16:30 Mike Kane (Labour)

The aim of the regulations is to support the transition to zero emission vehicles, to reduce the regulatory burden on business, and to drive economic growth on our journey to becoming a clean energy superpower.

Businesses and families are choosing to make the switch to cleaner, greener vehicles that are cheaper to run and reduce noise and air pollution on our streets. The UK was the largest electric car market in Europe in 2024, and so far this year demand is up 42%, according to industry figures. However, zero emission vehicles can be heavier than equivalent petrol and diesel vehicles because of the weight of their battery or power train, which can push them into a higher driving licence category than their petrol or diesel equivalents.

Regulations to partially solve the problem were passed in 2018, allowing category B licence holders to drive alternatively fuelled vehicles weighing up to 4.25 tonnes if they fulfilled additional requirements, including receiving five hours of additional training from an accredited instructor, driving only for the purpose of transporting goods, and having no ability to tow. However, following the rapid growth of zero emission technology since 2018, the existing regulations represent an unnecessary barrier to switching to zero emission vehicles. The cost of the training, and of taking drivers off the road to complete it, can be prohibitive and time-consuming for businesses. These regulations will therefore enable the holder of a standard category B licence to drive a fully electric or hydrogen-powered vehicle up to a maximum weight of 4.25 tonnes without those additional requirements. Existing category B rules on ages and passenger numbers will apply.

Category B licence holders can also usually drive minibuses weighing up to 3.5 tonnes if they fulfil additional requirements, including the requirement for the driver to be over the age of 21. The regulations apply the same additional requirements to zero emission minibuses weighing up to 4.25 tonnes. They also allow zero emission vehicles weighing up to 4.25 tonnes to tow a trailer, just as rules permit their petrol and diesel counterparts to, provided that the total combined vehicle and trailer weight does not exceed 7 tonnes.

It is important that people with disabilities should have equitable driving licence flexibilities. To ensure that they are not excluded from the benefits of these regulations, an eligible zero emission vehicle may weigh up to 5 tonnes if it is fitted with specialist equipment for the carriage of disabled passengers. That additional weight allowance also applies to minibuses.

The fuel types in scope of these regulations are zero emission, rather than alternative fuels. The only vehicles not covered by these regulations, but that were in scope of the old ones, are gas-powered vehicles. The Government estimate that there are fewer than 30 on the road today, and their technology does not require an additional weight allowance.

In closing, these regulations are a common-sense measure to equalise the driving licence rules for zero-emission vehicles and their petrol and diesel counterparts. I commend this statutory instrument to the House.

[Source]

16:36 Greg Smith (Conservative)

I thank the Government for bringing forward sensible reforms, which will decrease the regulatory burden and provide more flexibility for category B licence holders. Many of the reforms are sensible steps that were widely supported in the consultation during the last Parliament. It is unfortunate, but unsurprising, that the Government’s so-called plan for change did not involve scrapping the limitations in this statutory instrument. Narrowing the scope of eligible vehicles from alternatively fuelled vehicles to zero emission vehicles is a mistake that cannot be ignored. As we transition to new technologies, we as a country must be less prescriptive. Too often, Governments want to tell industry and innovators what to do, and I am afraid that the restrictive nature of this measure risks hampering our country’s attempts to reduce emissions.

Let me be clear: my concerns are not a judgment on whether the Government are right or wrong to suggest that zero emission vehicles will be most effective. The issue is rather that limiting the measure’s scope to a smaller subset of non-petrol and non-diesel fuels makes them far too narrow.

There are also entirely man-made synthetic fuels that require no such feedstocks. They do not require food to be grown in order to be burned. There are innovators on that in this country and all over the world. For example, Zero Petroleum, just next door to my constituency—just over the Oxfordshire border at Bicester Heritage—has developed a fuel that works in every jet engine and every internal combustion engine that we enjoy today. It is entirely man-made; it is literally made out of air and water. It is a mixture of green hydrogen with atmospheric carbon capture. However, the ZEV mandate and the approach that the Government are taking in this statutory instrument rule that technology out of order, because there is still carbon at the tailpipe. The regulations ignore the fact that the carbon at the tailpipe is the same volume of carbon that is captured out of the atmosphere to make the next lot of fuel. In fact, a whole-system analysis shows that technology to be carbon-neutral—one volume of carbon is in a perpetual cycle. However, no matter how much Ministers and the Government claim to be technologically neutral, the test at the tailpipe, and the test in this statutory instrument, which explicitly refers to zero emission vehicles, rather than alternatively fuelled vehicles, do in fact mean that the Government pick a technological winner at every step, rather than letting our great innovators innovate.

[Source]

16:46 Paul Kohler (Liberal Democrat)

We are pleased that the provision maintains the ability of those with category B driving licences to drive zero emission vehicles up to certain weight thresholds. As has been noted, the SI also reduces the scope of eligible vehicles, from alternatively fuelled to zero emission. Alternatively fuelled vehicles produce less carbon dioxide than petrol and diesel vehicles, but they still produce CO 2 . As the vehicles do not, therefore, meet the cross-party consensus that all new cars and vans should be zero emission by 2035, we support the restriction to zero emission vehicles.

[Source]

16:48 Mike Kane (Labour)

The intention of the SI is to support the transition to zero emission vehicles. The driving licence flexibility is therefore designed to account for the additional weight of heavier batteries in fully electric vehicles and some implementations of hydrogen fuel cell technology. Vehicles powered by natural gas or biogas are not net zero. I get what the hon. Member for Mid Buckinghamshire is saying about the single life cycle of the carbon, but they are not subject to the standard category B licence requirements, meaning that they can be driven if they weigh up to 3.5 tonnes. The Government estimate that there are currently fewer than 30 such vehicles on the road.

E-fuels and synthetic fuels—which I know are the hon. Gentleman’s area of expertise and interest—are not disadvantaged by the standard category B requirements, which apply to petrol and diesel vehicles, and are therefore not included in the SI. As I have said, synthetic fuels are already treated no differently in the driving licence regulations to their petrol or diesel counterparts, and do not require the additional weight to achieve payload parity. The instrument seeks only to achieve parity with zero emission vehicles.

In closing, this instrument, while technical in nature, represents a common-sense step that will support industry to make the switch to zero emissions and decarbonise our road transport as we make progress to net zero. It will cut transport costs for business, reduce our greenhouse gas emissions and further accelerate our progress to becoming the clean energy superpower that we so hope to be. I trust that the House has found this debate informative and will join me in supporting the legislation. I commend the regulations to the House.

[Source]