Simon Lightwood
MP for Wakefield and Rothwell · Labour (Co-op) · United Kingdom
“The Bus Services Act empowers local leaders to choose the model that works best in their area. Our reforms are focused on giving local authorities the tools they need to deliver better bus services. The Act also has a measure on socially necessary local services.”
“My hon. Friend is right that transport has a vital role to play in unlocking opportunities for young people, as I know from growing up in a coastal community. Through the Bus Services Act 2025, we are giving local leaders greater power to shape bus services around their local needs, including in coastal and rural communities.”
“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.”
“The Government are providing local authorities with a record £7.3 billion investment in local road maintenance, giving councils the long-term certainty that they need to fix potholes, repair road defects and adopt a more preventive approach to maintenance. Some of the funding is being used to incentivise best practice and innovation.”
“The hon. Lady and I met in October to discuss the tolls on the Mersey Gateway. As she is aware, these charges are the responsibility of Halton borough council.”
“I share my hon. Friend’s commitment to UK bus manufacturing. I am delighted that through the UK bus manufacturing expert panel, mayoral combined authorities have agreed to a commitment that 10% of social value criteria will apply in all future bus procurement exercises.”
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“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.”
“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.”
“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.”
“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.”
“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.”
“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.”
“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.”
“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.”
“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.”
“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.”
“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.”
“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.”
“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.”
“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.”
“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.”
“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.”
“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.”
“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.”
“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.”
“That approach is entirely consistent with other market surveillance activity. Waiting until that point is important to ensure that due process is followed, to avoid prejudicing live investigations and to maintain the integrity of any future enforcement action.”
“Since 2018, it has been an offence to place vehicles containing prohibited defeat systems on the market. My Department is equipped to require swift corrective action to address non-compliance. We are also considering whether we need to go further and build on our existing powers under assimilated EU law to require compulsory environmental recalls to deliver the intended outcomes. Let me be clear: if non-compliance is confirmed, the DVSA will require manufacturers to take whatever remedial action is necessary, at no cost to consumers. Where any serious risk is evidenced, that remedial action must be taken without delay. On transparency, I fully recognise the public interest in understanding the outcomes of this work, and manufacturer-specific findings will be published once investigations are complete and decisions are final.”
“To be absolutely clear, every vehicle model within scope will undergo a full assessment, and manufacturers are now working to firm, defined deadlines. The DVSA has completed assessments on a number of models and is now reviewing detailed submissions from manufacturers, with further assessments underway. We will conclude the process as soon as evidence allows, to ensure that any findings are robust, fair and accountable. Where non-compliance is identified, manufacturers will be required to take corrective action and enforcement will escalate where deadlines are not met. That approach is intended to achieve real-world improvements in air quality swiftly and fairly. The Government have also strengthened the enforcement framework available to regulators.”
“This Government are undertaking a targeted and comprehensive programme of assessments, which formally commenced in early 2025, to assess a range of Euro 5 and Euro 6 diesel cars and vans produced between 2010 and 2018. As my hon. Friend would probably expect, we are focusing on vehicles with the greatest potential to cause harm, and our remediation actions are designed to reduce real-world emissions as quickly and effectively as possible. Although those models are no longer entering the market, they remain on our roads and the public quite rightly expect them to meet the standards set out at approval. I think, at present, there are 110 individual vehicle models that are under active investigation. That reflects the scale and complexity of the challenge.”
“We have consistently said that prohibited defeat devices are illegal, are misleading for drivers and can have negative impacts on the public. My Department has considerably strengthened its oversight of vehicle emissions in recent years. Since 2016, the Driver and Vehicle Standards Agency’s vehicle market surveillance unit has carried out increasingly rigorous emissions testing programmes using both laboratory and real-world methods to identify suspicious performance. The DVSA actively investigates potential non-compliance, and where its assessments identify issues, manufacturers are required to take corrective action in line with DVSA’s published enforcement policy.”
“Those concerns are entirely legitimate, and I welcome the opportunity to set out clearly how they align with the Government’s determination to uphold emissions standards and to ensure that the public can have full confidence in the environmental performance of vehicles on our roads. 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.”
