Written evidence submitted by the Department for Transport (SEV0031)

Introduction and summary

1.  This is a Department for Transport (‘Department’) response to the Transport Select Committee’s inquiry on ‘Supercharging the EV Transition’.

2.  Transport remains the largest emitting sector of greenhouse gas emissions, producing 29% of the UK’s total emissions in 2023. Road transport accounts for 89% of domestic transport greenhouse gas emissions, with cars alone responsible for 54% of those emissions, as set out in chart 1.

Chart 1: Domestic greenhouse gas emissions by road transport modes and non-road transport, 2023 [DfT Official Statistics].

3.  The decarbonisation of road transport is therefore critical to the UK meeting its legally-binding climate change obligations. It also plays an important role in improving air quality and reducing noise pollution, is a key driver of growth for the future and reduces the UK’s reliance on imported fuel. The automotive sector in the UK contributed £21.4 billion GVA[1] to our economy in 2024 with a directly employed workforce of 132,000.[2] The UK is a world leader in automotive expertise, which is why the Government has included automotive as a vital component of the Advanced Manufacturing Sector plan,[3] part of our modern Industrial Strategy. To unlock that growth potential, the UK must establish and maintain a leading market for zero emission vehicles (ZEVs), which are the future of the sector. While exports are key, a strong domestic market can provide baseline EV demand as a justification for investment and provides the UK with a competitive edge compared with other markets.

4.  The UK is making significant progress in the transition to ZEVs, with the highest electric vehicle (EV) market share of any major European economy,[4] and research shows that around nine in ten drivers who switch would recommend an EV.[5] In 2025, nearly one in four new car registrations was battery electric.

Government support

5.  This progress has only been possible through the close joint-working of Government and industry. Government policies to drive ZEV adoption centre around three pillars:

a)     Ensuring adequate supply through regulation and manufacturing support;

b)    Encouraging demand through targeted incentives, regulation, and communication; and

c)     Supporting chargepoint infrastructure through funding and removing barriers to installation.

6.  In April 2025 the Government reinstated the 2030 phase-out date for the sale of new pure combustion engine cars. This provides certainty to consumers, vehicle manufacturers and wider industry alike, and strengthens the route to fully decarbonising new cars and vans by 2035. To ensure sufficient supply of EVs to consumers, the UK has a Zero Emission Vehicle Mandate requiring manufacturers to sell an increasing proportion of ZEVs. In 2025, Government legislated to amend the Mandate to provide manufacturers with additional compliance routes and more options to decarbonise in a way that protects jobs and boosts investment.

7.  We have committed £7.5 billion over the next decade to support industry and the public as they transition to ZEVs. This includes £2 billion to 2029/30 to reduce the upfront costs of ZEVs for consumers through the Electric Car Grant (ECG). 

8.  We continue to work closely with stakeholders to support demand for ZEVs, accelerate the rollout of chargepoints, and to ensure the benefits of the transition are felt across all of society. This includes working closely with industry to address concerns and misconceptions about EVs and promote consumer confidence in EVs. On 19 January 2026, the Government launched a UK-wide dedicated media campaign to promote the benefits of EVs.

9.  Government and industry support means charging infrastructure will match rising demand. There are now almost 88,000 public charging devices across the UK[6]. Our Local EV Infrastructure (LEVI) Fund alone will deliver another 100,000 in England. There are also more than 920,000 domestic chargepoints in England[7].

10.  The remainder of this written evidence takes each of the Committee’s questions in turn. In some cases we have grouped questions for clarity or to avoid repetition.

a. How effective have Government policies been in driving EV adoption to date, and what further action is required to accelerate take-up?

b. How robust is the current rate of EV take-up relative to the Government’s targets?

State of the ZEV market

11.  There is significant progress in the UK ZEV market, with speed of take-up differing by vehicle type. The EV car market is growing quickly, helped by a step-change in the number of models on offer, including a wider range of vehicle types and many more affordable models, as well as significant Government incentives.  Larger commercial vehicles doing longer journeys have so far been slower to decarbonise, but product supply and customer demand is showing signs of shifting. Business operators are likely to pivot to ZEVs more quickly once the ‘Total Cost of Ownership’ is favourable, and this is increasingly the case even for larger vehicles, particularly for those businesses able to charge at depots.

Cars

12.  The UK currently has the largest new electric car market share of any major European economy, with sales of new battery electric vehicles (BEVs) in 2025 up almost a quarter compared to 2024 according to industry data[8]. New registrations increased again in December, with EVs accounting for almost one in three new cars registered. The 2025 BEV share of new registrations was 22.9%, up from 19.1% in 2024[9]. Paired with the flexibilities available in the ZEV Mandate, this share of new BEVs has allowed industry as a whole to comply with car ZEV Mandate requirements (see paragraph 28). So the UK EV car market is growing very strongly but we recognise that the trajectory set out for the transition in the ZEV Mandate is extremely ambitious.

13.  The majority of all cars bought and sold in the UK go through the used market. Evidence relating to the used EV market and related policies are discussed in response to question ‘e’, below.

Vans

14.  With around one in ten workers relying on vans for their job, the Government recognises the important role of the van sector across the economy and to reduce greenhouse gas emissions from our roads.

