09:30 Sir Robert Goodwill (Scarborough and Whitby) (Con)

That this House has considered zero emission buses in the UK.

Why are we here today? I am afraid that, despite the rhetoric from the Government, the orders for the 4,000 promised buses are not coming through. We were promised 4,000 zero-emission buses under the ZEBRA—zero-emission bus regional areas—scheme. We were told initially that they would be delivered during this Parliament, and Members will understand why the manufacturers got themselves geared up and ready to produce those buses. Then we were told, “Well, the buses will be on order by the end of the Parliament.” Most recently, we understand that funding will be available by the end of the Parliament. I am afraid, Minister, this is not good enough. We need to get those buses on our streets and delivering not only for those who work in the bus industry but for those passengers who genuinely want to use an environmentally friendly mode of transport.

We in Northern Ireland have made a clear commitment to these new, zero-emission buses through Translink, and we have constructed a programme for the next few years, through to 2032, of which the Translink Gliders will be part, but for that to happen we all need to take advantage of the opportunity to manufacture those buses. We in Northern can do that, alongside the right hon. Gentleman’s constituents. Does he agree that Northern Ireland can be part of that greater plan for the United Kingdom of Great Britain and Northern Ireland to work together to produce these buses?

The ZEBRA scheme is a Government-led green initiative that the industry has responded to by designing the vehicles to help to deliver it. But where are the orders? The inertia threatens the Government’s net zero strategy. Bus registrations are already at an all-time low. The pandemic hit bus operators and passengers numbers still have not recovered.

Some of the delays in placing orders are down to negotiations between operators and transport authorities to deliver, for example, bus priority schemes. There is no point in taking a zero-emission bus if it is stuck in the same queue as diesel and petrol cars. I hope the Minister can break the logjam and get the orders on the production lines here in the United Kingdom—not in China—and fitted with UK batteries, not batteries made in China.

The hon. Member for North Antrim would have liked to be here today, but instead I will say a little about how Northern Ireland is progressing. Wrightbus is now under the ownership of Jo Bamford, who is part of the JCB dynasty and has taken that company, which was in danger of failing, and brought it into the 21st century. It is majoring on hydrogen buses. There are great opportunities for hydrogen fuel cell buses, too, particularly when we can develop our green hydrogen market in the UK, because 95% of the hydrogen produced in this country is so-called blue hydrogen derived from natural gas. That will be a useful step on the road to net zero but, ultimately, we need green hydrogen produced by the fantastic nuclear industry in Cumbria, which I know the Minister—an atomic kitten, as she describes herself—will be keen to promote.

I have three questions for the Minister. First, when will the promised 4,000 ZEBRA zero-emission buses be on our streets? Secondly, what can she do to ensure they are British and not Chinese built? Unfortunately, a number of local authorities and bus companies have already ordered Chinese buses, which are currently on our streets. Thirdly—we need to be careful about this, because it is easy to grasp a figure out of the air and say, “This is the target”—after due consideration of what is practical, reasonable and can be delivered by the industry, when would be a realistic date to phase out the sale of diesel buses? That is particularly important because buses, unlike other motor vehicles, tend to have a very long operational life, so those delivered in 2027-28 are still likely to be on the roads in 2050, which is of course our target for net zero.

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09:40 Luke Pollard (Labour)

The right hon. Gentleman made a strong case for having a clear plan to move the propulsion of our bus fleet from diesel to electric or hydrogen. That matters. I will talk about the difference between electric and hydrogen buses—especially those that serve parts of the world such as the far south-west, where we have very intense urban areas in Plymouth but the bus network also provides lifeline services for our rural communities. There is not currently a single propulsion method that would work for both environments. That is why, when we look at zero-emission buses and the green buses of the future, we need to understand that fast-charging electric buses are a good idea for urban areas, and that we must invest in hydrogen to sustain rural routes, especially those with long distances between stops. That means a different type of infrastructure to go with the buses.

