Written evidence submitted by Zemo Partnership (SEV0103)

About Zemo Partnership

Zemo Partnership (formerly the Low Carbon Vehicle Partnership) is a public–private partnership established by the UK government in 2003 to support the decarbonisation of road transport. An independent, non-profit organisation, Zemo Partnership works with policymakers, businesses, and a broad range of stakeholders from industry, academia, user bodies, environmental groups, and consumer organisations. Its goal is to accelerate the transition to zero-emission transport in line with the UK’s legal targets under the Climate Change Act.

Executive Summary

1.                                              Government policy has played a vital role in accelerating electric vehicle (EV) adoption in the UK. Key measures are the Plug-in Car Grant, the Zero Emission Vehicle (ZEV) Mandate and commitments to end the sale of new petrol and diesel cars. However, policy inconsistency and mixed signals from government — including the withdrawal of purchase incentives and changes to phase-out timelines — have occasionally undermined consumer and industry confidence. Stable, predictable policy is essential to meet ZEV Mandate targets.
2.                                              Affordability remains a major barrier, particularly for lower-income households. The Government should strengthen the used EV market, including by introducing targeted grants for entry- to mid-market used EVs. It should also explore social leasing schemes offering subsidised lease rates to lower-income groups.
3.                                              Access to reliable charging is critical. Around one third of UK households lack off-street parking and must rely on public chargepoints. These users face higher costs, as public charging is subject to 20% VAT compared with 5% for home charging. The Government’s review of public charging costs should assess the market and fiscal implications of applying the lowest VAT rate to EV charging regardless of location. Accessibility standards must also be strengthened, with a clear timetable for mandating PAS 1899.
4.                                              Charging infrastructure deployment remains uneven. Greater London has around 2.5 times the UK average number of chargepoints per 100,000 people, while the East Midlands has just over half the UK average. Many rural areas remain underserved and may require ongoing government intervention, including grant funding. While the LEVI Fund has improved regional targeting, more granular, use-case-based metrics are needed to identify gaps and guide future investment.
5.                                              Although the number of ultra-rapid chargepoints at motorway service areas has increased, important gaps remain on key motorway and strategic routes. The Department for Transport (DfT) should set out a clear strategy for addressing gaps on major routes where private investment is slower, particularly on underserved routes where commercial incentives are weaker.
6. Grid connections remain a costly constraint. Recent reforms by Ofgem, the National Energy System Operator and OZEV have improved processes by prioritising ready-to-proceed projects and removing speculative applications. However, transport-related electricity demand, including EV charging, is not yet formally prioritised by strategic need. Stronger regulatory intervention— including enforceable service standards and explicit prioritisation of strategically important EV infrastructure — is required.

Introduction

7. In December 2024, Zemo Partnership published the Delivery Roadmap for Net Zero Transport in the UK[1], which outlines how to accelerate investment and promote the behavioural changes required to decarbonise the road transport sector with the necessary urgency. The paper observed that although the UK Government has implemented significant policies to reduce greenhouse gas (GHG) emissions from surface transport, much more needs to be done to unlock the sector’s full potential for decarbonisation. Major gaps also remain in the policy frameworks for decarbonising heavy goods vehicles (HGVs), vans, buses, and coaches. These must be addressed to achieve the rapid and substantial reductions in surface transport emissions required by the early 2030s.
8. At the end of 2024, the European Climate Foundation commissioned Zemo Partnership to conduct a more detailed analysis of the “missing policies” needed to decarbonise UK road transport.  We engaged with Zemo’s cross-sectoral membership, conducted in-depth discussions within our working groups, and consulted a broad range of external stakeholders and experts. Together, we identified weaknesses in the existing policy framework for decarbonising UK road transport and developed practical solutions.
9. The final Map of Missing Policies report[2], published in June 2025 identifies the gaps in the policies of the UK’s four nations for achieving net zero transport by 2050 and proposing timely solutions to address them. This response builds on and updates that analysis as it relates to the EV transition, reflecting recent market developments and government policy changes.