15.  Registrations of new zero emission light goods vehicles (LGVs) grew by 32.9% in 2025, with nearly 30,000 registrations in 2025[10]– a new annual record in a contracting overall van market. This is partially driven by industry providing more than 40 different zero emission van models, up from 28 in the first part of 2024[11]. Electric vans are also increasingly price competitive.

16.  Zero emission vans only accounted for 9.1% of total 2025 van registrations6, reflecting continued barriers around higher upfront costs and charging infrastructure. The Government will continue to engage with industry and trade associations to support the electric van transition.

HGVs

17.  More needs to be done to decarbonise the road freight sector. At the end of September 2025, there were 1,322 zero emission heavy goods vehicles (HGVs) registered in the UK, representing 0.2% of the HGV fleet. 1.3% of total sales of HGVs between January-September 2025 were battery electric HGVs. In Q3 (July-September) 2025, 227 HGVs were registered for the first time that were zero emission, an increase of 219.7% compared to Q3 2024. But overall the UK has been lagging the EU average on zero emission HGV uptake and has ground to make up on the leading European markets.

Buses

18.  The UK has the largest electric bus market in Europe, according to data from the European Automobile Manufacturers’ Association. Figures from the Society of Motor Manufacturers and Traders show that in 2024, more than 50% of new buses registered in the UK were zero emission: a record 1,600, up 33% on the previous year’s record 1,200. In the first 9 months of 2025 there were reportedly more than 2,100 electric buses newly registered[12].

19.  The National Bus Statistics illustrate that, as of March 2025, 12.4% of the bus fleet across England is zero-emission, up from 7.6% in March 2024. In England outside London, this figure is 8.1%[13]. Bus policy is devolved in Scotland, Northern Ireland and Wales.

Ensuring adequate supply through regulation

Cars and Vans

20.  The ZEV Mandate is crucial in facilitating the transition. It is the largest single carbon saving measure across Government and fundamental to the UK’s Carbon Budget and Growth Delivery Plan and its commitment to reach net zero by 2050.

21.  The ZEV Mandate sets annual headline targets for the proportion of new zero emission cars and vans sold in the UK, starting at 22% for cars and 10% for vans in 2024 and rising steadily to reach 80% of cars and 70% of vans by 2030, on a pathway to 100% by 2035. This is complemented by a CO2 emissions regulation for new non-ZEV cars and vans to ensure that per vehicle average exhaust CO₂ emissions do not worsen compared to 2021 levels as the UK continues to transition to zero emission cars and vans.  

22.  The scheme includes a range of flexibilities to provide manufacturers with multiple pathways to comply, including, but not limited to, allowing CO2 emissions reductions from non-ZEVs to be converted into credits for use against ZEV targets, and allowing manufacturers to miss ZEV targets in one year but to catch up in future years. 

23.  Following extensive consultation in October 2025, Government legislated to increase the flexibilities within the ZEV Mandate, enabling multiple pathways to better support manufacturers in meeting these targets as we transition to ZEVs.

24.  We are committed to publishing a review of the ZEV Mandate no later than early 2027, with preparations beginning in 2026. We remain committed to the targets; providing essential investment certainty for manufacturers, chargepoint operators, and consumers.

25.  The administration for the first year (2024) of the ZEV Mandate will soon conclude and a final report on manufacturers’ performance will be published in March 2026.

26.  Using flexibilities the new car market technically exceeded the 22% ZEV Mandate target for 2024. It achieved a 24.2% equivalent ZEV percentage when accounting for ZEV sales and use of the CO2 conversion flexibility (which allows reduction in non-ZEV CO2 emissions to count towards ZEV Mandate compliance).

27.  The new van market likewise overall exceeded the 10% ZEV Mandate target for 2024 and achieved an 11.5% equivalent ZEV percentage when accounting for ZEV sales and use of the CO2 conversion flexibility.

28.  The administration of the 2025 compliance year has recently commenced. Based on provisional data, it appears that the UK car and van markets are on track to comply with the ZEV Mandate through ZEV sales and the use of flexibilities without needing to make compliance payments.

29.  This data provides an early indication that the vehicle manufacturing industry is rising to the challenge. We recognise that there can be a cost to manufacturers from delivering the ZEV transition at pace and maintain a close dialogue with all manufacturers to understand the impacts on them.

30.  Since the announcement of the ZEV Mandate, a number of manufacturers have committed to investing in UK vehicle manufacturing, and all major manufacturers are publicly committed to ultimately pivoting their vehicles, facilities and supply chains away from a reliance on fossil fuels.

HGVs

31.  On 6 January 2026, Government launched a consultation to engage stakeholders on potential options for a future regulatory framework to decarbonise HGVs in the UK, and deliver phase out dates for new non-zero emission HGVs (those 26 tonnes and under by 2035, and those above 26 tonnes by 2040). There is a strong case for government intervention to correct for market failures. In the absence of regulation, it is highly unlikely that the market will deliver the transition to zero emission HGVs at the pace needed and the UK is currently lagging Europe on adoption.

32.  Through this consultation, we are seeking views on the potential design features of future regulation. This includes regulatory options, such as an expansion of the existing CO₂ emissions regulations, a manufacturers’ ZEV Mandate, or an operator fleet adoption requirement. It also covers the scope of a future regulatory framework, such as the eligibility criteria for ZEVs; options on the categorisation of vehicles, how they are weighted against compliance with targets, flexibilities, and penalties for non-compliance; and indicative CO₂ emissions reduction trajectories for a future regulatory framework. The consultation closes on 17 March.

