Andy Burnham gets out of his car during a visit (Image: Getty)
Andy Burnham has been urged to listen to the voices of manufacturers as a consultation on banning the sale of new petrol and diesel cars officially closed. Ministers are considering watering down the ban, after manufacturers warned it was putting jobs at risk. The Department for Transport will now consider responses from motorists, car makers and other businesses.
Conservative Shadow Transport Secretary Richard Holden called for the policy to be scrapped entirely. He said: “Britain makes great hybrid, petrol, diesel and electric cars. It should be up to consumers, not the state, what they are able to buy. The EU and US have both scrapped their plans to ban diesel and electric cars and vans.”
Mr Holden added: “So rather than tinkering at the edges, and spending billions of taxpayers’ money funding foreign companies to pay foreign workers to make electric cars, the Labour Government should adopt the Conservatives‘ drive-train neutral approach and let families and small businesses choose for themselves what vehicle is right for them and, in the process, save taxpayers billions as well as the British automotive sector.”
Mr Burnham has so far refused to back down over a planned ban on the sale of new fully petrol or diesel cars from 2030, and new hybrid vehicles from 2035. However, the Government consultation looked at whether to relax tough rules designed to reduce sales of petrol and hybrid cars before those dates.
Under the Government’s Zero Emission Mandate (ZEV), vehicle manufacturers in the UK must already ensure 33% of new cars are electric, and face fines if they fail to comply. This is set to rise steadily to 80% by 2030.
Car makers have warned that drivers are reluctant to buy electric vehicles, and the industry spends £5billion every year providing discounts. The automotive sector, which employs almost 800,000 people, including 156,000 directly in manufacturing, has said this is unsustainable, and jobs are at risk. Firms include Jaguar Land Rover, with plants in the West Midlands and Merseyside, and Nissan, a major employer in the North-east.
Possible changes to be considered by the Government include reducing the target to 50% of new cars being fully electric by 2030. This would allow more hybrid vehicles to be sold, although the total ban on hybrids after 2035 would remain.
Any attempt to water down the measure would be opposed by some environmental campaigners and businesses involved in providing electric chargepoint infrastructure.
Union leaders last month said the ban was partly to blame for Jaguar Land Rover’s announcement that it was axing 4,000 roles. Sharon Graham, general secretary of trade union Unite, said: “Years of under-investment, unsustainable ZEV mandates and high industrial energy costs are crippling the industry. There must be further action.”
Transport minister Simon Lightwood said: “No policy decisions have been made yet regarding the trajectories of the ZEV Mandate. We are seeking views on whether a revised approach to the existing mandate trajectories is warranted. The Government remains committed to the 2030 and 2035 phase-out dates, and they are not subject to change.”
Andy Burnham Urged to Axe Ban on Petrol Cars as Official Consultation Ends
Andy Burnham is facing growing pressure to reconsider Britain’s planned phase-out of new petrol and diesel cars after a government consultation on the future of electric vehicle policy officially closed. The debate has placed the future of the automotive industry, the cost of motoring and the government’s environmental commitments firmly in the spotlight.
Supporters of changing the policy argue that drivers should retain greater freedom to choose the vehicles that suit their budgets and circumstances. They also warn that manufacturers are facing mounting pressure to meet ambitious electric vehicle sales targets while competing in a difficult international market. Environmental campaigners, meanwhile, fear that weakening the rules could slow the transition to cleaner transport and make the UK’s climate targets harder to achieve.
The consultation’s conclusion marks an important stage in the debate, but it does not mean the government has decided to abandon the planned restrictions. Ministers must now consider the responses submitted by manufacturers, businesses, motorists and other interested groups before determining whether changes to the existing rules are justified.
Pressure to reconsider the petrol car ban
Britain’s current policy is designed to phase out the sale of new cars relying solely on petrol or diesel by 2030, with all new cars and vans required to be zero-emission by 2035. The government is also reviewing the rules governing the proportion of new vehicles manufacturers must sell as electric vehicles before those deadlines.
The consultation, which closed on October 23, 2026, examined whether the existing targets remain appropriate and whether alternative arrangements could better support the automotive industry. Options discussed included reducing the proportion of new cars that must be electric by 2030, potentially allowing manufacturers to sell more hybrids during the transition.
Conservative politicians have called for a more fundamental change. Richard Holden, the Conservatives’ shadow transport secretary, argued that the government should scrap the ban and allow consumers to decide which type of vehicle best suits their needs.
His argument reflects a wider concern among opponents of the policy that the transition is being driven too heavily by government requirements rather than consumer demand.
However, the distinction between revising electric vehicle sales targets and abandoning the phase-out dates is important. Ministers could alter the annual targets without necessarily cancelling the longer-term commitment to ending sales of new petrol and diesel cars.
For motorists, the eventual decision could influence the range of vehicles available, their purchase prices and the speed at which manufacturers introduce new electric models.
Why manufacturers want greater flexibility
The automotive industry is confronting a difficult combination of changing consumer preferences, international competition and the substantial cost of developing new technologies.
Manufacturers must invest in electric vehicle production, battery technology, factory equipment and supply chains while continuing to meet demand for existing models. They also face pressure to make electric cars affordable enough to attract buyers who remain concerned about their upfront cost, charging arrangements and suitability for longer journeys.
The Zero Emission Vehicle mandate requires manufacturers to meet progressively higher electric vehicle sales targets. Companies that fail to comply can face financial penalties, although the rules include mechanisms intended to provide some flexibility.
Industry representatives have argued that the transition must reflect actual market conditions. If consumers are not purchasing electric vehicles quickly enough, manufacturers may find themselves forced to offer substantial discounts or adjust production plans to meet regulatory requirements.