Supercharging the EV Transition - Responses to ``Questions

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

10. Overall, Government policies have been effective in stimulating supply, investment and growth in the EV market. The Plug-in Car Grant, which provided discounts on new battery electric and plug-in hybrid cars, helped to increase sales of fully electric vehicles from fewer than 1,000 in 2011 to almost 100,000 in 2022. [3]
11. Regulatory measures, particularly the ZEV mandate and the commitment to phase out the sale of new petrol and diesel cars and vans by 2035, have provided a clear long-term signal to the automotive market. As a result, EV uptake has risen rapidly: BEVs accounted for nearly one in four new car registrations in 2025[4], compared with around 1% in 2018[5]. While uptake of electric vans is increasing, particularly among urban delivery and local fleet operators, overall market share remains significantly lower than for cars, reflecting higher upfront costs, range limitations, and the need for suitable charging infrastructure. The ZEV mandate has been particularly effective in encouraging manufacturers to bring a wide range of EV models to the UK market and to maintain supply.
12. Government funding and regulatory reforms have also supported the expansion of public charging infrastructure, contributing to a substantial increase in the number of chargepoints nationwide.
13. However, the impact of Government policy has not always been consistent. Following several changes to eligibility and reductions in value over time, the Plug-in Car Grant was discontinued in June 2022. The removal of the grant widened the upfront cost differential between EVs and internal combustion engine (ICE) vehicles. In the absence of purchase incentives, private buyers — as opposed to company car buyers — were less encouraged to switch. As a result, private retail demand for new EVs was notably weaker in early 2024, even though overall EV registrations continued to grow, driven largely by fleet sales. [6]
14. Similarly, exemptions for electric cars from Vehicle Excise Duty (VED) and the Expensive Car Supplement ended on 1 April 2025. An Electric Car Grant was then introduced three months later. This “stop-go” approach to incentives, alongside mixed policy signals in recent years, have at times created uncertainty in the market and undermined consumer confidence. One example is the previous Government’s decision to delay the planned phase-out of new petrol and diesel cars from 2030 to 2035, reversing an earlier commitment. [7] 
15. Other Government policies, such as the disparity between VAT rates for public and private chargers, undermine efforts to accelerate EV adoption.
16. As decarbonisation of road transport moves forward, clear, stable and consistent policy signals, across the whole range of government policies, will be critical to sustaining confidence among consumers and industry.
17. Government policies have not accelerated adoption of all types of EV. As the Motorcycle Industry Association (MCIA) has pointed out, Government policies have primarily supported electric cars and vans, while L-‑Category vehicles—including mopeds and motorcycles—have been largely overlooked, despite their potential for rapid, affordable decarbonisation. The Electric Car Grant contrasts with the withdrawal of the Plug-in Motorcycle Grant (PiMG) for mopeds, the upcoming expiration of the PiMG for motorcycles, the retention of an outdated £10,000 eligibility threshold, and the exclusion of other L-Category vehicles. Non-financial barriers remain‑ significant: complex licensing arrangements restrict access, and weak enforcement against illegal e-bikes has distorted the market, undermined public confidence, and eroded regulatory credibility.
18. There are important gaps in the Government’s policy framework for accelerating EV adoption that need to be addressed. These include:

• Improving affordability of EVs through targeted financial incentives.
• Taking action to strengthen the second-hand EV market.
• Accelerating the rollout and ensure a more even geographic distribution of charging infrastructure.
• Sustained investment in depot and public charging for commercial vehicles, particularly to support small and medium-sized enterprises and operators outside urban areas.
• Delivering faster and more predictable electricity grid connections.
• Pursuing a more inclusive strategy for accelerating EV adoption – for example, recognising the role of low and zero emission L-Category vehicles in designing fiscal strategies and removing non-financial barriers to uptake.

19. Finally, greater emphasis is needed on improving public understanding of EV ownership — including total cost of ownership and practical usability — to support the transition from early adopters to mass-market uptake.

