Written evidence from Mark Garnett (ELV0016)
I am writing as a private individual who was interested to research and get a second-hand used EV in 2016, I have since driven 115,000 miles in 2 EVs and am very pleased with the owner/driver experience but more importantly, my interest in energy and understanding of the pollution issues has grown. For many years I have been completely convinced; no vehicle is best but EVs are vry compelling for probably 98% of all use-cases. Especially high milage drivers (bigger cost saving opportunity and max pollution benefit).
1. What are the main obstacles to the achievement of the Government’s 2030 and 2035 phase-out dates? Are the phase-out dates realistic and achievable? If not, what steps should the Government take to make the phase-out dates achievable?
I don't see many obstacles apart from low awareness with the public and the huge efforts by print and social media to post negative stories.
I know public charging infrastructure will keep up.
I know people will work out how to charge at home (or work or shops)
I know the new OEMs will happily provide EVs at all price points if the traditional OEMs cannot/will not
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?
The 2030 date is good. I would like to see year-by-year targets so we can see the progress being made and not allow OEMs to say they are waiting till the deadline.
IMHO combustion engines are not now needed for 98% of use-cases, PHEV especially with low “EV mode” range are pointless/an industry distraction. They should only allow PHEVs if the EV mode range is significant (my suggestion 100 miles). Then those 98% of use-cases will not buying Petrol anyway so will haves wasted their money on an ICE they dont use!
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?
The EV discount was a good idea although OEMs simply priced their cars higher until the discount was removed (now ended).
The free/discounted home charger was a good idea (now ended)
The free road tax was a good idea (increased awareness) although the decision to CHANGE the rate of road tax on existing EVs is very puzzling and completely gives the wrong message; buyers purchased based on the known life-time costs and then the goalpost was moved. Yet some Petrol/Diesel cars keep their £20 or £0 annual fee. Very odd (and gives the wrong message).
The zero/low BIK rates was a bold idea. It would be reasonable to published “indication” of likely future rates, say 4 years ahead so people can plan, especially for existing vehicles owned (I think it is acceptable yo make unannounced step changes to the rate applied to new EVs)
I don't think the 20% VAT on public charging should be removed, or at least not for most motorists. After all, fuel tax on petrol is a substantial income and might need to be replaced.
4. Given that the Government should apply a behavioural lens to policy—which involves people making changes to their everyday lives, such as what they purchase and use—is there a role for clearer communication of the case for EVs from the Government? If so, who should take the lead on delivering that?
Yes, the ULEZ is a good idea but unfair on low earners more likely to have emitting vehicles. Yet a well off individual can continue to buy and add a new diesel to the fleet (which will emit for 20+ more years).
A scrappage scheme might be messy and may encourage wrong behaviour (buying old vehicles in order to qualify) but take a look at the Scottish scheme (low cost loans to buy an EV).
5. What is your view on the accuracy of the information in the public domain relating to EVs and their usage?
Trad press, social media and many of my fellow citizens are all putting out a lot of misinformation. I don't understand why they keep putting journalists (who have never used an EV) straight into an V and try to drive to Scotland without any research or friendly guidance and then show “the issues”.
6. What are the overall environmental benefits that would result from achieving the 2030 and 2035 targets?
Less particulates emitted.
Less CO2 added to the atmosphere.
Reduced global warming effects
Less reliance on foreign oil, less wars.
7. What are the likely costs that will be faced by consumers as a result of the Government’s phase-out dates for non-zero emissions vehicles? Are there policies or initiatives that the Government could use to specifically target barriers arising from unpredictable costs to the consumer, for example significant fluctuations in the cost of electricity, changes to road taxes, or the introduction of low emission zones?
Free use of public transport would encourage its use and many would eliminate their personal vehicle. Foreign up cash to do something more useful than parking a vehicle 23 hours most days.