33.  The upcoming Zero Emission HGV and Coach Infrastructure Strategy will set out the Government’s vision for decarbonising UK’s  Heavy Duty Vehicle fleet and will highlight how industry and Government can collaborate to accelerate in the transition.

34.  This work is not taking place in isolation. Government is also committed to a number of policies and workstreams aimed explicitly at supporting the transition to zero emission HGVs, including grants. These are outlined in the sections “Encouraging demand through targeted incentives and vehicle policies” and “Supporting chargepoint rollout”.

Buses

35.  We legislated in the Bus Services Act 2025 to accelerate the decarbonisation of the English bus fleet. We placed a requirement on bus operators ultimately not to use new non-zero emission buses on local bus routes in England.

36.  This change to the law would come into effect on a date specified by the Secretary of State in secondary legislation. This will not be prior to 2030, giving time to the sector to plan a smooth transition. 

37.  We are currently consulting with the industry as to the date from which new non-zero emission buses cannot be used on English bus services. The announcement and implementation of this date will provide confidence to the sector and stimulate the investment needed to deliver a fully zero emission bus fleet, building on the excellent progress enabled by government funding through the Zero Emission Bus Regional Areas (ZEBRA) programme.

Coaches

38.  Coaches and buses account for 3% of transport emissions in the UK. However, the coach is already one of the most sustainable and environmentally friendly ways to travel. According to research carried out by the Confederation of Passenger Transport average CO₂ emissions per passenger per coach journey is around 1.5 times lower than rail, five times lower than air and six times lower than car travel. Just one coach can remove up to 50 cars from the road which can significantly reduce congestion and the harmful nitrogen oxides emissions (NOx) created.

39.  Coaches are at an earlier stage of the decarbonisation journey. The upcoming Zero Emission HGV and Coach Infrastructure Strategy will cover HGVs and coaches, noting opportunities for collaboration, and installation of charging equipment at coach depots is being supported through the Depot Charging Scheme. A question on whether to add coaches to any future carbon reduction regulations is also included in the consultation on potential options for a future regulatory framework to decarbonise HGVs.

L-Category Vehicles

40.  The L-category vehicle classification covers powered lightweight vehicles from L1 (light 2-wheel powered vehicles, including mopeds), to L7 (heavy quadricycles). Most motorcycles, the UK’s most common L-category vehicle, are L3. 

41.  At the end of September 2025 motorcycles made up 3.5% of all licensed vehicles in the UK[14]. L-category vehicles are responsible for ~0.4%of transport’s greenhouse gas emissions. All road vehicles have a part to play in decarbonising road transport, including L-category vehicles.

42.  The Government recognises that transitioning some L-category vehicles to zero emission equivalents is challenging but welcomes the increasing zero emission sales in certain L-category segments. We will set out any plans to decarbonise L-category vehicles in due course.

Encouraging demand through targeted incentives and vehicle policies

43.  Government supports demand through targeted grants, incentives, and policies. We also work closely with industry to support positive communication around the ZEV transition. As well as providing a financial incentive, vehicle grants demonstrate the Government’s commitment to the transition, meaning businesses and consumers can invest with confidence both in ZEVs and enabling infrastructure, such as chargepoints.

44.  Media coverage often highlights perceived negatives around electric vehicles, such as range or cost. We work closely with colleagues in the sector to address any misleading media narratives, and have recently launched a national communications campaign, ‘Get that electric feeling’.

c. How effective are existing incentives (such as the Electric Car Grant) in influencing EV take-up, and to what extent might further or different forms of support be required?

Purchase Incentives

45.  Targeted incentives and support packages, such as the ECG, Plug-in Truck Grant (PiTrG), Plug-in Van Grant (PiVG), and ZEBRA have been extremely effective in driving EV adoption to date.

46.  The new £2 billion ECG reduces the prices of new EVs priced at or under £37,000 that meet certain sustainability criteria. Since launch, the grant has helped over 50,000 drivers to choose an EV.

47.  The zero emission van market has been supported since 2012 by the Plug-in Van Grant (PiVG), which offers grants of up to £2,500 for small vans and £5,000 for large vans. This was introduced to help bridge the difference in cost between zero emission vans and their ICE equivalents, noted as being one of the main obstacles preventing customers from choosing zero emission. Since 2012, the PiVG has supported over 110,000 vans and heavy goods vehicles (HGVs) across the UK. Zero emission vans also qualify for 100% Green first year allowances. 

48.  On 6 January 2026, Government amended the existing Plug-in Truck Grant (PiTrG), which has contributed to the upfront purchase costs of ZEVs since 2016. Grants for small trucks (between 4.25-12 tonnes) increased from £16,000 to £20,000, and the large truck category was split into three new weight categories: trucks weighing between 12-18 tonnes can receive up to £60,000; trucks weighing between 18-26 tonnes can receive up to £80,000; and trucks weighing more than 26 tonnes can receive up to £120,000.

49.  This is a pilot scheme, with subsidy available until the end of the 2025/26 financial year in Great Britain only – previous grant rates of up to £16,000 for small trucks and up to £25,000 for large trucks over 12 tonnes will continue in Northern Ireland. Any future subsidy for trucks from 2026/27 onwards will be announced in due course.

