This means the decision will be overseen by his de facto deputy, Louise Haigh.

It was reported that she is expected to agree to cut the target for EV sales by about a quarter.

The zero-emission vehicle (ZEV) mandate sets targets for the proportion of new-car sales that must be zero-emission.

Industry leaders believe the targets are moving more quickly than the market can bear, increasing costs and lessening consumer choice.

This Thursday, Mr Burnham is due to speak at COP31 – the UN climate summit being held in Turkey.

Asked how he would explain a watering down of the ZEV targets at a global climate conference, Mr Burnham dismissed reports on the mandates as “speculation”.

He said: “Well, the consultation on the mandate for zero-emission vehicles concluded only a fortnight ago, so obviously that is being looked at now.

“The range of responses to the consultation… so these reports are just that: they’re reports, they’re speculation and no decision has been made at this point.”

The Government launched a consultation in August on the ZEV mandate amid concerns from carmakers about the impact of the order to phase out the sale of purely petrol or diesel cars and vans.

The current regime requires 80 per cent of car sales to be zero-emission – usually electric-powered – by 2030, with hybrids allowed to make up the rest.

Under the options set out in the consultation, the target could be cut to as low as 50 per cent.

The Society of Motor Manufacturers and Traders (SMMT) has previously called the current mandate a “fantasy” and welcomed the review.

Addressing the Environmental Audit Committee last week, Matthew Croucher, chief economist for the SMMT, said that consumers were already moving towards electric cars.

But pushing the mandate faster than the market could absorb would result in higher costs and lower consumer choice, he warned.

He said: “I think the industry would generally welcome a slowdown in the rate of the trajectory.

“So we’ve just had the consultation and the SMMT response to that was that we would like to see a move towards the lower options provided, because it’s a very costly transition.

“I think everybody’s wedded to electrification. The industry has brought more than 180 battery electric vehicle models to the market, so there’s a huge array of products out there.

“The consumers are shifting towards it but, at the moment, they’re still being heavily supported in that transition.

“If you had a trajectory more in line with where we see natural demand moving towards, then that would mean it wouldn’t be quite so costly to shift towards that.

“The concern is at this point in time if you push the market too quickly then you end up having to potentially reduce volumes, or restrict choice to the consumer. And that ends up being more costly and also more damaging to the industry in the short term.”

The Guardian reported that ministers are expected to reduce the target for 2030 from 80 per cent of new car sales to 60 per cent.

This has triggered criticism from green campaigners, particularly given the timing as the international climate conference takes place.

The Prime Minister’s official spokesman insisted Mr Burnham remained committed to tackling climate change.

His attendance at the Cop 31 summit sends a “clear message that the UK remains a climate leader”, the spokesman said.

“The Government is fully behind the zero-emission vehicle mandate, and no decisions have been taken yet.

“We’re sticking to our commitments: on phasing out new cars that run only on petrol or diesel by 2030, (that) every new car and van will be zero emissions by 2035 and our legally binding net zero targets.

“None of that is changing.

“The consultation is about getting the details right, so the switch works for drivers, for carmakers and for the hundreds of workers whose jobs depend on it.”

Andy Burnham Refuses to Rule Out EV Target U-Turn as Labour Considers Slashing Net Zero Car Sales Mandate

The future of Britain’s electric vehicle industry has become the subject of an increasingly heated political debate after Prime Minister Andy Burnham refused to rule out changes to the government’s electric vehicle sales targets. His comments come amid growing reports that the Labour government is considering weakening its legally binding zero-emission vehicle (ZEV) mandate as part of a wider review of its Net Zero policies. The potential change has raised concerns among environmental campaigners, divided Labour politicians and created uncertainty for car manufacturers, investors and consumers.

The debate centres on the government’s ambition to accelerate the transition from petrol and diesel vehicles to electric cars. Under the existing framework, manufacturers are required to ensure that 80 per cent of new car sales are zero-emission vehicles by 2030, rising to 100 per cent by 2035. The policy is designed to support Britain’s climate commitments and encourage the automotive industry to invest in cleaner technologies.

However, achieving these targets has proved more difficult than expected. Although electric vehicle sales have increased significantly in recent years, consumer demand has not always developed at the speed anticipated by policymakers. Car manufacturers argue that the transition is placing considerable pressure on their businesses, particularly at a time when production costs remain high and international competition is becoming increasingly intense.

According to reports published by The Guardian in November 2026, ministers are considering reducing the 2030 target from 80 per cent to approximately 60 per cent. Some proposals discussed during the consultation could potentially reduce the target even further. The government is also considering extending certain compliance arrangements for manufacturers until 2034, giving companies additional time and flexibility to meet their obligations.

Andy Burnham has insisted that no final decision has been made. Speaking about the issue, he explained that the government’s consultation had recently concluded and that ministers were still examining the responses. He described reports of an imminent policy change as speculation and maintained that the government remained committed to its wider climate objectives.

Nevertheless, Burnham’s refusal to rule out a U-turn has attracted considerable political attention. His position suggests that the government is attempting to balance its environmental commitments with the economic realities facing Britain’s automotive sector. The decision is particularly sensitive because the Prime Minister is expected to present Britain as a country committed to climate leadership at international climate discussions.