“It is a pleasure to see you, Ms Lewell—my favourite sand dancer—chairing the debate this morning. I congratulate my hon. Friend the Member for Ealing Central and Acton (Dr Huq) on securing this debate on defeat devices in diesel vehicles. This is an important subject that rightly attracts scrutiny from Parliament, the public and campaigners. I acknowledge the concerns that my hon. Friend set out in her parliamentary questions and recent public commentary, which reflect the strength of feeling about this issue and the need for transparency and accountability from both manufacturers and regulators.”
“The Government are delivering a thorough and proportionate programme designed to address potential non-compliance swiftly, transparently and in line with our legal duties. Our shared objective is clear: deliver cleaner air, protect public health, uphold public confidence and ensure that the vehicles on our roads meet the standards that the public expect and deserve. Question put and agreed to .”
“That collective effort means that our response is co-ordinated and informed by those who play a direct role in delivering cleaner, safer vehicles. We are closely following the Pan-NOx group litigation concerning alleged defeat devices. Once the court hands down its judgment, we will consider carefully any implications, including whether changes are needed to our policy framework or enforcement approach. Internationally, we continue to work closely with regulators in EU member states, which helps us to anticipate emerging issues, align on best practice and ensure that manufacturers face a coherent regulatory environment across markets. It reinforces our ability to act decisively where cross-border issues arise, recognising that emissions compliance is a global challenge. To conclude, a great deal has been achieved, and more is underway.”
“How could I refuse? Of course I will meet my hon. Friend. Publishing incomplete or provisional findings would risk misleading consumers and compromising the quality of the technical assessments underway, as my hon. Friend will appreciate. To support transparency, I am pleased to say that the Department will shortly publish its dedicated gov.uk landing page. That will bring together all the emissions compliance publications, and once investigations are concluded, the final outcomes of the programme will be added to that page for full public access. The programme has been developed in close collaboration with the Department for Business and Trade, the Department for Environment, Food and Rural Affairs and the UK Health Security Agency. That ensures that our approach draws on the full breadth of Government expertise.”
“Member for Harpenden and Berkhamsted can see how, taken together, those reforms represent the meaningful re-gearing of the transport and spatial planning systems to fix the housing crisis while delivering the transport that our communities need.”
“The Government will not shy away from taking the decisive action needed to fix that for good. This Government are turning the tide on the Tories’ housing crisis, which has seen 1.3 million families stuck on housing waiting lists and over 165,000 children growing up in temporary accommodation. On affordable housing, our new £39 billion social and affordable housing programme will build around 300,000 new homes over 10 years, including at least 60% for social rent—around 180,000 homes. That is six times the number of social and affordable homes built in the last decade. Today’s debate has demonstrated the importance of integrating transport and housing and seeing them not as separate systems, but as one. I trust that the hon.”
“We will continue to work with Govia Thameslink Railway as it develops its proposals for development along that route. On bus funding, I am sure all Members will welcome the £3 billion of multi-year funding that is going to support bus services across the country. Hertfordshire county council will be allocated £34.1 million under the local authority bus grant from 2026-27 to 2028-29. That is in addition to the £12.2 million already allocated. For the first time, the formula includes a rurality aspect to make sure that rural areas receive their fair share. Moving on to the Opposition spokesman, the hon. Member for Broadland and Fakenham (Jerome Mayhew), I find it hard to accept some of his comments. We inherited a housing crisis caused by the Conservatives that has seen house building plummet.”
“The Government’s proposed national policy framework outlines that all development proposals should be capable of proceeding without having a severe adverse impact on transport networks in terms of capacity and congestion, including the cumulative impact. Local decision makers should consider the cumulative impact on transport when deciding their planning applications. On rail or rail operators that are required to plan services based on demand and value for money, Great British Railways will have a significant impact, as I have mentioned. Govia Thameslink Railway has shared demand modelling with the Department, which does include projections for planned development along the Thameslink network. The Department requires all operators to plan future timetables that reflect expected demand and provide value for money for the taxpayer.”