50.  Analysis produced for the Office for Zero Emission Vehicles (OZEV) on the impact of the earlier plug-in vehicle grants supporting cars, vans, and trucks suggests that approximately 90,000 additional sales may be directly attributed to the grants.[15] For the initial grants supporting cars, the retrospective evaluation found that new EV registrations increased at a rate exceeding projections, going from 0.01%% in 2011 to 20% in 2021 (four times larger than the original target). As price was considered to be the main barrier to uptake, stakeholders consistently identified the plug-in vehicle grants as a key factor in establishing and developing a viable market.[16] The Government’s decision to fund only BEVs in 2018 caused a notable shift away from Plug-in Hybrid Vehicles (PHEVs) in the following year[17].

51.  Taxation is an important policy tool to incentivise adoption of ZEVs, and the UK has deployed a range of policies to achieve this. Tax policy decisions are made by the Chancellor in the context of the public finances. In respect of EVs, currently the key tax incentives are Benefit in Kind (BiK), the Expensive Car Supplement, and first year Vehicle Excise Duty (VED).

52.  BiK is a tax payable when an employer provides an employee with a company car that can also be used for private journeys, including commuting. The amount of tax is calculated as a percentage of the car’s value (the P11D value) and the applicable percentage, known as the BiK rate, is determined by the CO2 emissions of the vehicle concerned. In financial year 2025/26, a zero emission car has a BiK rate of 3%, with more polluting vehicles paying up to 37%. The BiK rates are scheduled to increase annually out to 9% in financial year 2029/30, still significantly below the up to 39% to be paid by more polluting vehicles. Vehicles that are provided to employees as part of salary sacrifice schemes, which are a particularly popular way for drivers to access an EV, are also subject to the BiK rate.

53.  EVs also pay reduced VED first year of just £10, increasing to the standard rate of £195 after the first year. ZEVs, due to typically having a higher upfront cost than a comparable petrol or diesel vehicle, are more frequently subject to the Expensive Car Supplement of VED, which is an additional £425 for vehicles with a list price of £40,000. As announced at the Autumn Budget 2025, this threshold will be increasing for ZEVs from 1 April 2026 to £50,000 to recognise the upfront cost differential and support uptake. The change also applies retrospectively, meaning that most EVs under £50,000 registered from 1 April 2025 will not be required to pay the supplement.

54.  Government continues to monitor all grants to ensure they provide the best value for taxpayer money. Other incentives to encourage installation of ZEV charging infrastructure, as detailed below, are key to the market's growth as we leave the phase of early adopters and enter into mainstream adoption.

d. What are the likely implications of the introduction of Electric Vehicle Excise Duty (eVED) for the wider EV transition, and what factors should guide the Government’s approach to its implementation? What has been the effect of the introduction of VED on zero-emission cars since April 2025?

55.  Decisions on tax are the responsibility of HM Treasury (HMT), and we note that there is a live consultation, led by HMT, which considers the implementation of eVED. Department officials and agencies are working closely with HMT on implementation to ensure a good user experience for drivers, motor manufacturers, retail and leasing companies, garages and all those who will be affected by eVED. The 3p per mile rate of eVED compares favourably with the current equivalent of around 6p per mile from fuel duty paid when using internal combustion engine (ICE) vehicles. It is estimated that eVED will cost the average driver around £240 per year.

56.  The Department has not carried out detailed analysis of the impact of VED from its introduction on EVs in April 2025. As set out elsewhere in this evidence, we note that 2025 was a record year for EV sales in the UK rising 23.9% in 2025 compared with 2024.[18]

e. How should the Government support further development of the second-hand EV market?

The second-hand market

57.  The used EV market in the UK is accelerating across cars and vans, with increasing market share, faster sales and stabilised pricing compared with previous years, though the picture is mixed across different vehicle age cohorts and a range of structural issues persist.

58.  In the third quarter of 2025, used BEV transactions showed strong growth, up by 44.4% compared to the same quarter in 2024 to 80,614 units, to account for a record 4.0% share of the used vehicle market[19]. As of December 2025, 3–5-year-old EVs were the fastest-selling vehicles across all fuel types and age cohorts, according to data from Autotrader. Consumers are also benefitting from the lower costs of used EVs, with 2 in 5 used EVs on Autotrader now sold at under £20,000[20].

59.  The Government recognises the used EV market is still maturing, and subject to greater fluctuations in supply, demand and pricing than the wider market. Price corrections and discounting in the new ZEV market have resulted in value depreciation as vehicles are resold, with industry data showing this impacting nearly new vehicles more than other age cohorts.

60.  OZEV is actively supporting industry-led working groups focused on supporting the used EV market. Recent workstreams have focused on what support is needed to address the knowledge and experience gap faced by dealerships and technicians as the market grows, and the development of consumer information tools such as used vehicle labels.

61.  Battery health remains a concern among consumers looking to purchase a used EV, despite growing evidence that battery degradation is slower than early expectations. All batteries lose some of their performance over time and with use, leading to concerns about the impact this could have on the values of used EVs. Analysis of real-world battery health data, from January 2026 of over 22,000 EVs across 21 makes and models, shows an average annual battery degradation rate of 2.3%[21]. This suggests that modern batteries continue to perform well over long service lives and that the average battery is expected to retain 81.6% of its original capacity after eight years18. Rates of battery degradation are influenced by many factors including charging power, operating temperature, vehicle type, usage patterns, and battery chemistry. 

