses have been ordered—not funding allocated, as that does not mean anything to anyone? How many will be manufactured in the UK? How many will realistically be on the road by the end of the Parliament?

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• 8 Jun 2023: Bus Services

  I am pleased that the Government’s latest bus deal lasts longer than the usual three months, but as ever, there are winners and losers. Last year, both Southampton and Swindon applied for zero-emission bus funding. They got nothing. They applied for BSIP funding, and how much did they get, Secretary of State? Nothing. Last month, every council finally received something, but Southampton and Swindon got barely £1 million between them, amounting to a pathetic £2 per person. Can he explain why areas such as Southampton and Swindon have got so little to fix their broken bus systems?

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• 5 Jun 2023: Reaching Net Zero: Local Government Role

  The Housing, Communities and Local Government Committee’s report on this topic in October 2021 made it clear that the UK will struggle to meet its aim of reaching net zero by 2050 unless central and local government work together. As a former councillor, I know how important councils and combined authorities are to delivering net zero. The Climate Change Committee said:

  It is true that most councils have approved some net zero commitments, or, like Wakefield Council, have declared a climate emergency. In Wakefield, the Labour council has made climate change a core function of its operations, and has a dedicated team working on projects relating to it. It has invested millions in replacing much of its fleet with electric cars and vans, and work is well under way to replace nearly 45,000 streetlights with LEDs, in order to reduce its energy consumption by 80%. Some 100,000 trees have been planted through a partnership with the White Rose forest. The council is also looking at building solar parks, which could provide renewable energy, enhance biodiversity, give rise to training opportunities and provide new, green jobs. The list of positive actions goes on. All that is being done to drive the change necessary to become a carbon-neutral council by 2030, and to help the entire district to be carbon-neutral by 2038.

  Not every authority is like Wakefield. Some councils have not adopted proper plans, and that is holding us all back. I ask the Minister: what are the Government doing to encourage more climate change action plans? Labour recognises the important role that local government has in this fight, and that is why empowering our towns, cities and regions is at the heart of our plans. We will consult on Gordon Brown’s commission on giving local leaders more financial autonomy and longer-term funding settlements—powers that the Local Government Association has been asking for—to help deliver net zero. We will also transfer more powers over skills, transport and planning to local leaders, which would be a game changer. Councils will be at the forefront of delivering Labour’s warm home plan; they will help to roll out our street-by-street retrofit programme, which will not only slash energy bills but help in our fight for net zero.

  I am pleased that Wakefield Council is showing such leadership in this area, having brought forward its climate change action plan and backed it up with clear actions and investment. Now we need a Labour Government who will not only talk the talk but deliver the real change that we need, and give local government the powers and support that it needs to accelerate net zero.

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• 11 May 2023: Draft Public Service Vehicles (Accessible Information) Regulations 2023

  11:46

  I recognise that under the ZEBRA—zero-emission bus regional areas—scheme, the new funded buses will have to provide audio and visual information as standard, which I strongly welcome. However, as I have said repeatedly, the scheme is being delivered far too slowly: only six buses are actually on the road. It would be helpful, in the context of the wider announcement, for the ZEBRA scheme to be speeded up in order to deliver the ambition set out by the Government in the national bus strategy.

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• 20 Apr 2023: Bus Services

  09:50

  The cross-party Transport Committee recently published its report on the Government’s national bus strategy, which found that the Government are unlikely to meet their target on zero-emission buses. The Committee is disappointed that the Government have not delivered on their promise to publish guidance on franchising and socially necessary services. The long-term future of the bus sector remains uncertain. Labour has a plan to get our buses back on track. What is the Government’s plan? Will it be more dither, delay and short-term sticking plasters?

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• 7 Mar 2023: Decarbonising Rural Transport

  10:20

  I congratulate the hon. Member for North Devon (Selaine Saxby) on securing this debate and I thank the Backbench Business Committee for granting it. The hon. Member’s opening remarks underscored the importance of decarbonising our transport, especially in our rural communities, and the contributions from Members throughout have demonstrated why we need to take urgent action in this area. Indeed, decarbonising our transport sector is one of the most pressing challenges to overcome if we are to meet our net zero goals.

  As the hon. Member for North Devon said, many people in rural communities are very dependent on cars, and we must continue to encourage the transition to electric vehicles. We have some good momentum as we transfer away from petrol and diesel cars to electric vehicles. That is one of the primary ways to decarbonise our transport. The RAC estimates that there are now 712,000 zero-emission electric cars on our roads, along with more than 400,000 plug-in hybrids.

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  10:26

  As the shadow Minister covering buses, it would be remiss of me not to mention the vital role that the sector is playing in decarbonising our transport. That is especially the case in rural areas, where buses can be a lifeline for many, especially the elderly—connecting people with friends and family, and getting people to work, hospital or school.

  Furthermore, buses need to be transitioned from diesel. The Government announced that they would deliver 4,000 zero-emission buses in this Parliament, but, as I pointed out during Transport questions in the Chamber last week, only 341 have been ordered and just six are on our roads. At that rate, it will take 23 years to meet the Government’s target. Many bus operators serving rural routes will be relying on Government grants to decarbonise their fleets, so the lack of progress with the scheme is hampering the business planning process and efforts to push forward with bus company investments.

  I am pleased that we have had the opportunity to debate this important issue. It is clear that our rural communities want to play a part in the clean transport revolution, but they need more support to do so. Whether we are talking about buses, cycling, walking or cars, there are opportunities for decarbonisation, but rural areas are lagging behind. The Government must match their rhetoric with a proper plan to deliver what they have promised, so that we can see those zero-emission buses on our roads, have enough electric charging points to encourage people to transition, and encourage people to cycle and walk more. The Government must get their act together, and quickly; otherwise, it will be our rural villages and towns that suffer the most.

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• 2 Mar 2023: Bus Services

  09:39

  In 2020, the Government promised to deliver 4,000 zero-emission buses in this Parliament, but just 341 have been ordered, and only six are on our roads. At this rate, it will take 23 years to meet that target, and we will not get diesel buses off our roads completely until the end of the century. With manufacturers ready to deliver a brighter, greener future for Britain’s buses, when will the Minister get out of first gear and match their ambition?

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See all Parliamentary Speeches Mentioning Climate