Soundings on defining a pathway to ending the sale of new non-zero-emission coach models have been forthcoming after the Department for Transport (DfT) included coaches in a consultation that is otherwise concerned with developing a decarbonisation regulatory framework for HGVs.
Presented are four options to deliver that decarbonisation. Of overarching relevance for coaches is a decision to seek views on whether they should be captured by the same approach to cutting CO2 emissions as HGVs and ultimately ending the sale of new non-zero-emission examples.
The UK is part of a global memorandum of understanding on zero-emission medium- and heavy-duty vehicles, including coaches and buses, that aspires for their sales share of new examples to reach 30% by 2030 and 100% by 2040. To reach those targets, firm direction is required alongside other factors to give confidence in the shift, according to DfT.
Sought are views on how to set out a “stable regulatory pathway” towards achieving the already-stated intention to end the sale of new non-zero-emission HGVs up to a GVW of 26,000kg by 2035, and heavier examples by 2040.
While there is yet no firm commitment for coaches to follow eventual legislation that defines new HGVs’ move away from diesel, cited is how the consultation represents an opportunity to explore whether the scope of a regulatory framework may also be used as a way to reduce the coach sector’s CO2 emissions in the meantime.
Multiple options presented for potential coach decarbonisation
Among legislative options presented is a do-nothing baseline. Another is establishment of a CO2 emissions reduction regulation drawing upon the existing framework from retained EU law “with potential for increased scope and targets.”
Third is creation of a zero-emission vehicle (ZEV) mandate for HGVs; the fourth is a fleet adoption requirement for large freight operators. How any of the active options would apply to coaches if those vehicles ultimately fall into scope is not defined, but the document notes that the proposals could be introduced individually or in combination.
Of the floated CO2 emissions reduction regulation proposal, to retained EU legislation would be added UK-specific expansion. That would end the sale of new non-zero-emission HGVs by setting a CO2 emission reduction trajectory on a pathway to 100%, supported by interim targets.
A ZEV mandate would create a framework by setting requirements for manufacturers to supply more vehicles that are zero-emission, with penalties for selling too many that are not. Various caveats are attached to this proposal, but the consultation claims that it would give greater clarity for charging and hydrogen fuelling infrastructure providers.
Coach appropriate as part of HGV decarbonisation exercise?
A suggestion that coaches could be included in the regulatory pathway to zero-emission recognises how some vehicle manufacturers are active in HGV and coach, although the consultation also explores whether any otherwise in-scope builders or models could be exempted from the framework towards reaching an end of sale date for diesels.
It notes how at least 35 battery-electric HGV models are available in the UK. For coach, that figure is two, although it is in the process of expanding. Meanwhile, multiple government-led programmes are cited as pushing the uptake of zero-emission goods vehicles, but the coach industry has seen nothing like such incentivisation.
Nevertheless, “a future regulation aimed at reducing the CO2 emissions from HGVs is being considered as an appropriate mechanism to also reduce emissions from the coach sector and to align with the government’s commitment of making all [new] road transport zero-emission by 2040.”
Worries on infrastructure to support shift are clear and present
A dedicated section on coaches is within the consultation. It notes that they are already captured by an EU requirement for heavy-duty vehicles to reduce their CO2 emissions by 43% in 2030, 64% in 2035, and 90% in 2040, all relative to 2025.
That has drawn strong criticism from Daimler Buses CEO Till Oberwörder. He believes that relaxation of those figures is critical for a sustainable coach manufacturing industry in Europe and has expressed little confidence in there being sufficient infrastructure by 2030 to support zero-emission coaches.
The DfT consultation likewise acknowledges that infrastructure is key to the pace of transition away from diesel for heavy-duty vehicles. It suggests that an ambitious regulatory framework would drive investment in those facilities, although there is an acceptance that the UK lags behind other nations in moving to zero-emission HGVs and that a tiny fraction of coaches in use here are battery-powered.
Wider challenges in heavy vehicle decarbonisation noted
Other challenges to rollout of zero-emission coaches are observed in the consultation, but it gives a clear idea of the already-suggested position that ministers see the mode as sitting more closely to HGVs than buses on the decarbonisation agenda.
Inclusion of coaches into regulations governing HGVs’ move away from diesel may also be easier than defining coach-specific legislation, particularly given how the EU has chosen to bring the two vehicle types together in its work around CO2 reductions.
But in an indication that coach will need bespoke consideration of how the proposed GVW-based dates for ending the sale of new non-zero-emission HGVs interact with it, the consultation notes that goods vehicles of 26,000kg and below often handle shorter-distance duties. That is not the case for coaches, where 26,000kg is a de facto gross weight ceiling.
Part of the consultation is exploration of derogated targets or exemptions from the eventual regulations for smaller volume coach manufacturers, although precisely how that could apply is part of the opinion-gathering process.
Views are thus sought on what such provision could look like, but the document notes how it could “put a lower burden on smaller volume manufacturers and… enable a different paced transition for those.” A ‘sunset clause’ could be utilised.
On eligible driveline technologies, the exercise underlines an established DfT position that while hydrogen fuel cell-electric power is zero-emission at the tailpipe, hydrogen combustion is not. However, it notes that hydrogen combustion alongside biofuels can otherwise contribute to significant reductions in CO2 production.
But a long-term transition to zero-emission is the clear priority. The consultation’s outcome will be of significant relevance to how the coach industry travels that road.
The consultation closes on 17 March. Read it in full here.