62.  However, negative perceptions about battery degradation persist, and the issue is exacerbated by limited information available on a used vehicle’s remaining battery health or range. The UK has worked with international partners at the United Nations Economic Commission for Europe (UNECE) to develop a Global Technical Regulation on EV batteries (GTR No.22). This regulation requires EVs to have easily accessible, accurate, and comparable information on the battery’s state of health. The Government is currently analysing options for the implementation of GTR No.22 regulations in the UK. 

63.  In the meantime, industry dealerships and leasing scheme providers have introduced their own battery health checks or guarantees to increase consumer confidence. For example, in October 2025 Motability Operations introduced a policy guaranteeing 90% battery health in used EVs, following a trial of the policy that saw dealer searches for EVs on the platform increase by 25%.

64.  The Government does not currently have plans to introduce fiscal measures to support the used EV market directly. However, wider measures to support the transition to ZEVs, including investment, grants and regulatory change to accelerate chargepoint rollout, and the upcoming EV comms campaign, will also support the growth of the second-hand market.

f. What are the most significant factors affecting consumer confidence in EVs, including purchase and running costs, chargepoint availability, concerns about battery longevity, safety and fire risk, and what are the best steps Government and the sector could take to address them?

Factors affecting consumer confidence

65.  The Department’s Public Attitudes Technology Tracker shows that chargepoint availability, range and cost to buy are the most frequently cited disadvantages of EVs. The steps the Government is taking to address these issues are set out in the “Supporting the Chargepoint Rollout” and “Purchase Incentives” sections. The Government’s position on battery and the need for information for consumers is set out in the section above, paragraphs 61-63.

66.  With regard to safety and fire risk, while we recognise public concern about this issue, there is no evidence to suggest that fires in EVs are more likely to occur than in petrol or diesel vehicles. Although there is limited data currently available in the UK, studies of international data have indicated that EV fires are less likely to occur than petrol or diesel vehicle fires. Equally, international data does not indicate that EV charging is a significant risk factor in initiating EV fires. Fire incident data collection is improving, including the ability to distinctly record EV fires. Fire statistics improvement work is being led by the Ministry for Housing, Communities and Local Government via the new national Fire and Rescue Data Platform.

67.  Building regulations play a critical role in creating and maintaining a safe built environment and facilitating the rapid deployment of EV charging infrastructure. The Building Regulations: Part S require EV chargepoints to be installed in new buildings and those undergoing major renovations. Currently these regulations exempt covered car parks from this requirement. However, stakeholder feedback to the Department suggests the exemption has created a perception that EVs pose an outsize fire risk, especially when charging, which is contrary to the evidence. The Department recently has announced the intention to consult on changes requiring EV chargepoints to be installed in new covered car parks, bringing these buildings in line with the rest of Part S. If taken forward, changes would provide additional benefits of market and consumer confidence beyond facilitating the roll out of charging infrastructure for renters and leaseholders. OZEV has engaged with the Department’s Science Advisory Council throughout this process to ensure policy developments are underpinned by the latest scientific evidence.

Communications

68.  Government is committed to accelerating the transition to EVs and increasing awareness of the benefits of EVs. We are working with industry to respond to negative media and the impact this has on confidence in EVs and charging infrastructure. The aim has been to create a more coordinated, focused cross-industry and government approach to communications through industry workshops and meetings.

69.  On 19 January 2026, the Government launched a UK-wide dedicated media campaign to promote the benefits of EVs. It is part of the overarching Clean Energy Mission Campaign, alongside other campaigns owned by the Department for Energy Security and Net Zero (Heat Pumps and Energy Saving), which exists to bring energy security, protect billpayers, create good jobs, and help to protect future generations from the cost of climate breakdown.

70.  The EV campaign promotes the uptake of EVs ahead of the phase out of petrol and diesel cars by 2030. It highlights benefits of EV ownership including lower running costs, battery range and convenience of charging, as well as the ECG.
Image 1: Image from the Government EV marketing campaign.

71.  The campaign is initially anticipated to run during 2026 from January to March in line with the run-up to the annual plate change, to help stimulate demand for EVs at a strategic point in the year. We will work with industry partners to evaluate and understand effectiveness to ensure best value for taxpayers’ money.

Vans

72.  The zero emission van market has been supported since 2012 by the PiVG (see paragraph 47).

73.  Zero emission vans can be pushed into the heavier HGV category despite being almost identical to their petrol and diesel van counterparts in all but weight. In June 2025 new rules came into force which increased flexibility for category B licence holders driving 3.5-4.25 tonne zero emission vans, creating regulatory parity between these vehicles and their petrol and diesel counterparts. This means category B licence holders can now drive any zero emission van up to 4.25 tonnes, provided they can normally drive the same vehicle type up to 3.5 tonnes. These changes enable more drivers to switch to a zero emission van, without needing to train and test for a higher licence entitlement. This reduces the regulatory burden and additional costs for businesses, supporting our climate change obligations and improving air quality.

HGVs

74.  Regarding the freight and logistics sector, the main barrier to uptake is cost. Government is supporting the uptake of zero emission HGVs through programmes such as the PiTrG (see paragraphs 48-49), the up to £30 million Depot Charging Scheme (see paragraph 103), and the Zero Emission HGV and Infrastructure Demonstrator (ZEHID) programme which has already provided over £120 million in funding.