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

20.    Registrations of new battery electric vehicles (BEVs) increased by 23.9% in 2025, significantly outpacing growth in the wider new car market, which rose by 3.5% over the same period.[8] BEV registrations increased by 21.4% in 2024 and 17.8% in 2023, indicating sustained momentum in consumer demand for EVs.[9]
21.    Despite this impressive growth, EV market share has remained below the requirements set out in the ZEV Mandate. In 2025, EVs accounted for 23.4% of all new UK car registrations[10], compared with a ZEV Mandate target of 28%, even though a larger number of models were available. Similarly, in 2024, EVs achieved a 19.6% market share[11], falling short of the 22% target for that year.
22.    Registrations of electric vans increased by 36.2% in 2025, despite a 10.3% contraction in the overall van market. EVs accounted for 9.5% of all new van registrations, but this compared to a ZEV Mandate target for the year of 16%.[12]
23.    The above ZEV Mandate targets do not fully reflect the flexibility built into the policy framework, such as provisions for credit banking, borrowing, and purchasing.
24.    However, the ZEV Mandate will become significantly more demanding in the coming years. Targets for new electric car and van sales are set to rise sharply. This underlines the case for a comprehensive, consistent policy framework for boosting demand for EVs, including targeted financial incentives and support for the second-hand EV market; accelerating the rollout and ensuring a more even distribution of charging infrastructure; and delivering faster and more predictable electricity grid connections.

3. 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?

25. The Electric Car Grant, launched in July 2025, has supported EV take-up by lowering upfront costs for buyers of qualifying models. Data from Autotrader indicated a significant surge in interest, with 4.5 million views of EVs on their platform in the three months following the announcement of grant —an increase of nearly 17% over the previous quarter. [13] 
26. In September 2025, the UK recorded its highest ever monthly volume of new battery electric car registrations, with 72,779 BEVs registered — a notable increase in both volume and market share compared with the same month in 2024.[14]
27. Part of this growth can be attributed to the Electric Car Grant, with models eligible for the grant showing stronger sales increases and enquiries than non-eligible vehicles since the scheme’s introduction[15][16] It should be seen in context: patterns of take-up have also reflected increasing consumer choice and broader model availability, competitive pricing by manufacturers, and ongoing expansion of charging infrastructure.[17]
28. A weakness of the Electric Car Grant is that incentives for private buyers were withdrawn for several years prior to its introduction, while much of recent EV uptake has been driven by fleet and company car purchases benefiting from tax-advantaged schemes and grant eligibility criteria tailored to new models.
29. The Plug-in Van Grant is important for fleets and small and medium-sized enterprises, enabling early adoption of electric vans in urban and regional delivery operations.[18] It should be extended beyond 2027.
30. Industry bodies such as the British Vehicle Rental and Leasing Association (BVRLA) warn that stimulating new EV registrations via grants, without parallel support for the used market, risks greater supply–demand imbalance and further downward pressure on second-hand values, eroding confidence and increasing finance costs. Industry commentary highlights that substantial depreciation in used EV values risks higher finance costs and reduced affordability in the second-hand market, as weaker residual values feed through into leasing and personal contract purchase (PCP) pricing models.[19]
31. In the car leasing market, salary sacrifice schemes and benefit-in-kind (BiK) tax incentives have proven highly effective in encouraging the uptake of EVs, Surveys and industry reporting indicate that tax and National Insurance savings available through salary sacrifice schemes have been a key factor driving employee decisions to choose EVs through these programmes, with uptake increasing as a result.[20]
32. There is, however, evidence that lower-income households risk being left behind in the transition because few electric cars fall into the lowest price brackets. According to the No Driver Left Behind 2026 report from Autotrader, households earning below £40,000 remain significantly less likely to consider buying an electric car than higher-income households.[21]
33. The Government’s decision to target the Electric Car Grant at more affordable vehicles is welcome. In addition, it should:

• Strengthen the lower cost EV market by investigating support for social leasing schemes, offering subsidised lease rates for EVs to lower income groups.
• Develop the second-hand EV market [see question (f) below], thereby assisting lower income groups, who are more likely to buy used cars as their main vehicle purchase choice..[22]
• Develop a cost benefit analysis model to show the financial and environmental impacts of fiscal measures designed to increase the uptake of new and used zero emission vehicles, starting with cars, as previously advocated by Zemo Partnership[23], enabling the Government to improve the targeting and effectiveness of such measures.

4. 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?