“National Highways expects developers to explore all options to reduce dependence on the strategic road network for local journeys. National Highways is empowered to recommend refusal of planning applications that would cause substantial impact on the road network, including issuing holding responses to enable more evidence to be provided, or to provide conditions for mitigating the impact of development. To pick up on a few other points that Members raised, I understand that the local plan in St Albans is currently being replaced. It is one of the oldest and most out-of-date plans. I recognise that it has been inherited—it dates back to 1994. It is expected that a new plan will be adopted in March.”
“By taking a vision-led approach to transport planning that sets clear outcomes from the outset of the planning process, we can deliver well-connected communities that are served by sustainable transport and co-located with key services, breaking the cycle that has left people with a lack of transport choice and ever more congested road networks. I believe that will make it easier for new developments to deliver the transport options that people need and want and will help decision makers to better manage the cumulative impacts of significant developments affecting places such as Redbourn. To respond to the specific concerns about congestion, National Highways is a statutory consultee on planning applications and will assess the impact of new developments on the strategic road network.”
“The Government approved the special development order for the Universal Studios site in December 2025, noting the project’s national significance. Extensive transport works to support the surrounding network are to be delivered, including the expansion of Wixams railway station to enable public transport journeys to the site. Given the ongoing legal proceedings, there is not much I can say about Luton airport. However, the Secretary of State for Transport’s decision letter on the case sets out her reasoning for that consent. Regarding the cumulative impacts of developments, the Government are operationalising a new approach to transport planning through changes to the national planning policy framework.”
“As I understand it, the proposed changes to the definition of grey belt seek to better enable the identification of grey-belt land when ensuring protection of the green belt. Alongside that, the introduction of the spatial development strategies will identify broad locations for housing growth across larger geographies than the district level, while at the same time co-ordinating the provision of strategic infrastructure and improving the environment and climate resilience. That will help to better distribute developments and identify their appropriate scale in places like Hertfordshire. In reference to major developments in the surrounding areas, all planning decisions are taken on a case-by-case basis, based on national and local planning policies and other material considerations.”
“Great British Railways will be outward-facing and will work in partnership with mayoral strategic authorities, enabling a greater focus on local priorities such as housing and regeneration. We have already taken action. Platform4, a company launched in November 2025, is already working to develop disused brownfield land—real land—with an ambition to deliver 40,000 homes over the coming decade. That will support our housing, regeneration and growth ambitions by creating new places to live, work, learn and play, putting the railway at the heart of our neighbourhoods. The hon. Member for Harpenden and Berkhamsted also mentioned green-belt policy and its implications for villages such as Redbourn.”
“To support that work, last year my Department launched the connectivity tool, which brings together transport and land use data to show how well locations are connected to jobs and key services, helping communities to identify infrastructure gaps and plan development sustainably. The tool is already being used across the country to ensure that new housing aligns with existing and planned infrastructure. I believe the tool will empower local government, developers and planners to make better decisions about where development should happen, and to plan for the infrastructure needed to support it. In parallel, the Railways Bill will establish Great British Railways as a directing mind. One of its objectives is to facilitate homebuilding and place-making.”
“The Act also places a duty on combined authorities, combined county authorities, upper tier county councils and unitary authorities to prepare spatial development strategies, which is an important opportunity to set the context for local plans, which will have to be in general conformity with the strategy once it has been adopted. Taken together, these changes will make a real difference to the people we all serve, delivering more housing, greater transport choices and better designed, healthier places. The Government believe that an integrated, affordable and sustainable transport network is vital to unlocking homes with good access to jobs, education and public services. That includes improving bus services, boosting passenger numbers and giving local leaders greater control.”
“That includes providing the tools that local planning authorities need to ensure that developments are supported by the right transport infrastructure for the local context. The Ministry of Housing, Communities and Local Government is currently consulting on revisions to the national planning policy framework. If progressed, these revisions will deliver better located development with more sustainable travel choices, supported by robust guidance. We have already made changes through the Planning and Infrastructure Act 2025 to streamline the planning process for nationally significant infrastructure projects, which will speed up the pace of decision making on critical projects.”
