\u00a0 \u00a0 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.<\/p>\n The announcement sparked intense discussion at Labour\u2019s 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<\/a> 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.<\/p>\n 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 \u2013 short for Build Your Dreams \u2013 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.<\/p>\n 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 \u2013 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. <\/p>\n 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\u2019s 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.<\/p>\n 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<\/p>\n A different world<\/strong><\/p>\n The BD11 was unveiled with much fanfare at the London Bus Museum in Brooklands in May (PT314). However, as Frank Thorpe, BYD\u2019s energetic managing director for its UK commercial vehicle division points out, broader circumstances have changed dramatically since then.<\/p>\n \u201cIt was a different government, and we weren\u2019t dealing with a \u00a322bn budget black hole,\u201d he reflects. \u201cWe didn\u2019t face the challenges and issues confronting the country today.\u201d 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. \u201cIt\u2019s a far cry from where we were just four or five months ago,\u201d he continues. \u201cI 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.\u201d<\/p>\n 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. \u201cWhether that outweighs the arguments around protecting UK manufacturing is uncertain,\u201d he adds. \u201cBut 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?\u201d<\/p>\n Let us compete fairly on technical, commercial, and operational merits<\/p>\n Thorpe is clear that he\u2019s not interested in complaining about the perceived unfairness of the \u2018Buy British\u2019 argument. Instead, he wants a level playing field where the best solution wins for the taxpayer and the wider UK transport sector. \u201cI don\u2019t want every bus order in the UK,\u201d he says, pointing to Go-Ahead\u2019s recent significant order with Wrightbus. \u201cWe\u2019re fine with that. We have no issue at all.\u201d Instead, Thorpe\u2019s message is clear: \u201cLet us compete fairly on technical, commercial, and operational merits.\u201d<\/p>\n A long-term player<\/strong><\/p>\n BYD is far from a newcomer to the UK market; its first buses \u2013 two seed vehicles with Go-Ahead London \u2013 began operating in the capital in late 2013. Thorpe recalls that those two buses proved what many thought was impossible. \u201cThey showed it could be done,\u201d he says, explaining that many in the industry were sceptical when BYD first proposed a battery-electric double-decker bus. \u201cWe were told it wasn\u2019t technically, commercially or operationally feasible,\u201d he adds. \u201cEveryone said it couldn\u2019t be done.\u201d<\/p>\n Thorpe, who describes himself as \u201cproudly British\u201d, doesn\u2019t shy away from acknowledging that Chinese innovation and expertise made that achievement possible. \u201cAll of that was thanks to the strengths of the Chinese economy,\u201d he says. \u201cWe should embrace that and use it to benefit the UK. There\u2019s no need to label it as something sinister.\u201d He recalls his bus operating days when a Mercedes-Benz Citaro was the best bus you could buy on the market. \u201cThey oozed quality, and nobody cared they were built in Germany,\u201d Thorpe claims. \u201cYou\u2019re always going to buy the best product for your business.\u201d<\/p>\n 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\u2019s a clear statement of intent that BYD is here to stay. He\u2019s also clear that BYD is willing to work with other manufacturers too: \u201cIt\u2019s not about saying, \u2018This is our piece of the pie, and we want it all.\u2019 We believe we have the best technology and solution and are happy for it to be a collaborative effort with other manufacturers.\u201d<\/p>\n 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. \u201cWe have to work together to make that happen,\u201d he says. <\/p>\n \u201cI would never say never to us working together again in the future either. I really wouldn\u2019t.\u201d<\/p>\n Realistic pricing<\/strong><\/p>\n In the discussion about \u2018Buy British\u2019, 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\u2019s new UK range will be highly price competitive, thanks to the vast economies of scale that BYD now enjoys.<\/p>\n By churning out thousands of zero-emission vehicles each year, BYD benefits from cost efficiencies that few can match. \u201cWhen you build at our scale, combined with benefits we gain from vertically integrating the manufacturing process, it becomes far more efficient,\u201d he explains. \u201cThis isn\u2019t about where the manufacturing occurs \u2013 it\u2019s simply economic reality.\u201d<\/p>\n How much does it cost to operate the bus per mile? That\u2019s the discussion we want to have with the industry<\/p>\n Thorpe is eager to shift the conversation beyond upfront costs, focusing instead on the total cost of ownership. \u201cHow much does it cost to operate the bus per mile? That\u2019s the discussion we want to have with the industry,\u201d 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\u2019s helping with capital costs or offering lifetime guarantees on the driveline and battery \u2013 potentially even supporting the energy supply to keep the buses on the road. \u201cBYD has the resources to help the industry there,\u201d he maintains.<\/p>\n 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. \u201cWe\u2019re fully behind this,\u201d he says, noting that the programme will focus on transferring skills to reduce the reliance on China. \u201cWe want to see these skills stay local, and BYD supports that view entirely.<\/p>\n \u201cOur goal is to offer the very best solution,\u201d he adds. \u201cIt\u2019s not about where the buses are made; it\u2019s about offering the right solution for the taxpayer, the operator, and the end user. That\u2019s what we\u2019re all about.\u201d <\/p>\n \u00a0 DON\u2019T MISS OUT \u2013 GET YOUR COPY! \u2013\u00a0click here to subscribe!<\/a><\/strong><\/p>\n <\/a><\/p>\n The post Thorpe makes case for BYD\u2019s UK plans<\/a> first appeared on Passenger Transport<\/a>.<\/p>\n \u200b\u00a0<\/p>","protected":false},"excerpt":{"rendered":" Frank Thorpe, the MD of BYD\u2019s UK bus business, makes the case for Chinese manufacturer in the face of calls to \u2018Buy British\u2019 \u00a0 The BD11 double decker \u2013 a 10.9-metre-long, 90-passenger bus designed and built entirely by BYD in China \u00a0 Lately, there has been much discussion about the challenges facing British-based bus manufacturers, particularly as they face increasing…<\/p>\n","protected":false},"author":0,"featured_media":8561,"comment_status":"","ping_status":"","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[60],"tags":[],"class_list":["post-8560","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-camcab"],"_links":{"self":[{"href":"https:\/\/camcab.co.uk\/wp-json\/wp\/v2\/posts\/8560","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/camcab.co.uk\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/camcab.co.uk\/wp-json\/wp\/v2\/types\/post"}],"replies":[{"embeddable":true,"href":"https:\/\/camcab.co.uk\/wp-json\/wp\/v2\/comments?post=8560"}],"version-history":[{"count":0,"href":"https:\/\/camcab.co.uk\/wp-json\/wp\/v2\/posts\/8560\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/camcab.co.uk\/wp-json\/wp\/v2\/media\/8561"}],"wp:attachment":[{"href":"https:\/\/camcab.co.uk\/wp-json\/wp\/v2\/media?parent=8560"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/camcab.co.uk\/wp-json\/wp\/v2\/categories?post=8560"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/camcab.co.uk\/wp-json\/wp\/v2\/tags?post=8560"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
\nThe BD11 double decker \u2013 a 10.9-metre-long, 90-passenger bus designed and built entirely by BYD in China<\/em><\/p>\n
\nLately, 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. <\/p>\n
\nThis article appears in the latest issue of\u00a0Passenger Transport<\/em>.<\/strong><\/p>\n