75.  The ZEHID programme is deploying hundreds of zero emission HGVs and their associated recharging and refuelling sites with the majority being in place by March 2026, to address initial public infrastructure provision and provide confidence regarding different zero emission HGV technologies. 300 zero emission HGVs have been ordered with 151 delivered, and a map of 70 planned infrastructure locations is available, representing over 360 charging bays.

Buses

76.  The Department has supported the bus sector with almost £500 million in direct funding support for zero emission buses (ZEBs) in recent years, including £38 million announced in April 2025 to deliver an additional 319 ZEBs through the ZEBRA programme. The Government has a monitoring and evaluation process in place for the ZEBRA programmes and will continue to publish the findings. 

77.  Furthermore, the recent announcement of £15.6 billion over five years, to improve local transport in some of our largest city regions, allows local leaders to allocate some funding toward decarbonising their local fleets. Our smaller cities, towns and rural areas will also receive £2.3 billion from the Local Transport Grant. 

78.  We hope to see appetite for ZEBs continue to flourish, with private investment and alternative funding models stepping in to ensure the sector’s journey towards decarbonisation continues. The £38 million awarded for ZEBRA 2 scope increases in April 2025 saw £124 million private sector investment. That gives a figure of £3.33 of private investment per £1 of grant funding. 

L-Category Vehicles

79.  The Government has offered a Plug-in Motorcycle Grant (PiMG) since 2016. In this time, the PiMG has supported the purchase of over 14,000 mopeds and motorcycles. Mopeds were removed from the grant in April 2024. The grant will close at the end of the 2025/26 financial year or when budgets have been exhausted, whichever comes first.

Supporting Chargepoint Rollout

g. What further action is required to ensure that the rollout of EV charging infrastructure facilitates transition at the necessary rate?

80.  With almost 88,000 public chargepoints in the UK and more than 920,000 domestic chargepoints in England, significant progress has already been made on deployment. In terms of overall progress, as noted by the National Audit Office report published in December 2024, deployment is on track and well within the range of OZEV’s forecast chargepoint demand.

81.  Prompted by the regulatory certainty delivered by clear phase out dates and published ZEV uptake trajectories, the private sector committed over £6 billion for chargepoint investment. This resulted in record levels of chargepoint rollout across the market over a number of years. In 2025 on average a new public chargepoint was installed every 36 minutes.

82.  Challenges remain to ensure that rollout remains on track and the latest statistics do show a small decline in the previous high rate of increase for public deployment over the past 12 months. There are a number of possible reasons for this including wider economic sentiment and confidence, increased cost for operators impacting site viability and continued practical challenges such as grid constraints. There are also a number of very large public procurements in train under the Local EV Infrastructure (LEVI) scheme which we expect to result in at least an additional 100,000 local chargepoints being deployed over the next few years. 

83.  The Government is responding to all these challenges including by:

a)     Confirming the 2030 phase out date, and providing support for EV uptake through the Electric Car Grant, driving market confidence.

b)    Supporting local authorities in England to deliver under the LEVI Fund, which alone is expected to deliver over 100,000 public chargepoints.

c)     Launching new funding schemes for depots, NHS sites and cross-pavement charging solutions.

d)    Committing a further £600 million to support the continued rollout of chargepoints.

e)     Conducting a grid connections review to identify and implement measures to improve stakeholder cohesion and make connections easier and less time consuming to obtain.

f)       Introducing changes to the planning system to reduce bureaucracy and costs, including changes to permitted development rights.

84.  Deployment rates are monitored, and policy measures are regularly reviewed and updated to respond to challenges as they emerge.

h. How effectively is the Department for Transport addressing issues in the rollout of charging infrastructure such as affordability, geographic equity, accessibility, administration of funding, and the availability of grid connections?

Affordability

85.  At the recent Spending Review and Budget, the Government announced a further £600 million to support the affordable installation of both public and private chargepoints across the country including those along the Strategic Road Network (SRN), on residential streets, in private driveways and at workplaces.

86.  Grant schemes have typically addressed areas of market failure where private funding is not viable. For local public charging, support has focussed on lower powered on-street charging infrastructure which can be used overnight, typically offering more affordable tariffs than rapid chargepoints. The Government also announced a £25 million EV Pavement Channel Grant in August 2025, available to all local authorities in England to enable thousands of residents without off-street parking to charge their cars using their cheaper domestic energy supplies.

87.  The cost of public charging has increased in recent years. The Government recognises that rising charging costs can pose a barrier to EV adoption, especially for those reliant on public networks rather than home charging. In response, the government announced at the Budget that it will conduct a comprehensive review of public charging costs. The review will consider the impact of energy prices, wider cost contributors, and options for lowering these costs for consumers.

Geographic equity

88.  There have been significant increases in public charging infrastructure right across the UK in recent years. However, there remain variations in total deployment levels, with London continuing to lead chargepoint availability compared to other regions. To a considerable extent this variation relates to charging demand, and also levels of off-street parking. As EV uptake has become more widespread across the country public chargepoint deployment has grown, with the majority of regions experiencing higher percentage growth than London over the year to October 2025.[22]

89.  The LEVI Fund should further enable growth right across the country. The fund allocated capital and resource funding to all highest tier local authorities in England, with allocations determined through an assessment of local authority need, including deprivation levels and rurality. Local authorities in rural areas were allocated additional funding compared to urban ones. As mentioned above, the fund alone is expected to deliver more than 100,000 additional chargepoints, improving public charging provision right across England, with the majority of these devices expected to be installed over the next two to four years.