“It is a pleasure to see you in the Chair, as always, Sir Desmond. I thank the hon. Member for Harpenden and Berkhamsted (Victoria Collins) for securing this debate and thank Members for all their comments and contributions. I am grateful for the opportunity to discuss how planning developments impact on local transport, a subject of great importance and a priority in the context of our housing ambitions. An awful lot has been said today; Members will forgive my aversion to taking many interventions, as I think it is important that I respond to many of the comments made. Aligning housing and transport is essential for delivering homes that are connected and sustainable and that provide genuine choices for people. To that end, we have prioritised making changes to the planning system in support of growth and place-making.”
“Let me close with this message: this Government are absolutely committed to ensuring the long-term success of the UK bus manufacturing sector. We know how important the sector is to communities, from Falkirk to Ballymena and far beyond, and the pride that British manufacturers feel when they see their buses on our roads. With the right support, the UK can remain at the forefront of bus manufacturing for decades to come. I thank all hon. Members for their contributions today. Above all, I thank the thousands of skilled workers who keep this industry moving. I look forward to continuing this work together in the months ahead.”
“I see the potential of that as a stepping stone to decarbonising our fleets. A few hon. Members raised the issue of bus procurement in London. My understanding is that more than 50% of ZEBs that entered service in London in 2025 were manufactured or assembled in the UK. To be very clear, TfL does not purchase buses—the operators purchase buses, and TfL sets the specification for them. However, TfL has absolutely committed, as did other mayors at the UK Bus Manufacturing Expert Panel, to explore the social value commitments that I mentioned. Other items will include price, reliability, the quality of build, delivery times and, crucially, after-sales service. Today’s debate has shown what Parliament does at its best: coming together across parties to stand up for British industry, British workers and British ingenuity.”
“The UK has already implemented two new UN cyber-security regulations, requiring manufacturers to strengthen cyber protections, rigorously oversee software updates, and maintain real-time incident monitoring. We will continue to lead internationally on cyber standards, ensuring that wherever buses, British-built or otherwise, are running on the roads, passenger safety, data security and operational integrity remain paramount. Parliamentarians will understand that some of our response is sensitive and that it would not be wise for us to broadcast details. Rest assured that we will act to manage any risks. 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 also want to address the concerns raised today about the potential remote deactivation of Chinese-made electric buses. As the Prime Minister said in his Guildhall speech in December 2025, we will never compromise the UK’s national security. We will take tough steps to keep the UK secure while also pursuing secure economic opportunities when they are in the UK’s interest. The use of terms such as “kill switches” is alarmist. It is a fact of life that modern vehicles, regardless of where they are from, are increasingly using software to support safer driving, improve diagnostics and provide a host of other services. Updating that software remotely is effective and efficient, as well as a key mechanism for rectifying security vulnerabilities. But we are not complacent.”
“A report is due to be delivered in February at the next expert panel meeting, which I will chair, detailing best practice and recommendations. I will strongly encourage mayoral authorities to apply that best practice consistently. Although I cannot legally require authorities to buy British, we absolutely can and are helping them take into account the full value that British manufacturers offer. I assure Members that we are working with Cabinet Office colleagues to ensure that the views of the UK bus manufacturing sector are represented as they consider changes to public procurement. We want that work to help deliver the Government’s industrial strategy and foster a resilient economy that supports British businesses and creates good jobs in communities across the country.”
“UK manufacturers reported that bus procurements typically had just a 5% weighting for social value criteria and that the procurement design did not sufficiently secure social and economic value in the way we would expect. I took two actions in response to their concerns. First, in an extraordinary meeting of the expert panel in July, I secured broad agreement from mayoral authorities that they would make social value criteria at least 10% of weighting—so far. I am pleased to say that that is now happening. Secondly, I challenged the expert panel to focus on meaningful social value, ensuring that procurement is designed in a way that best delivers real social and economic value that supports the Government’s missions.”
“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. Understandably, Members want to see UK taxpayers’ money supporting UK jobs, and I note their ask for a target for UK-built buses purchased using taxpayer funding in this Parliament. Although I cannot mandate the purchase of British-built buses due to the Subsidy Control Act and our international trade commitments, we can do more to help UK-based suppliers compete. When I launched the expert panel last March, social value was a key theme that emerged—how we could get best support for jobs, skills and local economic growth.”
“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.”