34. Zemo Partnership is currently consulting members and formulating our detailed response to the Consultation on the Introduction of Electric Vehicle Excise Duty (eVED).[24]
35. We have previously called for an honest national debate on how pricing can reduce congestion, support greener travel and efficient road use, as well as replacing fuel duty as the fleet electrifies.[25]
36. There is a risk that the proposed eVED will increase EV running costs, impact the used EV market and make delivery of the ZEV mandate more challenging.
37. We will seek Government action to mitigate these potential impacts, including by strengthening the lower-cost and used EV markets, ending the unfairness in the application of VAT on private and public charging and addressing misinformation about EVs.

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

38.              Supporting the second-hand market should be a policy priority for accelerating EV adoption and driving up demand. In the car market, around 80% of UK sales occur in the second-hand segment[26],, so its health directly affects mainstream uptake. In the van and light commercial vehicle market, fiscal support for the second-hand market is similarly critical to encourage sole traders and SMEs to switch to electric vans, helping to overcome high upfront costs and residual value uncertainty.

39.              Government tax incentives and grants have played a key role in stimulating demand for new electric cars. However, this success has come at the same as a growing imbalance in the second-hand‑ market, where supply is now outpacing buyer demand. Residual values for used electric cars have already fallen significantly: leasing industry data shows that prices for used EVs have dropped by around 50–60 % over recent years as a large volume of off lease vehicles enters the market and incentives continue to push down new‑ vehicle pricing, thereby weakening trade‑ in‑ values[27][28].

40.              Targeted measures, such as used EV grants or incentives to stimulate second-hand demand, are urgently required to stabilise residual values and prevent these market dynamics from stalling the wider transition to zero-emission vehicles.

41.              Industry surveys show that battery degradation is a top concern for prospective used EV buyers, with many car dealers reporting that battery health concerns frequently deter purchases[29]. This perception persists despite evidence that most used EV batteries retain a high proportion of their original capacity well beyond typical ownership periods, suppressing demand.[30]

42.              Surveys also indicate that around 87–88% of used electric car buyers seek independent, certified battery state-of-health assessments before purchase.[31]

43.              UN Global Technical Regulation No. 22 (GTR 22) establishes internationally harmonised standards for EV battery durability and state-of-health reporting. The UK Government is considering adopting GTR 22[32] but no clear timetable has been announced.

44.              The Government should:

• Introduce grants for used electric cars that fall within the typical price range of equivalent new entry- to mid-level models; possibly extending the Electric Car Grant to used electric cars and making the Plug-in Van Grant available to used vans.
• Examine options for a residual values stabilisation scheme, to address the challenges from asset depreciation.
• Exempt affordably priced used battery cars from BiK tax for five years.
• Investigate reducing VAT on used EVs.
• Publish a clear plan and timeline for incorporating GTR 22 into UK law.

6. What are the most significant factors affecting consumer confidence in EV, and how can they be addressed?

45.                            The most significant factors affecting consumer confidence in EVs are:

• Purchase price, running costs and residual values[33][34]
• Charging costs, particularly on public networks[35], following a 38% average increase in public charging prices since 2021, with rapid/ultra-rapid standing charges increasing up to 462%, driven in turn by wholesale electricity and network costs, policy levies, and VAT disparities. [36]
• Residual value uncertainty, especially in the used EV market.
• Charging infrastructure availability and accessibility[37][38].
• Battery longevity, particularly in the used EV market[39].
• Vehicle range, particularly in electric vans.

46.              Zemo Partnership’s proposals to support the lower-cost and used EV markets, including confidence in battery longevity, are set out in the responses to questions (c) and (e). Our proposals on equalising VAT and addressing standing charges are set out in the response to question (h). Our proposals for expanding and improving chargepoint provision are set out in the responses to questions (g) and (h).