ALready used EVs start around £7,000, a typical user will save that much on fuel alone in around 4 years (if charging at home) if only they can arrange the purchase up front rather than pay £145 per month on fuel.
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?
New working well, wide choice available, too many are big/expensive/premium but if legacy OEMs dont get around to cheaper choices, the new players will happily make the sale
Used working well esp as most cme with 8 year/100,000 warranty on the battery and drivetrain (naturally new EV owners are nervous if these are reliable components).
Old Used EVs may be problematic if certain brands turn out to be unreliable and/or expensive/impossible to repair.
Retrofitting EV battery and motors into old ICE vehicles is still very niche/expensive/complex but the market will rescue those costs over time (esp as standardised “crate motors” become available)
9. What are the main consumer barriers to acquiring an EV, either through purchasing, leasing, or other routes?
Lack of awareness
Huge amount media false stories
Higer interest rates (currently) wont help but hopefully that will not be long term and its not slowing adoption rates yet
10. How is the Government helping to ensure that EVs are affordable and accessible for consumers, and are these approaches fit for purpose?
No ide. Not sure they should, let the market decide, government should set the pollution standards (zero please).
11. Do you think the range of EVs on offer in the UK is sufficient to meet market needs? Which segments are under-served and why? Why is the UK market not seeing low cost EVs, particularly in comparison to China?
Yes, my first had a modest daily range of 87 miles yet did 20,000 some years.
Now with 250 (and above) daily range thats 5 hours of driving so easy to incorporate rapid charging with rest stops.
12. What is the future role of L-segment and personal light electric vehicles, and how will that impact car ownership and usage? What is inhibiting their uptake?
If L = light (ie cars and small vans), car ownership will likely be longer term (keep for more years before replacing) due to less servicing than ICE, more reliable than ICE, even when things go wrong, often simple to fix.
13. What is your assessment of the current second-hand EV market? How is the second-hand EV market projected to develop between now and the phase out dates?
It went through a spike of absurd prices but is now returning to healthy balance. Just like a 2 to 4 year old ICE is a good value purchase, same with used EVs, more so in fact.
14. What is the relationship between EV leasing and the second-hand market and how do they interrelate?
Business users lease new for 3 years, at the end they must return them, these find their way into second hand owners. Just like ICE.
The genius idea behind the low BIK rate ensure we are loading the future used market with more EVs than would otherwise have occurred
15. What barriers are there to achieving a sufficient supply of second-hand EVs, mindful that second-hand vehicles make up a high proportion of all vehicles purchased?
First owners (who buy) are likely to hold on to them longer preventing them going into the second hand market.
But the lease and business users will ensure a steady supply. Not concerned
16. What is the value and role of alternative transport models such as car clubs and micro mobility vehicles in the Government achieving the 2030 phase out date, and how should the Government consider their roles and opportunities for use in transport decarbonisation?
Reducing individual’s vehicle ownership is a good thing, if way and means can be devised that are not just handing out public money.
17. Are consumers charged higher rates of insurance for an EV when compared to an internal combustion engine (ICE) vehicle, and if so, are these higher rates justified? Can the Government do anything to mitigate this?
In my experience there is no noticeable difference between ICE and EV. Price not an issue. Some insurers chose not to insure EVs but the market will sort this out!
I have heard there are very few motorbike insurers that will insure EV (motor)bikes and even the numerous main players are often backed by the same single insurance company.
Experience of using an EV
18. What are the main challenges that UK consumers face in their use of EVs?
Education and awareness. Good planning and better apps to plan would help.
19. What are the main benefits that UK consumers could realise from using an EV?
Lower TCO, better driving/ownership experience.
20. How prepared are car dealerships, service networks, repairs and maintenance organisations, breakdown services and aftermarket suppliers to meet the growing EV uptake?
Most are not well prepared and still in denial even trying to slow adoption.
Some are very enlightened and this group will grow.
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?