90.  The £25 million EV Pavement Channel Grant follows a similar design to the LEVI Fund, by allocating funding to every part of England. Cross-pavement channels are part of the overall charging solution to enable drivers without off-street parking to charge their EVs.

91.  On the SRN (England's motorways and major A-roads) we expect industry investment to continue improving the geographical spread of provision and to reduce the number of ‘cold-spots’, i.e. stretches of road where 20 miles of range, would not be sufficient to reach a site with at least six ultra-rapid charging devices. Between July 2024 and July 2025, stretches of “cold spots” on SRN major A-roads decreased by roughly 40%. As of July 2025, only 10% of stretches on the SRN major A-roads had low/no provision[23]. We are currently considering the outcome of work undertaken by National Highways to engage stakeholders and understand why there is a lack of provision on certain stretches of the SRN.

Accessibility

92.  Accessibility of charging infrastructure is fundamental to ensure an equitable transition to EVs. Public Charge Point Regulations (PCPR) ensure that consumers can charge their electric vehicle easily, reliably and with confidence across the public charging network. The Regulations require clearer and more consistent pricing information, enabling consumers to compare tariffs across different operators. They also require the provision of contactless payment at a wide range of chargepoints and ensure that multiple mobile applications are no longer required to access public chargepoints. Chargepoints operators must maintain 99 percent reliability across their network of chargepoints of 50 kW and above, and provide a free, staffed 24/7 helpline for users. In addition, operators are required to make chargepoint data openly available, ensuring that consumers can access accurate, up‑to‑date information and identify chargepoints that best meet their needs.

93.  Physical accessibility of public charging infrastructure can be a challenge for those with disabilities or mobility impairments. The Publicly Available Specification (PAS) 1899:2022, co-authored by the Department, Motability Foundation and the British Standards Institute, laid the foundations for installing accessible chargepoints and sets out minimum design requirements for public chargepoints. A recent review suggested updating the standard and developing clearer guidance to aid implementation. The Department is now working with stakeholders to refine accessibility standards. Powers in the recent Planning and Infrastructure Act 2025 enable the introduction of legal requirements for public chargepoints to be more accessible, should this be required.

94.  In a move to help EV drivers plug into the rapidly expanding charging network, Government is modernising EV charging signage on major A-roads. Changes announced in July 2025 now allow larger EV charging hubs to be signposted from major A-roads. We will continue to work with industry to improve signage.

95.  Separately, the EV Pavement Channel Grant both enables home charging for those without a driveway and address the risk of residents trailing cables across pavements to benefit from domestic charging. Trailing cables can be a tripping hazard, with cross-pavement solutions removing this risk. 

Administration of funding

96.  The Department administers a variety of grant schemes targeted at areas of market failure to support charging infrastructure roll-out. These include different market segments including home, workplace and local charging, and different stages of market development from early-stage demonstration programmes to supporting scaled roll-out.

97.  The effectiveness of individual schemes and overall programmes are closely monitored within the Department and externally through independent bodies. This has included assurance reviews led by both the National Infrastructure and Service Transformation Authority (NISTA) and the Government Internal Audit Agency (GIAA). This also includes the National Audit Office report published in December 2024 which concluded that to date, chargepoint numbers have increased in line with what is needed and the installation of 300,000 chargepoints by 2030, estimated to be the minimum needed, appears achievable. In December 2025 we also published an external interim process evaluation of the LEVI Fund which found that, whilst delivery challenges exist, the application and delivery processes are generally perceived to be working well.

Availability of grid connections

98.  The Department is working closely with the Department for Energy Security and Net Zero, Ofgem, electricity distribution network operators (DNOs), and the energy sector to identify and overcome capacity constraints. The Department’s Grid Connections Review looked at specific EV chargepoint rollout barriers faced when obtaining a grid connection. Through a series of quarterly meetings and a ministerial led roundtable, the review has helped improve coordination between the transport and energy sectors, and enhanced data sharing for better forecasting. These steps have contributed to grid connection processes and supporting investment, but significant work is still needed to ensure the network can fully meet future EV charging demands across the country.

99.  More broadly Government is taking a number of actions to ensure the electricity network meets this and other future electricity demands. These include The Clean Power 2030 Action Plan, connections reforms and new strategic energy planning processes. The Department is working across government and with Ofgem and NESO to input into these actions and raise awareness of future transport requirements. Transport stakeholders will also need to continue to engage with strategic planning processes to ensure their future electricity needs are taken into account. 

100.  Within one mile of the SRN there are currently over 6,000 open-access rapid and ultra-rapid chargers, with numbers more than quadrupling in the last three years (July 2022 – July 2025, Zapmap). We want to ensure taxpayers' money is used as efficiently as possible. We will continue working with industry to deliver the right financial support, targeted where it is needed most, including addressing gaps in provision and improving distribution.

101.  Major grid upgrades at some motorway sites remain unlikely to be commercially viable in the near term. To address this, the Department is working closely with the Department for Energy Security and Net Zero and with Ofgem, the energy regulator, to identify how best to fund electricity network operators directly to strengthen networks near affected motorway service areas, making grid upgrades at sites more commercially viable.