47.              Zemo Partnership has called on the Government to introduce incentives that encourage manufacturers to supply van technologies capable of longer ranges, aligned with market demand, while also supporting infrastructure solutions that enable reliable charging for commercial fleets.[40]

48.              Many factors affecting consumer confidence in EVs are shaped by consumer perceptions that have not kept pace with technological and market developments. A 2025 Lloyds Bank study showed that UK drivers significantly overestimate the purchase price and ownership costs of EVs, reinforcing perceptions that they are unaffordable. The same survey showed that many overestimate battery degradation, often believing replacements are needed after eight years, despite evidence that batteries typically last much longer.[41]

49.              Despite generally strong safety ratings, perceptions of battery-related safety (fire) risks persist[42].[43] These concerns are often influenced by high-profile incidents involving lithium-ion batteries in other products and by ongoing media coverage of rare EV fires. The DfT has previously noted the role of “a concerted campaign of misinformation” via the media in influencing public attitudes to EVs.[44]

50.              There is also clear evidence of an information gap about buying and running EVs. The 2026 Cox Automotive Europe report found that 56% of drivers who have never driven an EV feel they do not have enough information about owning one, while AXA research from 2025 found that 64% of respondents believe there is insufficient public information about how to buy a used EV.[45]

51.              Addressing misinformation and improving consumer understanding of EV costs, benefits and ownership will be critical to accelerating adoption. Zemo welcomes the Government’s recently launched ‘Get that electric feeling’ campaign, to highlight the availability of the grant, the potential to save up to £1,400 on annual running costs by buying an EV. It also seeks to dispel concerns about the UK's charging infrastructure.

52.              We would be pleased to support further Government and industry efforts to improve public understanding and counter misinformation about EVs. This includes disseminating robust, consistent information to the public about the range, charging options and full life cycle environmental impacts of zero (tailpipe) emission vehicles compared with ICE vehicles.

53.              Zemo Partnership has developed a proposal for an enhanced digital ‘new car environmental label’ to help buyers choose the most environmentally friendly and cost-effective car for their needs.[46]

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

54.              At the end of 2025 there were 87,796 public chargepoints across the UK, but deployment is slowing. Year-on-year growth fell to 19% in 2025, compared with 45% in 2023 and 37% in 2024. [47] Slower delivery reflects Covid-related delays, policy uncertainty around the ZEV mandate, and rising charging and electricity costs. Analysis using Zapmap and DfT data reportedly suggests that around 32,000 new chargepoints per year—more than double the number added in 2025—will be required to reach at least 250,000 chargepoints by 2030. [48]

55.              While recent grid connection reforms are welcome, sustaining deployment at the required scale will depend on addressing non-grid barriers that affect delivery, investor confidence and user experience. Planning and local authority processes remain a significant constraint, reflecting ongoing capability and capacity gaps at local level. Although permitted development rights have been expanded, delays associated with Traffic Regulation Orders and street works permissions continue to create uncertainty, particularly for on-street and urban installations. Stronger strategic coordination is also required: charging demand is not always fully integrated into transport and road investment decisions, and not all new road schemes deliver additional charging infrastructure.

56.              Better alignment between transport planning, energy planning and infrastructure delivery—supported by closer coordination between the DfT and the Department for Energy Security and Net Zero—would help ensure that charging provision keeps pace with vehicle uptake and is delivered where it is most needed, including along the strategic road network and in underserved regions.

57.              Clear, enforceable safety and smart-charging standards will be essential as the network expands. Effective smart-charging requirements support grid stability, protect consumers from higher or more volatile charging costs, and reduce cybersecurity and data risks as infrastructure becomes more connected and higher-powered.

58.              Finally, the adequacy of the overall scale of charging provision also warrants further attention. While the 300,000 expectation provides a useful signal, it may sit at the lower end of what is required to support continued EV uptake. DfT estimates suggest public charging demand in 2030 could range from 250,000 to 550,000 chargepoints[49]. Similarly, EV Energy Taskforce modelling points to a central estimate of around 490,000 by 2035. [50] reliance on a single national chargepoint target risks does not assess whether the right types of infrastructure, with appropriate levels, is being delivered in the right places. Nor does it address uneven regional distribution. More sophisticated, use-case-based metrics are therefore needed to reflect different charging needs and address persistent regional disparities, particularly in rural areas and underserved regions.[51]

59.              The Government should:

• Accelerate planning and local authority processes by reforming Traffic Regulation Orders and street works approvals, improving consistency across authorities, and setting clearer timelines and accountability.
• Strengthen strategic coordination between transport, energy and infrastructure planning, with closer alignment between DfT and the Department for Energy Security and Net Zero to ensure charging provision is delivered where demand is greatest, including on the strategic road network.
• Maintain and evolve smart-charging and safety standards, including the Smart Charging Regulations, to support grid stability, protect consumers, and manage cybersecurity and data risks as the network scales.
• Move beyond a single national chargepoint target and adopt use-case-based metrics that reflect different charging needs (near-home, destination and journey charging) and address regional and rural disparities.[52]

(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?