I agree with the right hon. Gentleman that we need more British-built buses on our roads, but we also need more British-built infrastructure to support them. It is not only the capital cost of the buses that we need to look at: currently, a zero-emission bus is considerably more expensive than the equivalent diesel bus. That is result of the market not being able to sustain the volume of bus construction that we need to reduce those costs, and of the capital cost of innovation and experimentation on those buses to ensure we get the technology right. We need to order at scale to reduce the per-unit cost of buses, but we also need a plan so that local authorities, bus companies and transport bodies can invest properly in their communities.

I think the right hon. Gentleman has been to Plymouth and has seen our hills. We certainly have a need currently for mixed-mode propulsion as a transition technology until we get to a 100% green bus fleet, so we need capital investment in that, and I agree with what he says about the per-unit price. Investing in low-emission and zero-emission buses is good not only economically, but for our public health and our planet, and we need to make that case much more.

When it comes to bus infrastructure, it is not only the charging infrastructure that matters: we have to make sure that people actually get on the buses. Bus patronage is a key factor in the transition to zero-emission buses, because if it continues to be below pre-pandemic levels, it will not be economically viable for many bus companies to invest in higher unit price buses, nor to run the frequency of services that communities deserve to keep them going. In Plymouth—as you know very well, Mrs Murray—our council plan to remove one third of Plymouth’s bus shelters, which makes waiting for a bus in a city famous for its rain a little bit more awkward. I want to encourage more people to get on a bus; I want people to use buses more frequently. That means the entire end-to-end journey for a passenger getting on a bus needs to be made more efficient, more comfortable, ideally cheaper, and more environmentally responsible.

That brings me to my final point, which is about air quality. A key factor in the drive to move from diesel buses to zero-emission ones, be they electric or hydrogen, is the impact of diesel bus fleets on the air quality of our communities. The air-quality improvements that we have seen in London since the ultra low emission zone was introduced, and in the trials that Transport for London has done in removing diesel buses from certain routes, have been considerable. I want a clean air Act to be introduced, and Labour has been making that case, but such an Act needs to be backed by actions to deliver cleaner air. One of those is to set a clear date for phasing out diesel engines, not just in cars and vans but in buses, too. Buses have greater usage than cars: a bus that is used nearly the entire day will clearly have a bigger air-quality implication than, for instance, a diesel car that is used twice a day for short journeys. That is why we need extra urgency when it comes to removing diesel buses: not just because of the carbon emissions, but because of the air-quality improvements, especially the reduction in the NOx—nitrogen oxides—that have such a bad effect on our lungs and our hearts in particular.

I am grateful for the opportunity to talk about Plymouth Citybus and its plans for the future. I want every bus in Plymouth and throughout the country to be a zero-emission bus, and I want to see more people use our bus services. I want to see them being made cheaper, but for that to happen we need bus companies and bus manufacturers to have the confidence to invest. I want to see more of those buses being British-built, and I want to see us proudly manufacturing the future of green transport in this country. I think that is possible, but for it to happen, we need the Government to have a clearer plan on the production and manufacture of not only the bus but the battery, and we need the infrastructure plan to accompany it. I sometimes feel that the infrastructure plan does not get a fair hearing in this debate, so I hope the Minister will respond on that.

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09:51 Jacob Young (Redcar) (Con)

Speaking in my capacity as chair of the all-party parliamentary group on hydrogen, we see hydrogen as a key component in the zero-emission bus mix. Last week, I was delighted to take a bus journey from the Science Museum to Parliament, on a bus that seemed just like any other—there was no additional noise, the bus looked exactly the same and the seats were just as comfortable—but the key difference was that it was powered by hydrogen. This is the opportunity that hydrogen represents for us—one that is as revolutionary as it is unremarkable. Regardless of whether hydrogen is powering our buses, heating our homes or fuelling a large furnace, the experience is exactly the same as what we are used to, but without the negative emissions.

