Written evidence from Mr Andy Wilson (ELV0013)

Responses to the questions based on my experience.

Government approaches

2. Do the 2030 and 2035 phase-out dates serve their purpose to incentivise the development of an EV market in the UK? To what extent are car makers focusing on one date or the other? What are the impacts of the deadlines on the ability of the UK supply chain to benefit and how could the Government seek to further support the development of the UK EV industry? Would the introduction of a plan with key dates and timescales support the development of the EV industry in the UK?

As a consumer, with an EV, I believe the car industry is focussed on delivery however the public infrastructure to support a mass roll out of EVs is grossly inadequate.  There are dates in place however the drive to achieve them is just not there outside of the car industry.  The MPs (Conservative and Labour) I have raised this with just don’t seem motivated to drive the infrastruture in their area.

3. What specific national policies, regulations or initiatives have been successful, or have hindered, EV adoption to date? Are these policies or initiatives fit for purpose?

As a company car user the reason I and other colleagues switched to an EV was primarily because of the BIC tax breaks.  If this were to change the benefits would be overcome by the disadvantages particularly if you use public chargers regularly, e.g. VAT at 20%, higher per KW cost compared to domestic users, low numbers of high speed chargers, local authorities levying parking charges adding further to the costs, broken chargers and additional time spent waiting for the car to charge.  I’m 100% reliant on the public charging infrastruture and currently it is more expensive per mile than an ICE vehicle.  As a consequence of the costs and inconvenience of ownership I and others are looking to move back to an ICE vehicle.

5. What is your view on the accuracy of the information in the public domain relating to EVs and their usage?

The general information pushes the “positives” and almost always ignores the negatives to ownership.

EV Market and Acquiring an EV

These questions relate to the UK EV market and uptake of EVs by UK consumers.

8. What are the main routes for acquiring an EV? Which aspects of these routes are working well, and which aspects could be improved?

Sourcing a vehicle, albeit with quite long delays, is quite straightforward through traditional dealer or leasing channels.  As a company car user I have not seen a real change in this area.

9. What are the main consumer barriers to acquiring an EV, either through purchasing, leasing, or other routes?

Cost and the charging infrastructure.

10. How is the Government helping to ensure that EVs are affordable and accessible for consumers, and are these approaches fit for purpose?

BIC incentives are working.  All EV users I know have sourced their EVs through a company scheme.

Experience of using an EV

18. What are the main challenges that UK consumers face in their use of EVs?

With a home EV charger and limited local usage an EV works very well because virtually all of the disadvantages are removed.  As a user reliant on the public charging network the case for switching is increasingly looking poor because of the disadvantages to usage;

• Vat at 20% versus 5% for domestic users
• High per KW costs generally running at 50 – 90p per KW/H (typically 5 to 10 times that of domestic users) making the costs per mile higher than the equivalent ICE vehicle
• Parking charges levied by virtually all local authorities adding further to the per KW charge rate
• Number of high capacity chargers, >22KW is poor particularly in rural areas
• Increased journey times because of the need to factor in a vehicle charge
• Queuing at charging stations adding further to journey times
• Chargers are quite often located in quiet areas of car parks creating a potential safety threat for users particularly at night when public tariffs are lower (many local authority officials suggest charging at night in their car parks when they are typically free, suggesting the safety risks are not being considered fully).

20. How prepared are car dealerships, service networks, repairs and maintenance organisations, breakdown services and aftermarket suppliers to meet the growing EV uptake?

In my experience most dealers which are not “pure” EV providers don’t have enough specialist EV technicians which can lead to booking delays.  Typically the dealership requires the vehicle for multiple days meaning each visit has to be planned.  There doesn’t seem to be a “quick fix in the day” option which increases the need for courtesy vehicles, something most dealers have in limited numbers.

21. How does the charging infrastructure for EVs need to develop to meet the 2030 target? Does the UK need to adopt a single charging standard (e.g., the Combined Charging System (CCS)) or is there room in the market for multiple charger types?

Standardised charging connectivity would be an advantage.  This does seem to be the norm already.  Pricing and payment are the real issues which usually performed via an app.  Not ideal if 4/5G data access is not available at the charging site.

22. The Government recently published the draft legislation of “Public Charge Point Regulations 2023”. What assessment have you made of the draft legislation text, and what contribution will it make in ensuring the charging experience is standardized and reliable for consumers?

It goes some way to create a “standard” experience however it doesn’t, (i) address the vat disparity between “Home” and “Public” charging, (ii) level the energy rates between home/public charging a disparity not there with ICE fuel and (iii) virtually every local authority levy parking charges whilst using the EV charger creating a further disparity

24. In terms of charging infrastructure, are there unique barriers facing consumers in areas of low affluence and/or multi-occupancy buildings, such as shared housing or high-rise flats? Do you consider public EV charging points to be accessible and equitable compared to home-charging points? What can be done to improve accessibility and equitability?

Public EV charging points when compared to home devices are NOT equitable or accessible.  If you are reliant on public chargers, estimated to account for 25 – 35% of vehicle users according to bodies such as the RAC, this disparity will slow take up and in many cases force users to move back to an ICE vehicle.  Additional disadvantages, recognising this applies outside of London primarily, listed below;

• Vat at 20% against 5% for domestic users
• High per KW costs generally running at 50 – 90p per KW/H (typically 5 to 10 times that of domestic users) which is making costs per mile higher than the equivalent ICE vehicle
• Parking charges levied by virtually all local authorities adding further to the per KW rates
• Number of high capacity chargers, >22KW
• Increased journey times because of the need to charge
• Queuing at charging stations adding further to journey times
• Chargers are quite often located in quiet areas of car parks creating a potential safety threat for users particularly at night when public tariffs and parking rates are lower (many local authority officials suggest charging at night in their car parks when they are typically free, suggesting the safety risks are not being considered fully)

25. Is there a financial benefit to the consumer of choosing an EV over an ICE vehicle? Are there further benefits, aside from financial, that a consumer may gain from EV use?

Users with a home charger and minimal local use should see significant cost savings however, public charger users currently experience higher costs, outside of BIC tax if their EV is provided through a company scheme.

Many suggest service costs will be lower however manufacturers require vehicle to be serviced annually as a minimum, to cover warranties, with similar costs to an ICE vehicle.