Frank Thorpe, the MD of BYD’s UK bus business, makes the case for Chinese manufacturer in the face of calls to ‘Buy British’
The BD11 double decker – a 10.9-metre-long, 90-passenger bus designed and built entirely by BYD in China
Lately, there has been much discussion about the challenges facing British-based bus manufacturers, particularly as they face increasing competition from new players, mainly from the Far East.
This conversation gained traction after bus builder Alexander Dennis (ADL) announced a consultation that could put up to 160 jobs at risk at its Falkirk plant. The Canadian-owned company attributes this move to concerns that government funding for zero-emission buses has disproportionately favoured these emerging Chinese competitors.
The announcement sparked intense discussion at Labour’s recent party conference, with many high-profile political figures voicing frustration over the lack of decisive action to safeguard the future of British manufacturing jobs (PT342). In response, some progress appears to have been made with the news that transport secretary Louise Haigh will convene a panel of industry experts and local leaders to explore strategies for keeping the UK at the forefront of manufacturing. However, the nitty-gritty remains notably absent at this stage.
Two Chinese manufacturers have made notable strides in the UK market. Yutong has focused on importing fully Chinese-made buses and coaches, with some finishing work completed in the UK. Meanwhile, BYD – short for Build Your Dreams – initially pursued a joint venture with ADL. The partnership seemed mutually beneficial: BYD handled the technical aspects of the chassis and zero-emission driveline while ADL assembled the body. After nearly a decade and over 2,300 zero-emission buses later, the two companies have seemingly parted ways, but more on that later.
Away from ADL, BYD has set its sights on an ambitious independent strategy for the UK market. The first step in this plan is the BD11 double decker – a 10.9-metre-long, 90-passenger bus designed and built entirely by BYD in China. Initially targeting the London market, the first BD11 was recently delivered to Go-Ahead London. BYD claims orders on the books for over 400.
This month, it will unveil a single decker model aimed at the provincial market, followed by a single decker for London early next year and a low-height double decker later in 2025. Other markets may follow, but all will feature BYD’s third-generation, zero-emission bus platform powered by its advanced Blade Battery technology. The manufacturer, which delivered over 11,000 zero-emission commercial vehicles worldwide last year, promises the new products will offer greater efficiency and range alongside a better environment for passengers and drivers.
I understand that the bus industry is one of the last bastions of British manufacturing, and I completely see why manufacturers are protective of that, but our role is to deliver the best solution for the taxpayer, the bus operator, and the end user
A different world
The BD11 was unveiled with much fanfare at the London Bus Museum in Brooklands in May (PT314). However, as Frank Thorpe, BYD’s energetic managing director for its UK commercial vehicle division points out, broader circumstances have changed dramatically since then.
“It was a different government, and we weren’t dealing with a £22bn budget black hole,” he reflects. “We didn’t face the challenges and issues confronting the country today.” Thorpe acknowledges the immense pressure on public spending, noting the landscape will not likely shift for some time. This will inevitably affect the bus industry, which must continue advancing towards zero-emission, but now within a drastically altered funding environment. “It’s a far cry from where we were just four or five months ago,” he continues. “I understand that the bus industry is one of the last bastions of British manufacturing, and I completely see why manufacturers are protective of that, but our role is to deliver the best solution for the taxpayer, the bus operator, and the end user.”
Thorpe outlines three key factors: technical, commercial, and operational solutions. With the BD11, BYD is actively working to demonstrate that it offers the best product in all three areas. “Whether that outweighs the arguments around protecting UK manufacturing is uncertain,” he adds. “But there are clear contradictions in that stance. For example, both major UK manufacturers have significant export activities, supported by substantial export guarantees from the UK government. This aids their activities overseas, including in markets like Hong Kong, part of China. So the question arises: should they not compete in overseas markets themselves if they argue against domestic competition?”