Hydrogen has uses that stretch much further than buses alone. Hydrogen can be used to power aeroplanes, such as in ZeroAvia’s trial. It can be used to power ferries and ships, and hydrogen in an internal combustion engine could even make the diggers of the future, as my right hon. Friend mentioned. What are the real benefits of hydrogen buses? They require much shorter maintenance periods, because a zero-emission bus—whether it is hydrogen or battery electric—has far fewer moving parts, so the maintenance schedule can be drastically reduced, meaning that more buses can be on the road at shorter notice.

To bring us back to the title of the debate, which is “Zero-emission Buses”, the biggest benefit of a hydrogen bus is that it is zero emission. In fact, in many ways, hydrogen buses help to clear up negative emissions, as they filter nitrous oxides while running and their only by-product is water.

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09:57 John Mc Nally (Falkirk) (SNP)

As well as UK buses being built in Falkirk and Larbert, which supports local supply chains, ADL is leading the charge for Scotland plc, setting the highest standards of engineering. A project that illustrates that is Scotland’s first built hydrogen fuel cell double-deck bus. Alexander Dennis was selected by the Liverpool City Region Combined Authority as the supplier for 20 zero-emission hydrogen double-deck buses following a competitive tendering process. The 20 ADL Enviro buses are being directly purchased through the Liverpool city region’s transforming cities fund, and will be owned by the people of the city region. We have a proud history, grounded in heritage and tradition, with a long legacy in Falkirk going back as far as 1902. There are nearly 700 people employed in Falkirk and Larbert, and Larbert is the global headquarters of the business.

Alexander Dennis is committed to supporting the UK Government’s ambitions, but it is almost at breaking point and the Government need to deliver on their funding promises. The company is investing heavily in UK operations in facilities across the whole of the UK. I want the Minister to listen to this: Alexander Dennis is investing in innovation, engineering, production, apprenticeships, graduate programmes, people development, after-market support and, most importantly, a zero-emission future. These bus and coach manufacturers are well driven, but the Government are not matching their ambition, even though the policy is driven by the Government.

I have two questions for the Minister. The UK Government said that they are committed to their promise of 4,000 British-built buses. Could she outline what steps the UK Government are taking to protect British bus and coach manufacturing jobs, many of which are in my Falkirk constituency? I would like to hear about that in detail. Finally, the zero-emission bus regional areas scheme delays are unacceptable, frankly. It has been over a year. I have been outside Parliament speaking with Baroness Vere, who promised that they would arrive imminently. That has not happened, and it is unacceptable. Manufacturers were promised that the funding would result in new orders that would and could then be built in Falkirk.

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10:03 Andrew Jones (Harrogate and Knaresborough) (Con)

As has been said already, it is buses that do the heavy lifting of our public transport system. We must remember that carbon emissions from transport are 30% of our total carbon emissions. No progress on getting people to switch modes, on boosting passenger numbers on buses or on removing carbon from our bus networks will mean it is much harder for us to hit our overall net zero objectives. Thus, I strongly support the initiatives to boost the roll-out of zero-emission buses across the country. It has been happening for a little while—as bus Minister I did some of this work, but the work also predated me. The work on that goes back to the last Labour Government, when the technologies became available and the bus Ministers at the time saw the opportunities and grabbed them. It has been happening in stages over a period of time.

We have many electric buses in Harrogate and Knaresborough already. They have been delivered by The Harrogate Bus Company and we are shortly due to have some more. There is a £20 million project, which includes £7.8 million from the county council, as part of the zero-emission bus regional areas scheme, or ZEBRA—quite a catchy name—and an investment of £12 million by Transdev, which is The Harrogate Bus Company’s parent company. That will deliver 71 new electric buses for North Yorkshire, with 45 based out of the Harrogate depot, and they will be split approximately 50:50 between single and double-decker buses. The first route to enter into service will be the busy Harrogate to Knaresborough route.

