Written evidence submitted by Zemo Partnership (EVS00014)

Introduction

Zemo Partnership (formerly Low Carbon Vehicle Partnership) is a long standing, public-private partnership established by government in 2003 to support the decarbonisation of UK road transport. An independent non-profit organisation, Zemo Partnership works with policy makers, businesses and experts to accelerate the transition of UK transport to zero emissions in line with the UK’s legal targets under the Climate Change Act.

Zemo Partnership works in collaboration with government at central, regional and local levels, convening a uniquely broad range of representatives of stakeholder organisations from industry (transport and energy), academia and user bodies, environmental groups and consumer organisations.

With its cross-sectoral membership, Zemo Partnership is uniquely well-placed to provide guidance to government, create opportunities for Uk businesses and deliver a sustainable shift to net zero transport.

Overview

Zemo Partnership endorses the statement in the NAO report (‘the report’) that reducing emissions from road transport is the largest single intervention the Government can make towards its goal of achieving net zero carbon emissions by 2050.

Progress in reducing emissions from road transport has been much slower than needed. Government policies must do more to support the delivery of net zero transport at the required pace. Urgent action is needed.

Zemo Partnership has recently published a Delivery Roadmap for Net Zero Transport in the UK[1], setting out the actions needed over the life of this parliament, delivered by using comprehensive, coherent and consistent policy frameworks, with the four nations of the UK acting together and working closely with decision makers at regional and local level.

The policy proposals aim to encourage a shift to zero emission vehicles including, most obviously electric vehicles; take more urgent action to decarbonise the legacy ICE fleet; and promote low carbon travel choices. The roadmap puts forward multi-faceted policy solutions, spanning such areas as energy, planning, skills and finance.

Zemo Partnership believes that the Government and the sector should collaborate to ensure a fair and just transition to net zero transport, in which those who face financial challenges are supported and the substantial opportunities are shared widely. Such an approach will be essential to maintain public support for net zero.

The rollout of electric vehicle infrastructure

Just over half of UK transport emissions come from cars and taxis. Government policy to reduce emissions from road transport is predicated on replacing the internal combustion engine (ICE) with zero emission technology, primarily electric vehicles.

Prospective buyers of electric vehicles need confidence that they will have access to reliable charging facilities. Estimates suggest that between 25% and 40% of UK households lack off-street parking and depend on the public charging network. Those living in low-income neighborhoods and multi-occupancy buildings are the least likely to have access to the infrastructure necessary for charging vehicles without off-street parking.[2] It is, therefore, crucial for consumer confidence that the UK achieves the expectation in the electric vehicle infrastructure strategy that at least 300,000 public charging points will be installed by 2030.

As the report notes, the availability of public chargepoints is increasing rapidly and appears to be on track to reach the figure expected for 2030. This a welcome development. There are, however, four major caveats. 

First, the expectation of at least 300,000 public chargepoints by 2030 is at the low end of scenarios and may not be sufficient to support the growing EV market. DfT currently estimates that the demand for public chargepoints in 2030 will be in the range 250,000 to 550,000. The EV Energy Taskforce’s most recent modelling analysis showed that the number of public chargepoints needed by 2035 ranges from 253,000 to 661,000, with a central case estimate of 490,000.[3]

Second, as the NAO report acknowledges, the distribution of public chargepoints across the UK remains highly uneven. There is a risk that too many people will be left behind in the transition to net zero transport. As of July 2024, London and Scotland had the highest number of public chargepoints with 234 devices per 100,000 people, followed by Scotland with 103.  Northern Ireland had the lowest number, with 32 public chargepoints per 100,000 people, followed by Yorkshire and Humber with 56 and the North West with 60. These figures compared to a national average of 96 public charging points per 100,000 people.[4]

The ratio of public chargepoints to electric vehicles tells a similar story. In Northern Ireland, the ratio was more than 100:1 in 2022 whereas in the North East, Scotland and Wales it was lower than 50:1.[5]

Rural areas have experienced slower growth in EV infrastructure and, as a result, have fewer public charging stations.[6]

More relevant metrics are needed for the rollout of charging infrastructure. A Cenex report from September 2024[7] concluded that current metrics to measure progress on delivery of EV infrastructure are not fit for purpose and proposed to measure progress by charging use case: near home, journey and destination.

