London Councils is the collective of local government in London where shared ambitions are developed, agreed, championed, and delivered by members working together. Through London Councils, boroughs speak as one and collaborate with the government, the Mayor of London, wider public sector, third sector, business community and other key UK and international cities. 

The following paragraphs are our response to the relevant questions of the inquiry.

Question 1: 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?

1.   London Councils is pleased to highlight a number of national policies, programmes, and initiatives that have supported London’s local authorities in delivering electric vehicle (EV) infrastructure, specifically:

1. Public funding programmes: The availability of public funding has been essential to the success of London’s EV infrastructure rollout since 2016. London now hosts over 15,000 chargepoints, the majority of which have been provided by London boroughs on street. The procurement, delivery, and maintenance of EV infrastructure are significant costs, which local authorities would struggle to balance against other priorities without the availability of specific grants.
2. Since 2016, London boroughs have –delivered over 4,200 chargepoints through the Go Ultra Low City Scheme (GULCS), and thousands more through the On-Street Residential Scheme (ORCS).
3. This investment has also established a stable environment inspiring confidence and encouraging private investment. In turn, this creates a virtuous cycle, which enables more Londoners to transition to EVs and justifies further investment. One of the issues with this funding was the lack of revenue funding to support local authorities with staffing in particular but also legal advice and procurement support.
4. London Councils was pleased when the government announced its Local Electric Vehicle Infrastructure Scheme (LEVI), particularly as OZEV listened to our feedback and included a substantial revenue grant. However, London Councils has found that certain aspects of the scheme have and continue to pose challenges to local authorities, notably, the significant delay in providing information regarding partnerships’ Capital Funding allocations. This delay (London local authorities were informed of their funding in w/c 11 September 2023, having expected this information in late June or early July 2023), has caused great concern amongst LEVI Tranche 1 local authorities, as the deadline to deliver their Stage 2 application is 30 November.[1] To meet this timeframe, London local authorities will have to condense a lot of work, potentially leading to rushed applications, which could limit the strategic ambition of LEVI projects. London Councils strongly recommends that the government reflects on the impact that delays in LEVI Stage 2 has had on local authorities and reviews the timeframes for LEVI Tranche 1 Stage 2.
5. London Councils has also found that certain aspects of the LEVI Scheme are restrictive in their scope and limit the approaches local authorities can take to meet their local charging needs. For example, there is a requirement that the majority of capital funding is used to deliver slow-to-fast infrastructure. For the majority of local authorities, this is not a problem. However, for some local authorities, particularly those in central London, where there is limited off-street parking/kerbside space, or where local authorities have already saturated their geography with slow-to-fast infrastructure, this restriction creates a significant challenge. London Councils is working with the Office for Zero Emissions to overcome this, however it would be preferable that government offers local authorities greater autonomy in how capital funding is used, so long as they adhere to LEVI’s broader intention.

6. Banning the sale of new petrol and diesel vehicles: The government’s initial commitment to ban the sale of new petrol and diesel vehicles from 2030 was welcomed by London Councils. Combined with the increased accessibility of EVs has, this policy likely had an impact on levels of EV uptake. In London, the number of EVs has grown from roughly 6,629 in Q1 2016, to 124,056 in Q1 2023 - a 1771 per cent increase in seven years, with the greatest rate of increase starting in 2020.[2] The recent government announcement to delay the ban on the sale of new petrol and diesel cars and vans to 2035 has been criticised for reducing the confidence of industry and sector stakeholders in the government’s commitment to seeing the UK meet its EV strategy and net-zero targets. London Councils would therefore seek clarity about the schedule to ban the sale of new petrol and diesel cars and vans, to give more certainty to industry, the public and other stakeholders, whilst also reaffirming Borough’s commitments to London Councils’ climate programme.
7. The Zero Emission Vehicle Mandate: The government’s requirement for car and van manufacturers to produce an increasing percentage of zero emission vehicles (reaching 100 per cent in 2035) is very welcome. It will increase the availability of EVs and will drive down the cost through economies of scale, making them more accessible.[3]
8. Requiring new build homes and offices to include EV chargepoints: London Councils welcomes the government’s inclusion of a requirement for new developments to provide chargepoint infrastructure (through amendments to Approved Document S)[4]. However, there are many existing developments to which this change does not apply. London Councils would advise the government to consider whether the amendment to Approved Document S can be applied retrospectively to existing developments. See also our response to question 31.