There are a number of lessons that I would like to share with colleagues about the rolling out of electric buses. It is not as straightforward as just purchasing the buses from the manufacturers—though that is not straightforward either, as has been made clear. There are other things in play here. I want to build on some of the points made by my right hon. Friend the Member for Scarborough and Whitby. He, and all colleagues, are clearly right about the environmental merits of the buses. He also mentioned the longevity of service, with buses entering service and staying there for a long period of time, while churn of the fleet is incredibly helpful in meeting our air-quality objectives. A Euro 6 bus that enters service now is probably replacing a bus from Euro 4 standards, but a Euro 6 bus emits only 4% of the pollutants of a Euro 4 bus. That is not zero-emission but, my goodness, it is significant progress, so fleet churn is quite critical.

The hon. Member is making a sound point. I am concerned that the lack of power connections, not only to bus depots but to our ports, means that many non-standard equipment—buses, JCBs, cranes and other things—that could be electric in the future will not be because they do not have the power infrastructure. Does he agree that we need not only a bus strategy but a power strategy that works with the Department for Business, Energy and Industrial Strategy to ensure that those places get the resources they need to decarbonise?

That is the critical point that I want to make to the Minister. Will she please consider how the roll-out of these vehicles, whether hydrogen or electric, is done? They are fantastic vehicles, will make a huge difference to the quality of life in the areas they serve, and will help hit our net zero objectives. However, we must ensure that the infrastructure in the background is correct, so the work must take place in parallel. Getting that right will help speed the deployment of the vehicles. I know that that is her objective and that she is very passionate about doing this, so that is why I share this information today.

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10:12 Jim Shannon (DUP)

There are also plans in place to reduce our public transport emissions by phasing out the selling of non-zero emission buses by 2032. I am pleased to say that in Northern Ireland we are on the right track. Our Translink Gliders, run by Transport NI, were designed to improve the efficiency of mass transit in the city centre of Belfast by connecting areas of Belfast to outskirts of the city centre, and that comes down as far as us in Strangford and Newtownards. In 2021, the scheme was extended to the wider Belfast areas, so it took us in. Gliders use electric hybrid technology, which is a much better alternative to a purely diesel bus, so there are many things that can be done. The right hon. Member for Scarborough and Whitby referred to hydrogen. My hon. Friend the Member for North Antrim (Ian Paisley) is not here, but Wrightbus in his constituency is a leader in the field. It is really good to see that.

By using Gliders, we have been able to improve congestion, encourage the use of public transport and provide a more environmentally friendly mode of travelling. The peak year before covid was 2018-19—every year before covid was a peak year, but the covid years became peak for a different reason—with 84.5 million passenger journeys, which is a considerable contribution by many towards zero emissions. I believe that the general public wish to address the issue of emissions.

I am also pleased that a local park and ride has been approved in my constituency. That has been made official in the last month. It will enable employees who work in Belfast city centre and many others to park and avail of public transport instead of driving. People living on the Ards peninsula, Ards town or even as far as Donaghadee, close to Bangor, can come to the park and ride in Ards and then use the Glider transport. That will definitely help with the issue of zero emissions, and those zero-emission buses are part of that.

While effort has certainly been made across all areas of the United Kingdom, there is still a long way to go. The United Kingdom has a target to reach net zero by 2050, but that will not come from England alone. We all support the commitments made at COP26 and by our COP26 President, but there must be a joint approach. Although NI transport policies come from Translink, a funded body with a different arrangement than that on the mainland, we must ensure there is parallel discussion to reach our target goals. I know that the Minister is very agreeable to my points. She always responds and has those discussions with me. The Minister does not need to answer today, though I would be very pleased if her civil servants were able to give an idea of what discussions have taken place with Ministers at the Northern Ireland Assembly and, in particular, Transport NI.

Some £525 million has been allocated for England to support the delivery of zero-emission buses. Some £320 million of that has already been allocated, with the remainder due to be allocated by 2024. Funding is an instrumental part of ensuring that we can meet our targets, and I welcome the Government’s commitment to that. It is good to see the Minister in her place to back that up as well.