102.  In November 2025, Government announced £10 million of funding to support charger rollout along the SRN. Support will target overcoming grid constraint challenges through utilisation of innovative energy sources and technologies such as solar, alongside energy storage systems like batteries, to avoid the need for expensive grid upgrades at ‘harder-to-power’ locations.

HGVs

103.  The up to £30 million Depot Charging Scheme is supporting HGV, van and coach fleet operators with the cost of installing charging infrastructure at depot sites. Fleet operators can claim up to 75% of charger and installation costs, with up to £1 million available per business across their sites. The grant application window closed on 28 November 2025. The grant will support the uptake of zero emission commercial vehicles alongside the Plug-in Van and Truck Grants.

104.  The provision for dedicated HGV charging is growing as the demand for zero emission HGVs increases. There are currently six public sites with dedicated HGV charging – M61 Rivington Services Southbound, Checkley Wood (A5 Bedfordshire), Markham Moor Truckstop, Able Humber Port (Immingham), Winchester EV Hub (A34) and MFG Monkton Hall. This infrastructure is bolstered by ZEHID, with 70 planned infrastructure locations including up to seven at Motorway Service Areas, alongside shared charging infrastructure at depots such as the First Bus depot in Leicester. Private investment in HGV charging hubs is growing and will be provided by companies including Aegis Energy, Milence, Fleete and Gridserve.

105.  Many of the zero emission HGVs that are currently operating in the UK are likely to be performing back-to-base journeys and relying on a mix of depot and large van charging infrastructure as public infrastructure provision scales up. Element Energy considered that depot charging would be suitable for between 65-75% of battery electric rigid HGVs, and the National Survey of Lorry Parking suggests that approximately 90% of HGVs are parked at depots when idle.

106.  Depot-based infrastructure will therefore play a large role in the transition to zero emission HGVs, and the Depot Charging Scheme is supporting its roll-out. Depot infrastructure will need to be supplemented by a visible public network at locations such as motorway service areas or truck stops for those HGVs travelling long-haul routes or for top-up charging during drivers’ rest breaks. 

Buses

107.  We continue to work closely with bus operators and local authorities about charging infrastructure for ZEBs, encouraging them to engage with their local DNOs at the earliest opportunity. ZEBRA programme funding (which can also be used for charging infrastructure) has provided an excellent starting point for the ongoing decarbonisation of the bus sector, de-risking private investment in what is now an established and proven technology.

108.  We also continue to ensure that ZEB connections are included in the wider work ongoing (set out above) across both the DfT and wider Government, about fully supporting access to the grid and electrification more widely.

International comparisons

109.  The UK’s approach to decarbonisation, and particularly the ZEV Mandate is widely recognised as world-leading, balancing ambition with flexibility and clarity for the sector.

i. What lessons should be learned from other countries' successes or setbacks?

110.  Mutual learning from other countries’ experiences in transitioning to zero emission transport has been a core part of the government’s approach for more than a decade. For example, the UK was a founder member of the International Zero Emission Vehicle Alliance (IZEVA) which was announced alongside the landmark Paris Agreement in 2015 to help achieve deep carbon emission reductions across the transportation sector. The 13 founding members signed a commitment to jointly advance ZEV ambition and adopt policies related to incentives, charging infrastructure, regulations, and fleet deployment in order to move all passenger vehicle sales to zero-emission. The ZEV Alliance now covers 23 member jurisdictions which work collaboratively together and with a range of stakeholders to share experiences and mutually transition to zero emission transport.

111.  In addition to IZEVA, the UK is a founding member of the Accelerating to Zero (A2Z) Coalition - which hosts the COP26 ZEV Declaration, committing to all new sales of cars and vans to be zero-emission globally by 2040, and by no later than 2035 in leading markets – serving as a platform for signatories to coordinate, share domestic experiences, align activities, and amplify messaging as they fulfil their ambitious pledges.

112.  The UK also co-convenes the COP26 launched Road Transport Breakthrough with India, which provides a coordination framework – and a forum for domestic experience exchange across areas related to demand creation, finance and investment, battery supply chains, charging infrastructure and trade conditions – for 33 endorser countries and over 25 international initiatives.

113.  When considering Electric Vehicle Excise Duty (eVED), officials in the Treasury took into account other countries’ approaches. As with examples in Iceland and New Zealand, the Government’s proposals do not require drivers to report where and when miles are driven, nor require the installation of telematics in cars.

114.  The Government has considered the wider EV take-up landscape from examples in other countries. In addition, rather than reducing up-front incentives for EVs, as was the case in New Zealand and Iceland, 80% of eVED revenue from the first three years is being reinvested to extend support for EVs and the auto manufacturing industry; this includes £1.3 billion of additional funding for the ECG, £200 million for chargepoint rollout, and increasing the Expensive Car Supplement threshold to £50,000 for EVs. This support will be introduced before the tax takes effect, to support continued momentum in EV take-up, and is in addition to setting the eVED rate at half the fuel duty rate paid by the average petrol/diesel car driver. The eVED rate is also substantially lower than the rate set for New Zealand’s Road User Charge, which is the equivalent of more than 5p per mile.

115.  The UK has made excellent progress, compared to other countries, in decarbonising the bus fleet. More than 50% of new buses registered in 2024 were zero emission: a record 1,600, up 33% on the previous year’s record 1,200. This is one of the highest figures internationally. We continue to engage with international partners to discuss best practice and lessons learnt in relation to bus decarbonisation.

January 2026

Endnotes