One of the strongest arguments for weakening the EV mandate comes from the automotive industry. Manufacturers have warned that the existing targets could become increasingly difficult to achieve without sufficient consumer demand. Companies are expected to sell a growing proportion of electric vehicles regardless of whether customers are ready to purchase them. This can create financial pressure, particularly when manufacturers must offer discounts or other incentives to encourage sales.

The Society of Motor Manufacturers and Traders (SMMT) has previously expressed concerns about the speed of the transition. Industry representatives argue that electric vehicle adoption should develop in line with genuine market demand rather than being driven entirely by government regulation. They believe that a more flexible timetable could protect jobs, maintain consumer choice and give manufacturers greater certainty when planning investment.

Another major concern is the competitiveness of British car manufacturing. The global automotive industry is undergoing a significant transformation, with manufacturers in China, Europe, Japan and South Korea investing heavily in electric vehicle technology. British companies must compete in this rapidly changing environment while facing high energy costs, supply-chain challenges and uncertainty about future demand.

If the government imposes targets that manufacturers cannot realistically achieve, businesses may face penalties, reduced production or pressure to move investment elsewhere. This could have serious consequences for employment in manufacturing communities. Thousands of workers depend directly or indirectly on the automotive industry, including employees in factories, component suppliers, logistics companies and maintenance services.

Supporters of a more flexible mandate therefore argue that protecting industrial jobs should be an important part of Britain’s Net Zero strategy. They believe environmental policies will only succeed in the long term if businesses remain financially sustainable and workers have confidence in the future of their industries.

However, opponents of weakening the targets argue that changing the rules could undermine Britain’s environmental commitments. The transport sector remains a major source of greenhouse gas emissions, and replacing petrol and diesel vehicles with zero-emission alternatives is considered an important part of reducing pollution. Delaying electrification could make it more difficult for Britain to achieve its legally binding climate objectives.

Environmental campaigners also argue that government policy must provide stability. Car manufacturers, charging companies and energy providers make investment decisions based on expectations about future demand. If ministers repeatedly change the rules, investors may lose confidence and delay projects that are essential for the electric vehicle transition.

The charging infrastructure sector is particularly concerned. Companies have invested billions of pounds in installing public charging points, expanding electricity networks and developing supporting services. These investments depend partly on the expectation that electric vehicle ownership will continue to increase. If sales targets are significantly weakened, the financial returns from charging infrastructure could become less predictable.

Another important question concerns the affordability of electric cars. Although prices have gradually become more competitive, many electric vehicles remain expensive for ordinary households. Consumers also consider the availability of charging facilities, battery performance, insurance costs and the distance they can travel between charges. In rural areas, limited public charging infrastructure can make electric vehicle ownership less convenient.

The government therefore faces a challenge that cannot be solved through sales targets alone. It must also encourage manufacturers to produce affordable models, improve charging networks and provide reliable information to consumers. Without these measures, ambitious targets may create resistance rather than encourage a smooth transition.

There is also a distinction between ending sales of new petrol and diesel cars and banning existing vehicles from Britain’s roads. Under the government’s stated policy, existing petrol and diesel cars will not suddenly become illegal in 2030. The proposed phase-out concerns the sale of new vehicles relying solely on petrol or diesel engines. Existing vehicles can continue to be driven, bought and sold under the applicable regulations.

This distinction is important because some motorists fear that the transition will force them to replace their vehicles immediately. In reality, the change is intended to influence the types of new vehicles entering the market rather than remove every existing petrol and diesel car from circulation.

The political consequences of a possible U-turn could also be significant for Labour. Some Labour MPs believe the government must maintain ambitious environmental policies to demonstrate its commitment to climate change. Others, particularly representatives of manufacturing constituencies, are concerned about the impact of strict regulations on jobs and economic growth.

This division reflects a broader debate about the relationship between economic development and environmental protection. Governments must reduce emissions while ensuring that the transition does not impose excessive financial burdens on households or damage important industries. Finding the right balance is therefore a major political and economic challenge.

Furthermore, the Prime Minister’s position has attracted additional attention because of his family’s connection to the electric vehicle charging sector. His wife, Marie-France van Heel, advises the board of Be.EV, a Manchester-based electric vehicle charging company. Burnham has therefore recused himself from directly deciding the mandate, with Deputy Prime Minister Louise Haigh overseeing the discussions. Appropriate transparency is important to maintain public confidence in the decision-making process.

Ultimately, the debate over electric vehicle targets is about more than the future of Britain’s car industry. It concerns the country’s economic competitiveness, energy policy, employment prospects and international climate commitments. A successful transition will require cooperation between government, manufacturers, investors, workers and consumers.

In conclusion, Andy Burnham’s refusal to rule out changes to the EV sales mandate highlights the difficult choices facing the Labour government. Reducing the targets could provide short-term relief for manufacturers and give consumers more flexibility, but it could also weaken investment confidence and slow progress towards Net Zero. Maintaining the existing targets would demonstrate environmental ambition, although it would require stronger support for manufacturers and households.

The government’s ultimate challenge is to create a realistic and stable transition towards cleaner transport. Britain’s future should not be measured simply by how quickly it introduces electric vehicle regulations, but by whether it can build a competitive automotive industry, protect employment, make electric cars affordable and achieve meaningful reductions in carbon emissions.