I encourage the COP26 President and the Transport Secretary in particular to engage with our Infrastructure Minister and the relevant bodies back home to assess how the devolved Assemblies can play their part in meeting our levelling-up and transport targets. We will play our part in Northern Ireland, because we believe we have a big role to play. Northern Ireland’s first zero-emission buses have made their way on to the streets this year. We must ensure that we continue this progression to hydrogen and battery-electric transport across the UK in order to have an efficient bus strategy and sustainable green transport. I know that we all want to see that, and we know the Minister has been given the task.

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10:20 Gavin Newlands (Paisley and Renfrewshire North) (SNP)

The right hon. Gentleman also talked about progress in Northern Ireland, which I found a little strange because in Scotland we have, by a long way, more zero-emission buses on the road per capita than anywhere else in the UK.

The hon. Member for Plymouth, Sutton and Devonport (Luke Pollard) mentioned that there are many more people travelling on buses than on trains, which I will cover as well, and talked up hydrogen and the need for a hydrogen network around Plymouth and its many hills. He also mentioned the impact of zero-emission buses and low-emission zones on air quality, on which I agree absolutely.

It came as no surprise to anybody that the hon. Member for Redcar (Jacob Young), who chairs the all-party parliamentary group on hydrogen, spoke up on the issue of hydrogen and mentioned other uses for it, such as zero-emission flying. He also referred to ZeroAvia, which I have met as well, and which is working with Loganair in my constituency on zero-emission flying.

My hon. Friend the Member for Falkirk (John Mc Nally) rightly spoke of the excellence in engineering manufacturing at Alexander Dennis Ltd in his constituency. I look forward to visiting ADL over the summer recess. My hon. Friend also spoke about investment, apprenticeships and graduate schemes, which show that we are investing in people as well as a zero-emission future.

The inimitable hon. Member for Strangford (Jim Shannon) spoke about Wrightbus not only on behalf of his colleague the hon. Member for North Antrim (Ian Paisley), but in relation to the issues and opportunities for rural transport. Indeed, I have spoken regularly about zero-emission buses since my appointment as SNP transport spokesperson. Driving that is the fact that buses are fundamental to public transport. No other mode of transport has their flexibility and capacity, particularly in urban and suburban areas.

We need to make buses more high profile and more attractive, which requires more investment and new vehicles, but also other infrastructure. Investment in zero-emission vehicles will be for nothing if we cannot drive a modal shift on to buses and away from private transport. That is why the bus partnership fund set up by the Scottish Government is so important, providing funding to local transport authorities to work with bus operators in identifying bricks-and-mortar improvements to bus infrastructure. We should add that to the extensive concessionary travel scheme under which anyone in Scotland aged under 22 or over 60 pays nothing to travel on a local bus. The investment going into not only our infrastructure, but on making bus travel financially attractive, is unprecedented since devolution.

Bus still has the highest modal share of any means of public transport, although that share has been dropping over the long term, both north and south of the border. If we are serious about the climate emergency, that trend must be reversed. The new green, clean buses are one aspect of the picture for commuters and leisure travellers to make the switch, even if only for part of their journey.

The new under-22 free bus pass aims to get younger folk into the habit of using public transport, because over the past few decades many young people have spent their years growing up being driven in private cars by family members. Over recent years, the Scottish Government have put real zero-emission buses on the roads. They are in use every day to transport thousands of passengers, including in my own constituency, with much more to follow in the coming years. Indeed, Renfrewshire, which I represent, has more zero-emission buses on the road than any other area on these isles bar London.

I would not seek to compete with Renfrewshire, but does my hon. Friend agree that organisations such as Community Transport Glasgow, which is based in the Shettleston area of my constituency, are also doing their bit and playing their part on the path towards net zero? Will he commend Graham Dunn, who runs Community Transport Glasgow, for the work that it is doing to try to make that journey in Glasgow?

Despite all that progress, a lot more still needs to be done, but the trajectory that Scotland is on is very clear—a fully decarbonised public transport network, encompassing bus and rail, by the middle of the next decade, providing everyone in the country with the option of making a real difference in the fight against climate change.