The industry has also warned that uncertainty over future rules can complicate investment decisions. Car companies typically plan production and factory investment over several years, meaning frequent changes in government policy can make it harder to decide which technologies and models deserve priority.
Supporters of relaxing the targets say a more gradual transition could protect jobs, give consumers additional choices and allow manufacturers to adapt without facing excessive financial pressure.
Yet the opposing argument is that predictable, ambitious targets encourage investment in electric vehicle production. If manufacturers expect the government to weaken its requirements whenever difficulties emerge, businesses that have already invested heavily in electrification could be disadvantaged.
The government therefore faces a difficult balancing act between supporting existing industrial jobs and ensuring that Britain’s automotive sector remains competitive as international markets move towards cleaner vehicles.
The cost of electric cars for ordinary families
For many households, the debate is less about climate policy than about the practical cost of replacing a vehicle.
Electric cars can offer lower running costs, particularly for drivers who can charge at home and benefit from cheaper electricity tariffs. They also generally require less routine maintenance than conventional petrol and diesel vehicles because they have fewer moving mechanical parts.
However, the purchase price remains a barrier for some consumers. Drivers living in flats or rented accommodation may also find home charging difficult, while those who regularly travel long distances need reliable access to suitable public charging points.
Although charging infrastructure has expanded, availability and convenience vary significantly between locations. Drivers who cannot charge at home may face higher costs and need to plan journeys around charging stops.
These concerns help explain why some motorists want the government to retain a wider range of vehicle options for longer. They argue that consumers should not be pushed into purchasing a vehicle that does not meet their financial or practical needs.
There are also drivers who have already invested in petrol or diesel vehicles and worry about how the transition could affect resale values and future purchasing decisions.
Nevertheless, the planned phase-out concerns the sale of new vehicles, not an immediate prohibition on driving existing petrol and diesel cars. That distinction is essential for motorists trying to understand what the policy means for their current vehicles.
The long-term direction of the market may change gradually, but the immediate consequences for individual drivers will depend on future rules, vehicle prices and the development of charging infrastructure.
Environmental concerns over a possible U-turn
Environmental campaigners argue that weakening the electric vehicle mandate could delay emissions reductions and create uncertainty for businesses investing in cleaner transport.
Road transport is a significant source of greenhouse gas emissions. Replacing conventional vehicles with electric alternatives can reduce emissions from driving, particularly as electricity generation becomes cleaner. Electric vehicles can also reduce harmful exhaust pollution in urban areas.
However, the overall environmental benefits depend on several factors, including how electricity is generated, how batteries are manufactured and how quickly the wider energy system decarbonises.
A substantial reduction in electric vehicle targets could mean more petrol and diesel vehicles remain in the new-car market for longer. Analysts have warned that this could increase cumulative emissions compared with a scenario in which the existing targets are maintained.
The Energy and Climate Intelligence Unit has estimated that reducing the 2030 electric car sales target to 50% could result in an additional 147 million tonnes of carbon dioxide equivalent emissions. That estimate illustrates the potential scale of the consequences, although the actual outcome would depend on the final policy and how manufacturers and consumers responded.
Environmental groups also warn that weakening the mandate could disadvantage companies that have already committed resources to electric vehicle production. They argue that stable regulations are important because businesses need confidence that demand for cleaner vehicles will continue to grow.
Those supporting greater flexibility counter that ambitious targets alone cannot guarantee a successful transition. They argue that charging infrastructure, affordable vehicles and consumer confidence must develop alongside regulation.
The central question is therefore how to achieve emissions reductions without placing unnecessary pressure on households or undermining the industrial base needed to manufacture the next generation of vehicles.
What happens after the consultation?
The closure of the consultation begins the next stage of the government’s review. Officials will need to assess the evidence submitted by vehicle manufacturers, suppliers, charging companies, consumers and other stakeholders.
Potential changes could include adjustments to annual electric vehicle sales targets, revisions to compliance arrangements or other technical changes intended to make the rules more workable.
A reduction in the 2030 target could allow manufacturers to sell a larger proportion of hybrid vehicles, depending on the final rules. However, it would not automatically mean that the government had abandoned the 2030 phase-out of new petrol and diesel cars.
Ministers have stated that the existing phase-out dates remain government policy and that no final decision has been made on the review’s outcome.
For Burnham, the issue presents a broader challenge of balancing environmental objectives with economic pressures and the concerns of motorists. The government must consider whether greater flexibility would genuinely support British manufacturing or simply delay difficult decisions about investment and technological change.
The outcome could also affect the relationship between Britain and European markets, where policymakers are debating how to combine emissions reductions with support for domestic automotive manufacturers. Differences in regulations, tariffs and industrial strategies could influence where companies choose to manufacture vehicles and how they compete internationally.
A decision with consequences for Britain’s future
The debate over petrol and diesel cars is about much more than the type of vehicle a driver can buy. It touches on jobs, household budgets, manufacturing investment, energy costs and the country’s environmental commitments.
Those calling for the ban to be scrapped argue that consumers should have more choice and that manufacturers need time to adapt to changing demand. Those defending the current direction warn that weakening the targets could undermine investment, delay emissions reductions and leave businesses facing further uncertainty.
Both sides raise questions that the government will need to address. A successful transition requires vehicles that people can afford, charging infrastructure that works for different households and regulations that give manufacturers sufficient confidence to invest.
At the same time, repeatedly changing policy could make it harder for companies to plan and could leave consumers uncertain about which technologies will dominate the market in the coming years.
The consultation has now closed, but the political argument is far from over. The government must decide whether to maintain the current trajectory, adjust the targets or introduce other changes to support the industry.
For motorists, manufacturers and environmental campaigners, the consequences could be significant. The final decision will reveal how ministers intend to balance consumer choice, industrial competitiveness and the transition to cleaner transport over the next decade.