The Cenex report found that for the near home charging index, supply is a few months ahead of demand nationally, though there are significant regional variations in the distribution of chargepoints. Barely one in five households in Great Britain that need access to public chargepoints are located near one.

Third, specific transport modes, such as electric vans and HGVs, face unique challenges with charging due to their size and power requirements. A lack of accessible infrastructure has contributed to electric vans falling short of the ’ZEV Mandate’, which requires car manufacturers to sell a minimum percentage of zero emission vehicles each year. In 2024, uptake of electric vans was just 5.7% of the market —half the required level according to SMMT.[8] Despite the previous Government’s intention for all new HGVs to be fully zero emission at the tailpipe from 2040, zero emission HGVs currently account for just 1% of all new HGV sales.[9]

Fourth, for EV owners without off-street parking, the challenge is not just about access to chargepoints, but the cost of using those chargepoints when they’re available. Significantly reduced off-peak tariffs available to home owners with their own charging facilities are, in most circumstances, not available to those without facilities. Charging costs for those who must use public facilities can be seven or eight times more expensive per unit of electricity, undermining the financial case for adoption and creating a significant inequality between those to have charging access and those who do not, the Government needs to consider measures to tackle this inequality and limit a perceived ‘unfairness’ which could easily undermine support for the transition. 

Government policy should aim to provide enough high-quality chargepoints where they will be most in demand and cater to diverse user needs (including vans and light commercial vehicles), rather than simply increasing the number of chargepoints. This may include providing financial support with grid connections to SMEs, which include around 85% of freight operators and face high upfront costs in making investments in, for example, zero emission vans.

DfT can use the Zero Emission HGV and Infrastructure Demonstrator programme (ZEHID) to show the sector the progress and potential for zero emission long-haul decarbonisation options, and to take forward policy solutions, which may include the development of suitable charging infrastructure.

Zemo Partnership also proposes that DfT should:

• conduct a strategic review of public charging infrastructure, including the number, type, and power of chargers, and map their distribution in relation to the location and usage of EVs;
• invest in sites where they are needed but not commercially viable, to ensure accessibility and convenience for consumers; and
• invest in industrial and logistics hubs to encourage fleet electrification.

Addressing Barriers to Installation

(a)   Electricity Connections

One of the biggest barriers to speeding up chargepoint installation is the delay in securing connections to local electricity grids. The Connections Action Plan instituted by DESNZ and Ofgem in 2023 will help to address the delays currently experienced in the queue for grid connections and must be delivered at pace. The huge volume of connections that DNOs are handling has led to long lead times in delivery. If this continues, market and consumer confidence will be placed at risk. New investment will be required to reinforce local electricity networks and avoid further delays and bottlenecks.

One solution is to enable additional investment in grid upgrades ahead of need. Under the current price control for DNOs (RIIO-ED2), Ofgem has begun permitting investment in the network before connection requests are made, provided there is strong evidence to support it. However, this is subject to strict criteria. While this new flexibility is welcome`, it is still insufficient to support the level of investment required for network upgrades to meet the growing demand for electric vehicle (EV) charging and other local needs. Allowing DNOs to invest in making upgrades ahead of need will future-proof local grids for the EV transition and free up existing capacity and facilitate smart charging. This reform is particularly important for heavy-duty vehicle operators. Grid upgrades will also be necessary at high-power sites, such as commercial depots and large public charging hubs.

The Government should designate grid upgrades that support chargepoint installations as ‘nationally critical infrastructure’ and fast-track the approval of such projects.

(b)   Planning Permissions

As the report points out, planning rules are a major barrier to chargepoint installations. The planning process is often slow and expensive, with multiple permits required that can overlap. Different local authorities apply rules inconsistently. While the DfT's efforts to work with industry to streamline planning processes are welcome, a full review of all relevant planning and consent rules is urgently needed.

January 2025