By contrast, the Transport Committee, on which I sit, heard some instructive evidence from the bus operators themselves last month. The managing director of Go-Ahead reported that less than 0.6% of its fleet across England is zero-emission, while the commercial director of Transdev said that the equivalent figure for his company is 2%. That Committee session took place after the Secretary of State confirmed to it that of the 4,000 zero-emission buses promised by his Government by the end of this Parliament, only 51 of the ZEBRA scheme buses are on the road in England.

The Transport Committee also heard from Switch Mobility, one of Britain’s biggest bus manufactures. It believes that, on current plans, 2,000 zero-emission buses can be delivered by early 2024, but that the Government face “a serious challenge” in delivering the other 2,000 that they have pledged by the end of 2024. It is also unlikely that there will be an election in December 2024. So far, that challenge has been wholly unmet by the Department for Transport. The 4,000 bus pledge has been made by everyone from the Prime Minister down, but as with so much else, the relationship between utterances from the Dispatch Box and the real world of hard facts has only a passing resemblance to the truth.

England deserves better—much better. While the Secretary of State takes every opportunity to film another epic for TikTok, other Governments on these isles are getting on with the job of transport decarbonisation. Already, 300 buses have been delivered under the Scottish ultra-low-emission bus scheme. If we multiply that by 10, that gives us 3,000, which is the number that could be delivered in an English context. Now, with the roll-out of ScotZEB—the Scottish zero-emission bus challenge fund—a further 276 buses are on the way, with £62 million of additional funding. All in all, Scotland’s zero emission bus fleet will be the equivalent of over 5,500 buses on the road in England. That is astonishing progress, given the budgetary constraints imposed on the Scottish Parliament and the challenges that the past few years have thrown our way.

Moreover, picking up on a point made by the former buses Minister, the right hon. Member for Scarborough and Whitby, the bus emissions abatement retrofit scheme—or BEAR, which is easier to say—has seen over 700 mid-life buses retrofitted to the latest Euro 6 standard in Scotland since low emission zones were announced, and a further 379 are to be fitted under the current round of funding. For context, per capita, if that policy were to be introduced in England, it would cover nearly 11,000 buses. There is no reason why England should lag so far behind Scotland: it is in all our interests to make the transition to net zero transport as quick and seamless as possible. Decarbonisation is a net benefit for each of the nations, but also benefits our global efforts to tackle climate change and, in turn, make public transport a more attractive option.

Whether it is zero-emission buses, active travel—on which we will soon see nearly nine times more per head spent in Scotland than in England—electric vehicles, rail electrification, driving modal shift, or public electric vehicle charging infrastructure, the UK Government are so far behind the Scottish Government that it is embarrassing. I urge the DFT—or, in slight defence of the DFT, perhaps it is more likely to be the Treasury—to talk to its colleagues in Edinburgh, learn lessons from what is clearly working in Scotland, and roll that out in England.

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10:31 Gill Furniss (Labour)

I thank the right hon. Gentleman for his intervention. The paragraph I have just read out answers his question: over 12 years of Conservative Government, we have seen a massive decline in passenger usage, and as a former member of the South Yorkshire Passenger Transport Executive, I can tell him that what we really need is better investment in the buses. What passengers want is reliability, affordability, and—particularly if we are talking about net zero—a comprehensive charging strategy, but that is not what is on the table.

In my region of South Yorkshire alone, one third of routes are at risk, and only one bus in the whole of South Yorkshire will be en route after 10.30 pm. That is how bad it is: one third of our bus services are going to be cut. That is no way to be now, when we are aiming to achieve net zero. We should be aiming to build the confidence of passengers, and the way we do that is affordability, reliability, and—in future—proper charging facilities.

