UK Coach Industry

Luke Akehurst Excerpts

Tuesday 13th October 2026 Westminster Hall

[Luke Akehurst (North Durham) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Turner, and I am grateful to my hon. Friend the Member for Dunstable and Leighton Buzzard (Alex Mayer) for bringing us here.

I want to speak about Stanley Travel, a coach business based in my North Durham constituency. Established in 1961, Stanley Travel remains a family-owned and operated business. It operates more than 50 vehicles and employs 95 staff. From serving schools and colleges in my constituency to allowing tourists on a budget to get around the country, it provides constituents with a great deal of value, like other coach companies we have heard about today. Unfortunately, Stanley Travel and other coach businesses face severe pressures on their operations, so I want to raise four questions with the Minister.

Rising fuel prices have substantially increased costs. Diesel prices have risen from £1.08 per litre in March to £1.59 per litre last week. That represents an additional £9,690 each week across Stanley Travel’s operation. Where transport contracts have already been agreed at fixed prices in advance, it is local family businesses that are forced to absorb that cost. Those challenges will only be compounded by future increases in fuel duty. We ought to recognise coaches as essential users of fuel, delivering education and community transport and lower-carbon group travel. Therefore, my first question is, will the Minister support an essential user fuel rebate for coach operators and urge the Treasury to cancel the proposed fuel duty increases?

Driver and technician shortages make it harder for operators to maintain and expand services. Recruiting and training new staff requires lots of investment, while restrictions affecting younger coach drivers make it difficult, as we have heard, to recruit directly from schools and colleges. Stanley Travel tells me that it needs a clearer pathway into coach driving and engineering, supported by accessible training and apprenticeships. Will the Government support funded category D licence training, review driver apprenticeships and remove unnecessary barriers to younger people entering the sector?

Too often, coaches are overlooked in transport and destination planning. Inadequate parking, unsuitable pick-up points and insufficient space for wheelchair boarding create practical difficulties for drivers and passengers. What steps will the Government take to ensure that councils and visitor destinations provide adequate coach parking, accessible boarding facilities and suitable driver rest areas?

Finally, coaches already offer an efficient way of moving groups while reducing individual car journeys, but operators also want to invest in cleaner technology. However, vehicle costs, range and charging infrastructure must reflect the demands of long-distance and touring work. A clear, coach-specific road map to cleaner technology would give businesses greater confidence to plan investment, supported by practical infrastructure and appropriate financial assistance. Will the Government develop that road map with operators and provide funding support that recognises the coach sector’s needs?

Currently, trading conditions for coach businesses such as Stanley Travel are exceptionally difficult. Supporting coaches protects local jobs, affordable travel and essential services while helping communities to access experiences and opportunities across the country. I hope the Minister can set out what the Government will do to address each of the concerns I have raised and to support companies such as Stanley Travel, which has delivered so much for my constituents over the last 65 years.

Zero Emission Vehicle Mandate

Luke Akehurst Excerpts

Monday 7th April 2025 Commons Chamber

[Heidi Alexander]

The hon. Member will be aware that the Cabinet Office leads on the EU reset negotiations, so she might most appropriately put that question to my colleagues in the Cabinet Office. On her wider question about support for the EV supply chain, we have announced the automotive transformation fund to a value of £2 billion, part of which is specifically for supporting the EV supply chain.

[Luke Akehurst (North Durham) (Lab)]

Many of my North Durham constituents proudly work at Nissan in the constituency of my neighbour my hon. Friend the Member for Washington and Gateshead South (Mrs Hodgson). Nissan Sunderland’s 6,000 staff make excellent cars, including hybrid and electric vehicles. My right hon. Friend deserves credit for putting together at pace a package that has been welcomed by industry, but she is right to suggest that this is only one piece of the puzzle. What more will she and Ministers be doing to support the sector in the coming months?

[Heidi Alexander]

We will continue to roll out the electric charging infrastructure, which is really important to give consumers confidence. The time to switch to EVs is now. We will continue to have the plug-in vehicle grants for individuals who are thinking about purchasing a new van. We will also continue to keep under review what else can be done to stimulate demand and make sure we maintain the momentum that we are seeing in the market in the first few months of this year.

Driving Licences: Zero Emission Vehicles

Luke Akehurst Excerpts

Wednesday 2nd April 2025 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Mike Kane)]

I beg to move,

That the draft Motor Vehicles (Driving Licences) (Amendment) (No. 2) Regulations 2025, which were laid before this House on 14 March, be approved.

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.

[Luke Akehurst (North Durham) (Lab)]

Could the Minister elaborate on the types of vehicles that will be covered by the provision for additional weight for disabled users?

[Mike Kane]

The provisions apply to electric vehicles, not to gas or synthetically fuelled vehicles.

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.

A public consultation on these proposals was held in 2022 and received 89 responses, which were largely supportive of the changes, though some concerns were raised about safety. Following a detailed analysis, the Government are confident that these regulations pose an extremely low risk to road safety. Between 2020 and 2023, there were a total of nine collisions involving such vehicles, and six of them were minor collisions. However, we will closely monitor incident data as it becomes available, to protect the safety of all road users. In the unlikely event that a concerning trend emerges, swift action will be taken to protect the public. The Department will publish detailed safety guidance, which we are working with industry to disseminate.

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.