A summary of responses to a consultation on an end date for new non-zero-emission bus sales and a concurrent call for evidence on the same measure for coaches and minibuses has been published, but it brings no indication that defining those UK-wide cut-offs is in sight.
The joint exercise was held during 2022. It was later said by then-Local Transport Minister Richard Holden that the date for buses would be revealed during 2023. Some other parties have since proposed that coaches are subject to a 2040 end date.
No next steps for any of the three vehicle types accompany the summary of responses. Instead, the government notes that the Bus Services (No.2) Bill includes a measure that from 2030 at the earliest, new non-zero-emission buses will be prevented from being used on local bus services in England. That will “accelerate the decarbonisation of buses.”
While for coach and minibus the original exercise was evidence gathering, the summary of responses published in early July notes how ministers are “considering mechanisms to support both coach and minibus sectors to decarbonise.” No further information is given.
Among respondents to the bus consultation, a majority backed introduction of a zero-emission vehicle mandate to the sector, as is the case for cars and vans.
“Most bus operators and manufacturers express support, with some manufacturers’ responses supporting the idea in principle,” the summary outlines. “Unanimous support for the proposals was given by the energy industry and environmental charities.”
On setting an end date for the sale of new non-zero-emission buses between 2025 and 2032, respondents were broadly supportive, but a consistent view was that a successful transition to a zero-emission bus fleet requires additional government funding.
However, other contributors noted that a “blanket” approach would not take account of the bus industry’s diverse nature and argued that any end date should be tailored to different groups and operators. The potential impact on SME buyers was also raised.
Across all respondents, between 2025 and 2030 held the preferred end date for new non-zero-emission bus sales, although views varied widely, the summary explains. For operators and manufacturers, between 2030 was 2032 favoured; however, two unnamed builders advocated 2025, noting how that would act as a catalyst for vehicle development.
Difficulties in infrastructure were identified among responses, including grid pressure, depot space, and issues specific to rural routes.
The level of detail provided around the coach and minibus call for evidence is less. 15 responses in the coach field were received along with 12 concerning minibuses.
Emphasised by coach respondents was how those vehicles have significantly different operating cycles to buses and may be away from base for several days.
Also noted was the difficulty in enabling charging or hydrogen fuelling infrastructure to be installed at coach parking and motorway service areas and the potential need for range in the hundreds of miles.
“There were also concerns around setting an end of sales date given the experience of compliance with [PSVAR] in the coach sector,” the summary concludes.
For minibus, a need for grant support to aid the move to zero-emission was highlighted. As those vehicles are largely compatible with existing public charging network, infrastructure funding gained much less traction. Driver licensing around weight was also highlighted.
Read the full summary of responses here.