That is the backdrop. The truth is that we cannot afford more Conservative failure. We need a bus service that is fit for the climate crisis and creates good-quality, reliable jobs across communities that are victims of rural poverty. The 4,000 zero-emission buses that the Government announced represent a tiny proportion of the buses on the road, and even that limited ambition is crumbling under scrutiny. The Government have still not specified how the remaining 2,000 buses of their 4,000-bus commitment will be funded. They will not tell us how many are on the road. That uncertainty is hampering manufacturers’ ability to develop a short or medium-term business plan, and is therefore impeding their ability to commit to further investment in the UK. As the APPG for the bus and coach industry has stated, it is highly unlikely that 4,000 buses will be on the road by the end of this Parliament, even if funding is allocated for their purchase. So far, very few orders have been placed with UK manufacturers through the ZEBRA scheme, which is having a detrimental impact on the order books of UK manufacturers.

The UK manufacturing industry should be leading the way in the creation of zero-emission buses—I completely agree with the right hon. Member for Scarborough and Whitby (Sir Robert Goodwill), but we simply do not know what proportion is manufactured in the UK. Labour party research has revealed that, far from supporting British manufacturers, ZEBRA funding has been used for hundreds of Pelican Yutong buses from China. The Department’s own website features an article boasting about the £200 million boost to businesses, alongside a photo of a Chinese bus. Can the Minister guarantee that all buses that the Government support through the ZEBRA scheme will be made in the UK? What steps are the Government taking to ensure that that pledge is maintained, given that this is a direct opportunity to support UK manufacturing jobs?

Zero-emission buses have the potential to contribute markedly to the decarbonisation of the transport sector. The hon. Member for Harrogate and Knaresborough (Andrew Jones) said that if we sorted all the buses out now, we would cut emissions by one third, because we know that one third of emissions comes from homes, one third from business and one third from public transport. That is a quick win if the Government wanted to sort it out and focus more investment on buses.

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10:42 The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)

I am delighted to accept that invitation, and I pledge to visit both Alexander Dennis and Mellor during the summer recess. Buses are at the centre of public transport networks. We have all talked about that this morning. They have an essential role to play to achieve net zero, driving that green transformation and creating the cleaner, healthier places that we all want to live in.

I will begin by setting out what we have done and how we are investing £525 million of funding to support the introduction of zero-emission buses over the course of this Parliament. There have been many questions about how many buses there are and which part of the UK they are in. The indicative funding shows that we have funded 2,921 buses across the UK. The breakdown for that funding is 84 buses in Wales, 138 in Northern Ireland, 548 in Scotland, and 2,151 in England. Not all of them are on the road.

The caveat is that the UK has funded the buses. How the Scottish Government want to use the money from the UK Government is, of course, up to them. I am being absolutely clear that the indicative funding has supported zero-emission buses across the UK.

In response to the hon. Member for Strangford, clearly the climate has no boundaries, so we need to work together—all four corners of the United Kingdom—to solve the grand challenge of decarbonising our transport system, which is what I am setting out. I also want to make it clear that not all of the zero-emission buses are on the road. Many of them will be ordered this year, and I hope to take further action to chivvy that on, because I absolutely understand why we want to support British innovation, manufacturing and apprenticeships, the training and graduate opportunities, and the value that British manufacturing provides to our communities right across the country. That is where we are on the numbers.

One thousand, two hundred and seventy-eight zero-emission buses have been supported through funding from both rounds of the zero-emission bus regional area scheme, or ZEBRA—a new kind of horsepower. We have announced nearly £270 million in funding to 17 areas through both the fast track and standard process of the scheme. As Ministers, we are super-keen to ensure that that progress continues. I am keeping a keen eye on it, and it is really pleasing to hear from officials that the 17 areas funded through the scheme are now progressing towards the delivery of their projects.

Additionally, up to 300 zero-emission buses will be supported through the Coventry all-electric bus city project, which is supported by £50 million in funding for the West Midlands Combined Authority. This will ensure that every single bus in the city of Coventry is zero emission by 2025, and I was really pleased to see that the first order for 130 electric buses was placed in December 2021. I therefore anticipate that they will be on the roads of Coventry by autumn this year.