Question 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?

2.      London Councils believes the government has an important role to play in accelerating the UK’s transition to EVs and to communicate this to citizens. It has access to a range of experts, resources, and greater capacity than local authorities, and can therefore provide a firm basis from which local authorities can then communicate with their residents on the value and importance of the UK’s EV transition.

3.      The government’s Electric Vehicle Infrastructure Strategy provides a good road map to make significant steps towards achieving net-zero by 2050. Through the LEVI, the government is enabling local authorities to deliver the necessary infrastructure for residents to transition to EVs. London Councils supports this aim and would encourage the government to coordinate communications with local authorities participating in the LEVI Scheme. This would ensure that as many residents as possible are aware of efforts to increase their access to charging infrastructure.

4.      The government also needs to show clear and positive support for carbon reduction initiatives and environmental policies to grow the green economy. Considered and appropriate use of EVs should be included in this communication alongside promoting walking, cycling and public transport. The encouragement of EV take-up needs to focus on high mileage users such as freight and commercial drivers, and bus companies as well as growing the number of EVs in car hire and car club fleets. 

Question 29: What are the challenges or concerns around grid capacity in relation to significantly increased EV adoption?

5.      London boroughs have concerns about the capacity of energy grids to meet future EV infrastructure needs - particularly if local authorities start delivering more rapid and ultra-rapid chargepoints.

6.      This concern is particularly acute in certain areas such as west London and parts of central London where there are many competing demands for energy grid connection. Boroughs in these, and other areas have serious concerns that grid capacity could critically limit, or delay their ability to deliver infrastructure if left unaddressed. 

7.      London Councils is pleased that the government have committed to planning reform of the UK’s energy infrastructure - upgrading the UK’s energy grid, and accelerate infrastructure connection. This will benefit local authorities looking to deliver more infrastructure, and enable more residents to transition to EVs. We look forward to receiving more information of the government’s planning, and hope to contribute actively alongside other partners in London, and the country.

Question 30: What is the role of distribution network operators in ensuring EV infrastructure can be rolled out sufficiently to meet 2030 target?

8.      With a national target of 300,000 chargepoints across England by 2030, District Network Operators (DNOs) have a crucial role in ensuring that their networks are robust enough to meet this, and future demands. This will be an especially important, and urgent requirement when local authorities participating in the LEVI Scheme progress from planning to delivering thousands of chargepoints.

9.      DNOs also need to sufficiently reinforce their networks to provide connections particularly where there are competing uses for power - for example, the new data centres in west London. 

10.  Grid provision also needs to be made for commercial premises such as depots to electrify. 

Question 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?

11.  Accelerating the pace of delivering chargepoint infrastructure across the UK provides a range of benefits for local authorities, their residents, and the country.

12.  For local authorities, chargepoints can provide an important revenue stream - one that will only grow as more residents transition to EVs. However, maximising their commercial value is a challenge faced by local authorities. London Councils values the emphasis the LEVI Scheme has placed on chargepoint infrastructure and the support being provided to local authorities through the support bodies.  Government may want to consider maintaining this support beyond the life of the LEVI Scheme.

13.  Chargepoints with dedicated parking bays present a means of limiting the types of vehicles that can be parked in a given area. Combined with other congestion reduction measures, this can lead to local air quality improvements, improve road safety for residents, and create opportunities for local authorities to encourage and enable residents to use active, micro-mobility, and public methods of transport.

14.  A key opportunity to enable more access to chargepoint infrastructure, can be found in the current lack of infrastructure in multi-occupancy developments. Government and local authorities have tools to coerce developers to provide chargepoint infrastructure, and London Councils is pleased that the government has amended Building Regulations to ensure that new developments provide charging infrastructure, however there are residents in existing developments that will not benefit from these measures.[5] London Councils recommends that the government explores the possibility of making the changes to Approved Document S retrospective, so that residents living in existing developments can also have access to homebased charging infrastructure.