Let us compete fairly on technical, commercial, and operational merits
Thorpe is clear that he’s not interested in complaining about the perceived unfairness of the ‘Buy British’ argument. Instead, he wants a level playing field where the best solution wins for the taxpayer and the wider UK transport sector. “I don’t want every bus order in the UK,” he says, pointing to Go-Ahead’s recent significant order with Wrightbus. “We’re fine with that. We have no issue at all.” Instead, Thorpe’s message is clear: “Let us compete fairly on technical, commercial, and operational merits.”
A long-term player
BYD is far from a newcomer to the UK market; its first buses – two seed vehicles with Go-Ahead London – began operating in the capital in late 2013. Thorpe recalls that those two buses proved what many thought was impossible. “They showed it could be done,” he says, explaining that many in the industry were sceptical when BYD first proposed a battery-electric double-decker bus. “We were told it wasn’t technically, commercially or operationally feasible,” he adds. “Everyone said it couldn’t be done.”
Thorpe, who describes himself as “proudly British”, doesn’t shy away from acknowledging that Chinese innovation and expertise made that achievement possible. “All of that was thanks to the strengths of the Chinese economy,” he says. “We should embrace that and use it to benefit the UK. There’s no need to label it as something sinister.” He recalls his bus operating days when a Mercedes-Benz Citaro was the best bus you could buy on the market. “They oozed quality, and nobody cared they were built in Germany,” Thorpe claims. “You’re always going to buy the best product for your business.”
BYD is bullish on the capabilities of its third-generation, battery-electric bus, and Thorpe hints that this will become even more evident in the coming months as the BD11 and its new siblings establish their credentials in the UK market. It’s a clear statement of intent that BYD is here to stay. He’s also clear that BYD is willing to work with other manufacturers too: “It’s not about saying, ‘This is our piece of the pie, and we want it all.’ We believe we have the best technology and solution and are happy for it to be a collaborative effort with other manufacturers.”
Of course, BYD has a long-standing partnership with ADL that is just winding down. Still, Thorpe dismisses the suggestion it has ended, pointing out that the two companies have jointly produced over 2,300 buses, which they will continue to support for at least the next two decades. “We have to work together to make that happen,” he says.
“I would never say never to us working together again in the future either. I really wouldn’t.”
Realistic pricing
In the discussion about ‘Buy British’, much has been made of the competitive advantage the Chinese manufacturers have as a result of their cost base. While Thorpe refrains from discussing pricing specifics, he points out that BYD’s new UK range will be highly price competitive, thanks to the vast economies of scale that BYD now enjoys.
By churning out thousands of zero-emission vehicles each year, BYD benefits from cost efficiencies that few can match. “When you build at our scale, combined with benefits we gain from vertically integrating the manufacturing process, it becomes far more efficient,” he explains. “This isn’t about where the manufacturing occurs – it’s simply economic reality.”
How much does it cost to operate the bus per mile? That’s the discussion we want to have with the industry
Thorpe is eager to shift the conversation beyond upfront costs, focusing instead on the total cost of ownership. “How much does it cost to operate the bus per mile? That’s the discussion we want to have with the industry,” he says. And in a constrained funding environment where the public sector has far greater involvement as a result of bus franchising, BYD is also exploring ways to assist with that, whether that’s helping with capital costs or offering lifetime guarantees on the driveline and battery – potentially even supporting the energy supply to keep the buses on the road. “BYD has the resources to help the industry there,” he maintains.
Meanwhile, closer to home, BYD is also laying the groundwork for a new apprenticeship scheme that will train the next generation of engineers and technicians in the UK. Thorpe is passionate about this initiative, viewing it as a critical step in building long-term support for the UK operation. “We’re fully behind this,” he says, noting that the programme will focus on transferring skills to reduce the reliance on China. “We want to see these skills stay local, and BYD supports that view entirely.
“Our goal is to offer the very best solution,” he adds. “It’s not about where the buses are made; it’s about offering the right solution for the taxpayer, the operator, and the end user. That’s what we’re all about.”
This article appears in the latest issue of Passenger Transport.
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The post Thorpe makes case for BYD’s UK plans first appeared on Passenger Transport.