Furthermore, more than 100 zero-emission buses have been supported through the ultra-low emission bus scheme, with hundreds more zero-emission buses supported in London as a result of Government funding. We must build on that and go further by introducing even more zero-emission buses. There is more than £200 million of dedicated funding for ZEBs over the remainder of the spending review period, and the Department can provide more information on how the funding will be allocated in due course. To further incentivise the transition, we also introduced an uplift for ZEBs through the bus service operators grant in April 2022.

While I am aware that 4,000 buses are a good starting point, they are only a starting point, representing approximately 10% of the overall fleet. We need to go further and faster to decarbonise the entire bus fleet—indeed, the entire transport network—across the country. That is why, as stated in the national bus strategy, we are committed to setting an end date for the sale of new diesel buses, with an expectation for when the entire bus fleet will be zero emission to be announced shortly. To support those ambitions, in March of this year, we consulted to determine when to end the sale of new non-zero-emission buses and launched calls for evidence on decarbonising our coach and minibus fleets.

My hon. Friend the Member for Redcar (Jacob Young)—surprise, surprise—bigged up hydrogen. He and I share a passion for industrial communities really benefiting from hydrogen production capacity, which the Prime Minister has doubled to 10 GW. Our approach to the delivery of zero-emission buses is technology-neutral. Local areas under the ZEBRA scheme could apply for funding for both battery electric and hydrogen fuel cell buses, depending on the technology best suited to them. However, I understand that we must drive down the cost by driving up the market and driving up demand. That is why we are funding hydrogen buses and also zero-emission road freight demonstrators, which are not limited to buses and more about supporting heavy goods vehicles. The Department for Transport is investing £200 million across hydrogen, battery electric and catenary to understand where heavy goods vehicles will need to be charged in future. I hope that will increase the number of publicly available hydrogen refuelling stations across the UK from the current 14.

I have set out the commitment from the Department, and across Government, to zero-emission buses. I would like to go further to understand how we can support British-built buses. The supply chain for ZEBs is global, and UK manufacturing sources key components, such as vehicle batteries, from foreign-based companies. Foreign-based companies are expected to continue to play an important role in the supply of ZEBs for the UK market. I want to explore whether there are other relevant factors—I am sure there are—that we can build into that requirement that may help to encourage competitive bids from UK firms, without compromising wider commercial outcomes and delivery. I will take that away, and I look forward to updating Alexander Dennis when I visit the company during the summer recess.

In conclusion, it has been a pleasure to set out what the Government are doing and what more we need to do. I hope I have reassured my right hon. Friend the Member for Scarborough and Whitby about the Government’s commitment and determination and the fact that we acknowledge that there is more work to do. I thank all Members for their contributions, their support for the bus sector and their enthusiasm for the decarbonisation of the transport system. We know that emissions from the transport sector represent the overwhelming majority of emissions in the UK. That is why we are putting so much Government investment into road, rail, aviation and local communities to ensure that there is the infrastructure to support the transport revolution the UK needs.

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10:57 Sir Robert Goodwill

I thank all colleagues who have contributed to the debate. What is clear is that we are all on the same page. We all want to deliver the same things—not only the carbon dioxide reductions that zero-emission buses will deliver but the air-quality improvements we want to see in our town centres. To use the word the Minister used, I am pleased that this meeting may well have “chivvied” her and her Department into understanding the importance of getting those orders on to the production line. There is a real risk that Chinese opposition—companies in China do not play under the same rules, and the state there is more interventionist—could result in Chinese companies taking the lion’s share of orders in the future. That would be a disaster for innovation and jobs in the UK.

I thank everybody who has participated in the debate. I ask the Minister to pass on my thanks, and the thanks of the all-party parliamentary group, to Baroness Vere, who has been very keen to engage with us. We took her to see various zero-emission buses on the Embankment, and she was absolutely convinced, as I am, that we can deliver for Britain. We can deliver clean buses and good, clean jobs, and, as we move forward into the run-up to 2050, buses and public transport will have their part to play.

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