Accessibility to public chargepoints

60.              Poor access to reliable charging remains a key barrier for prospective electric car and van buyers. Around one third of UK households do not have access to off-street parking and are therefore dependent on public chargepoints. [53] Access to reliable on-street public charging is uneven, and many households are not within convenient walking distance of a charger. [54] Residents of multi-occupancy buildings and lower-income households are disproportionately affected by this barrier. [55]

61.              Around 90% of UK van fleet operators would rely on public or on‑street charging if they switch to EVs.[56] Many businesses also report that installing chargers at their own operating bases would be difficult, making public charging infrastructure essential to their operations.[57] Given that around one third of households lack off‑street parking, van drivers must who take vehicles home overnight depend on the public network. The limited number of van‑friendly public chargepoints[58]—especially those with larger bays and sufficient cable reach[59]—undermines operator confidence in transitioning to electric fleets.[60][61]

62.              The “charging divides” can be addressed in part by making cross-pavement charging options more accessible to individual drivers. The Government made welcome progress in 2025 by reducing planning and licensing barriers to cross-pavement charging solutions. The recent consultation on further expanding permitted development rights to explicitly cover the installation of cross-pavement charging solutions and associated domestic chargepoints[62] is also a positive step.

63.              However, further action is needed to ensure equitable access to charging infrastructure, including for those without off-street parking and for electric van users who take vehicles home overnight. The Government should:

• Establish a statutory “right to charge” for residents without off-street parking, including those living in multi-occupancy buildings, to ensure that lack of private parking does not prevent participation in the transition to EVs.
• Promote the sharing of private chargepoints, for example by offering a £50 incentive to the first 100,000 private chargepoint owners who register their chargers on an approved sharing platform. This could more than double the UK’s available chargepoints at a cost of just £5 million, representing a highly cost-effective way to expand charging access quickly.
• Require all publicly funded EV charging projects to produce a Vehicle Inclusivity & Accessibility Plan to ensure physical access for vans and other larger EVs, with appropriately sized bays, safe turning space, and pedestrian-friendly layouts and specifying connector types and charging speeds suitable for commercial fleets and encourage flexible bay designs where legally permissible.
• Ensure dedicated funding for community charging schemes and depot-based solutions to support van drivers and small businesses.

Affordability

64.              Consumers without a private driveway or garage suffer a financial penalty when charging EVs. Public EV charging is subject to VAT at 20%, compared with 5% domestic electricity used for home charging. The disparity risks leaving thousands of households without driveways behind in the transition to net-zero transport. Standing charges, levied on the basis of capacity rather than usage, further burden operators of low-utilisation or community infrastructure. These costs are ultimately passed on to consumers, further increasing prices for those reliant on public charging.

65.              Zemo Partnership has previously proposed applying the lowest VAT rate to EV charging regardless of where vehicles are charged. [63] We therefore welcome the Government’s announcement in Budget 2025 of a review, scheduled for Q1–Q3 2026, into the high costs of public EV charging. The Government should use this review to:

• Model the net fiscal impact of equalising VAT rates, comparing revenue forgone with additional tax receipts arising from increased electric vehicle uptake and electricity consumption.
• Reduce the impact of standing charges on chargepoint operators, particularly for low-utilisation, on-street, and community-based infrastructure.
• Explore additional targeted incentives to improve the affordability of public charging for low-income households.

66.              Finally, it is important that any policies arising from this review are not undermined by other policy signals that risk suppressing electric vehicle demand, particularly during this critical period of market transition.

Geographic equity

67.              Public chargepoint distribution remains uneven. Greater London has 317 devices per 100,000 population, around 2.5 times the UK average; Northern Ireland has the lowest per capita provision. Scotland leads in higher-powered chargers (50 kW+), while most English regions have between between 75 and 130 devices per 100,000 population. [64]

68.              Urban areas account for around 85% of chargepoints in England, leaving rural areas underserved.[65] Some areas—particularly rural ones—are likely to remain less commercially viable for operators. Such areas may therefore require ongoing government intervention, including grant funding for new chargepoints and action to address delays in local authority delivery.