There is space but I think that boat has sailed; CCS is adequate and does not need to be replaced. Tesla’s proprietary UK/EU plug (based on type 2) was much better but they have already dropped that in favour of CCS.
The big issue is incompatibility with some combination of charger/vehicle and the OEMs/charging companies could easily jointly work on the current bugs
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 standardised and reliable for consumers?
Not read but I think we need to be careful to set good guidelines rather than mandate a solution. Imagine if the government chose to mandate a particular mobile-phone charger connection say 10 years ago, how well would that ave worked out?
23. What assessment do you make of the requirements set out in the draft legislation of “Public Charge Point Regulations 2023” for charge point operators to make data free and publicly available, and how may this improve the EV charging experience for consumers?
Anything to encourage and demonstrate better charging esp is to be welcomed
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?
Of course, but we have the technology to solve. Keep in mind charging is best when the car is stationary for a while, say work or shops, does not have to be at home. Certainly being “full” each morning is a major benefit of EV ownership for those that can charge at/near home.
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?
Yes.
Fueling cost less if cna recharge at home. Less so if always using public charging.
Routine servicing costs should be much less but some entrants are “making up” servicing work just to give the legacy dealers an income stream (eg it is mandatory for brake fluid to be changed after 24 months to keep the warranty valid). I have never changed brake fluid so often (environmental impact of disposing of perfectly good fluid)
Long warranty on drive-train likely to increase length of ownership, less vehicles during ones life-time.
End of life disposal of EVs
26. What options are there for consumers for end-of-life management of batteries and EVs, and what impact does this have on consumer attitudes towards buying an EV?
Lots of false info, but clearly all elements are still present at end of life so will be recycled (so much cheaper than mining fresh elements).
Perfectly good (ut lower range) battery packs would make great home batteries if someone can engineer such a solution.
27. What are the current regulations and responsibilities of disposal and recycling for EVs, and how effective are they? How much of the battery can be recycled from a technical standpoint, and how much of that is economically feasible?
I am not aware of the regs but the “value” in their will ensure recycling
28. Is there a risk that the residual value of EVs may be lower than the value of the EV as a source of recoverable critical minerals, and how might this effect the flow of EVs into the second-hand market?
Great question. Yes I guess that might be true at some point.
National and regional issues
29. What are the challenges or concerns around grid capacity in relation to significantly increased EV adoption?
National Grid have said they are confident the minor changes they need to make will keep up with adoption. The use of smart meters encourages/rewards users to refill at low cost (ie low load) periods, so the market will sort itself out.
30. What is the role of distribution network operators in ensuring EV infrastructure can be rolled out sufficiently to meet 2030 target?
I hear grid connectivity can be painfully slow.
31. What are the requirements, challenges or opportunities for the development of public charge point delivery across the UK? How will the development of EV charging infrastructure in the UK interact with existing planning regulations?
With the exception of Tesla Public charging is a bit of dogs breakfast, membership cards, apps, logins, passwords are mostly very poorly designed from a users-experience perspective. Almost as if they want to make it hard for the public to give them money for their electrons. I think the market will sort itself out (its very profitable selling electricity at retail rates) so users will vote with their wallets.
Please dont mandate requirements (eg insist on contactless payment), but by all means encourage good user experience.
32. What are the issues facing rural residents, urban residents, and sub-urban residents and how do they differ?
I would guess less issues as more likely to have space for a home charger
33. What role do you see local authorities playing in the delivering the 2030 phase out target, particularly in relation to planning regulations, charge points and working with District Network Operators? How can government best support local authorities in their roles?
Some councils are adopting EVs but many new vehicles sill ICE
International perspectives
34. What are the successful approaches to the rollout and uptake of EVs in other countries, and what can the UK learn from these cases?
I was recently in France and was impressed that every service-station stop on my motorway had many well laid out chargers (different brand at each station). In UK we seem to adopt very narrow/tight parking spaces which seems unnecessary