15.  The lack of EV Infrastructure within national and commercially run public car parks (such as train station car parks) is a great opportunity for the private sector to provide new commercial services. London Councils recommends that the government engages with bodies like Network Rail, National Car Parks and others to encourage them to either deliver charging infrastructure across their properties or engage with private operators to do so.

Question 32: What are the issues facing rural residents, urban residents, and sub-urban residents and how do they differ?

16.  There are several different issues which urban and sub-urban residents face that are consistent across the UK. Urban residents typically have less access to off-street parking space than those living in sub-urban areas.

17.  This is magnified further for residents living in high traffic and congestion areas, such as in inner London boroughs, where reliable access to on-street parking can be challenging.

18.  Urban residents, without access to off-street, homebased chargepoints, also face higher costs to charge their vehicles than those in sub-urban areas – 20 per cent VAT applied at the chargepoint, as compared to 5 per cent VAT on domestic tariffs for home chargepoints. London Councils supports calls for reducing VAT at public charge points.

19.  Sub-urban residents also face challenges with charging EVs, especially those living in houses with multiple occupants, flats, and terraced housing which tend to lack off-street car parking. While more private car parks are being equipped with EV Infrastructure, this needs to increase significantly to keep pace with demand. Provision of infrastructure also has to be better managed to avoid blocking vehicles - a significant challenge facing those utilising EV infrastructure in private parking spaces is other users that overstay in chargepoint parking spaces, and those without EV’s that park in, or obstruct access to chargepoint parking spaces.

20.  Local authorities have means of mitigating the challenges residents face and are utilising these. For example, London local authorities use controlled parking zones to restrict parking access to residential permit holders. This can relieve pressure on access to parking spaces with chargepoints for residents.

21.  London local authorities have also explored the use of EV charging hubs - similar to petrol filling stations - providing high density charging infrastructure at a local level. A good example of this is the London Borough of Redbridge, where 12 rapid chargepoints have been made available to residents, funded through the Go-Ultra Low City Scheme.[6]

22.  London local authorities benefit from their membership of London Councils, which can centralise and share examples of best practice. However, nationally, other local authorities would also benefit from having guidance, and examples of best practice for managing and mitigating the range of challenges faced by urban, sub-urban, and rural residents.

Question 33: What role do you see local authorities playing in 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?

23.  Local authorities have a fundamental role to play in a comprehensive EV Infrastructure rollout. In particular this is through their functions as highways authorities, as landowners, and as planning authorities. Local authorities need adequate resources to support an extensive network in their areas and ensure the private sector (especially developers) make sufficient contributions.

24.  The LEVI Scheme is a useful intervention - providing capital and capability funding to support local authorities in delivering EV infrastructure, and establishing a support body to provide direct guidance and support to local authorities delivering chargepoints. However, to meet the government’s target of 300,000 chargepoints by 2030, sustained support will be required.

25.  London Councils advises that the government maintains the On-Street Residential Chargepoint Scheme, so that local authorities are able to be ambitious in their chargepoint delivery - beyond what can be financed through locally raised finance and private sector match-funding.

Question 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?

26.  The UK should look to learn from best practice in all other countries who currently have high uptake of EVs. Examples include:

1. Norway – EV taxation:  Norway has progressive vehicle taxation with significantly lower VAT on purchases and company car tax for EVs and/or lighter vehicles, as well as lower road tolls and ferry fares for EVs.[7]  There are also lessons to learn from the impact of fuel duty reduction and solutions to mitigate this tax revenue reduction.[8] 
2. The Netherlands – public charging networks and vehicle emissions control schemes: The Netherlands has the most comprehensive public EV infrastructure network coverage in the world with 111,821 public chargepoints, and the Dutch Government has set a target of 1,800,000 sockets by 2030.[9] [10] Cities and towns across the Netherlands are introducing vehicle emissions control schemes in a fair and co-ordinated method.[11] 
3. France – public charge point visibility: Service stations in France have a clear EV charging symbol on their totem signs visible to approaching traffic. All UK service stations with EV charging need to have a similar EV symbol. The lack of these in the UK does not inspire confidence in drivers to switch to EVs and may even cause them to look at mobile phones whilst driving in their efforts to locate them.