69.              The DfT uses the Local Electric Vehicle Infrastructure (LEVI) Fund to support a wider regional distribution of public chargepoints, prioritising areas with the greatest need. The department works through local authorities to draw on their local knowledge when determining appropriate locations for infrastructure. However, is current “chargepoints per head” metric does not capture local variations or future demand. Zemo Partnership recommends that sub-regional analysis, informed by LEVI Fund outcomes, is developed to identify gaps and guide future interventions.

70.              While the number of ultra-rapid chargepoints at motorway service areas has increased, their distribution inconsistnet. Some motorway service areas do not yet meet a minimum baseline of provision and gaps in chargepoint provision on some stretches of major A roads, for example, on major A–roads in the South West, West and the North of England.[66]

71.              The Rapid Charging Fund (RCF) was intended to future– proof electricity capacity on the strategic road network in the longer term by part–funding the capital costs of upgraded grid connections. The RCF was effectively scrapped in June 2025, having allocated none of its £950million funding.

72.              The DfT has said that on major A-roads—where operators have greater flexibility over site selection—it is seeing gaps reduce over time. It expects that the commercial attractiveness of many of these routes will lead the private sector to address remaining gaps.[67] However, progress is likely to be slower on more remote routes where commercial incentives are weaker.

73.              Zemo Partnership recommends that the DfT publish a clear strategy to address gaps in charging infrastructure on key routes, particularly in remote areas where commercial investment is weaker.

Accessibility for vulnerable groups

74.              By 2035, there are projected to be around 2.7 million disabled drivers in the UK, with up to 1.35 million expected to be partially or wholly reliant on public chargepoints due to limited home charging options.[68] Currently, only around 2% of on-street public chargepoints are adapted for disabled motorists[69]. According to the Motability Foundation, no public chargepoints are fully compliant with every requirement of the PAS 1899 accessibility guidance.[70]

75.              PAS 1899 has remained voluntary while the Government, British Standards Institution, industry groups and disability stakeholders worked on a review to address practical challenges and barriers to implementation.

76.              The review has concluded with a new version of PAS 1899 due this year. The Government should now set a timetable and criteria for rolling out the mandatory application of PAS 1899, as enabled by the Planning and Infrastructure Act 2025, to ensure accessibility improvements.

Availability of grid connections

77.              Securing timely electricity grid connections remains a key barrier to EV infrastructure rollout, affecting public charging hubs, on-street installations, and larger fleet depots, and posing risks to consumer confidence, investor certainty. Required uppgrades by Distribution Network Operators add cost, complexity, and delay, particularly in constrained urban and rural networks. Competition from other sectors exacerbates queues for connections.

78.              In 2005, reforms led by Ofgem, the National Energy System Operator, and the Office for Zero Emission Vehicles (OZEV) improved the process by prioritising ready-to-proceed projects and removing speculative applications. However, only generation and storage projects are formally prioritised according to strategic need. Transport-related electricity demand, including public charging, should be more explicitly prioritized, with criteria established to support consumer confidence, regional equity, and decarbonisation goals, alongside delivery readiness.

79.              In December 2024, the Government published the outcome of a review, led by OZEV, on improving grid connections for EV charging infrastructure.[71] While the review usefully identifies common barriers, clarifies responsibilities, and highlights best practice, it does not resolve ongoing delays or inconsistencies faced by developers. Persistent weaknesses in service quality, transparency, and accountability continue to undermine delivery and investor confidence. More decisive regulatory action is needed.

80.              Zemo Partnership recommends that Ofgem should introduce enforceable minimum service standards, stronger performance obligations, and incentives for network companies, ensuring grid connections ensuring that grid connections do not become a bottleneck for EV infrastructure deployment or the wider transition to zero-emission transport. These measures can be delivered through Ofgem’s ongoing Connections End-to-End Review of the regulatory framework.

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

81.              Zemo Partnership has no comment to make on this question.

January 2026

Endnotes