Written evidence submitted by Motability Operations Ltd (SEV0109)
Executive Summary
Over 12% of the Motability Scheme fleet – around 100,000 customers – is now electric, demonstrating that an inclusive EV transition is achievable for disabled people on the Scheme. However, disabled drivers face specific barriers that risk leaving them behind as the UK approaches the phase-out of new petrol and diesel cars by 2030. Disabled people are less likely to purchase or lease an EV, particularly a new one, and this is compounded by the fact that households with a disabled member typically have lower incomes than non-disabled households.[1]
The steps the Government has taken to support EV adoption are welcome, but further policy intervention is needed to ensure the transition works for everyone, particularly disabled people. Research by Motability Operations identifies three critical challenges: charging infrastructure that is often inaccessible and expensive; inconsistent policy signals that undermine consumer confidence at a time when affordability is paramount; and an underdeveloped used EV market that locks out lower-income households. [2]
To ensure disabled people are not left behind as the EV transition accelerates, we recommend further interventions across three priority areas:
2. Policy certainty and affordability
3. Confidence in the used EV market
The evidence presented in this submission draws on the Motability Scheme’s ‘EV Transition Tracker, January 2026’ as well as previous reports in June and September 2025. Through recent primary research, using quantitative and qualitative techniques, the Tracker seeks to understand the factors shaping driver confidence and the barriers to electric vehicle (EV) adoption. The January Tracker draws on customer surveys (1,144 Motability Scheme customers), UK public surveys (3,085 respondents), and Go App data from 35,000 customers over two years.[3]
About the Motability Scheme
The Motability Scheme, overseen by the Motability Foundation and delivered by Motability Operations, supports over 890,000 disabled people, giving them a lifeline and connecting them to life-changing independence and freedom. The Scheme borrows from the bank and bond markets to fund the purchase of new vehicles (petrol, diesel and electric) that are available on the market. This is the most cost- effective way to provide private car mobility to disabled people, taking into account depreciation and running costs over the period of a three or five year lease. Through the Scheme, disabled people receiving a qualifying disability allowance can choose to exchange their allowance for a good value, accessible vehicle lease. This provides disabled Motability Scheme customers with choice in how they get around, and the ability to access work, education, healthcare and essential services independently. At the end of the lease, we resell the vehicles to the used car market.
The Motability Scheme is also a driver of growth, supporting employment and economic activity. Research by Oxford Economics shows that the Scheme supports 34,000 jobs in communities across the UK and contributes £4.3 billion to the UK economy. In addition, the research shows that, on average, Motability Scheme customers were able to work an additional 2 days per week because of access to their vehicle. 21% experienced a substantial improvement in employment opportunities highlighting the impact of accessible and reliable mobility solutions.[4]
The Motability Scheme is committed to ensuring disabled people are included at every stage in the transition to electric vehicles (EVs). We are working hard to ensure disabled people are not left behind, supporting EV adoption where possible, addressing barriers like accessible charging, and investing in solutions that make the transition fair and practical. The Scheme also helps remove the relatively large upfront and ongoing maintenance costs that usually impose a heavy financial strain on low-income households. Nearly half of our EV fleet (47%) is in the poorest third of English council areas and is not concentrated in affluent regions. In contrast, only 25% of the wider UK EV fleet is found in those same areas.[5]
Responses
UK Government policy, particularly the Zero Emission Vehicle (ZEV) mandate, has driven momentum in EV adoption. By setting annual minimum proportions of manufacturers’ new vehicle registrations that must be zero-emission, the mandate encourages OEMs to prioritise routes to market that deliver volume and certainty, including fleet sales. However, current rates of uptake are not on track to meet 2030 targets, particularly among disabled drivers on the Motability Scheme.[6] EV adoption within the Scheme is growing more slowly than in the wider market, reflecting persistent barriers around affordability, charging access and vehicle suitability.[7]
Whilst opposition to EVs is softening across the general population, disabled drivers on the Scheme remain more sceptical - with perceived barriers around the reliability, affordability and accessibility of charging infrastructure. [8] Despite this, drivers on the Scheme who already lease EVs overwhelmingly hold positive views and would choose another EV. The challenge lies in enabling first-time experience, which our research shows is transformative in building confidence.[9]
As a result of these barriers, disabled people on the Scheme are approaching the transition to zero-emission vehicles with significantly less confidence than the general population.[10] There is a risk that some will feel pushed into a transition they are not yet equipped to make, undermining trust and preparedness. This, in turn, threatens the independence of 890,000 disabled people who rely on a vehicle for essential access to employment, healthcare, education and community participation, and for whom alternative transport options are often limited or unavailable.
While the overall trajectory of EV adoption is moving in the right direction, continued policy support is essential to sustain momentum and ensure the transition progresses at the necessary pace without leaving the most vulnerable behind. The following sections set out our recommendations for accelerating EV uptake, with a particular focus on disabled drivers. [11]
The effectiveness of existing incentives
The Electric Car Grant (ECG) has proven effective in supporting new EV purchases in the UK, but the transition now stands at a critical juncture. Without charging infrastructure that is both accessible and affordable - at home and in public - many drivers remain unconvinced that switching to electric can meet their needs, with these barriers proving particularly limiting for disabled drivers.[12] Motability Scheme data shows one of the changes most likely to increase willingness to choose an EV is the ability to charge at home, cited by 20% of drivers overall and rising to 29% among Motability Scheme customers.[13]
The UK's EV energy tariff market is also overly complex, meaning consumers are not making the next step for cost of ownership reasons.[14] For a significant number of EV drivers, EV charging is still an individual demand led process of plugging in and charging at any time, regardless of electricity demand. [15] Whilst cheaper overnight rates are available for private and public charging, these typically involve higher daytime costs and standing charges, making comparison difficult for consumers who may lack awareness and understanding of smart.[16] Introducing regulatory standards to simplify tariffs would improve consumer understanding of smart charging and reduce barriers to EV adoption.
Disabled drivers on the Motability Scheme tend to rely more heavily on rapid and ultra-rapid public charging than on slower, lower-cost networks, highlighting a clear mismatch between what drivers need from public charging and what they are currently able to access.[17] This pattern is evident among both Motability Scheme customers and the wider public. Utilisation data from Zapmap shows that 71% of charging sessions take place at more expensive rapid and ultra-rapid chargers, compared with just 29% at more affordable slow or fast chargers.[18]
The disparity in VAT between home charging (5%) and public charging (20%) further exacerbates these cost pressures, particularly for drivers who are unable to charge at home.[19] In December 2025, the weighted average pay-as-you-go cost of public charging was 16p per mile on slow or fast chargers and 23p per mile on rapid or ultra-rapid chargers, compared with around 8p per mile for home charging.[20] This disparity undermines the economics of EV ownership for disabled drivers, who often cannot charge their car from their home because they don’t have off street parking or a parking space outside their home. Many disabled people on the Scheme are also on lower incomes and will face the highest charging costs due to reliance on rapid chargers.
The used car market, which typically provides the entry point for lower-income households to access EVs, currently receives no equivalent government support to the incentives available for new vehicle purchases such as ECG.[21] To ensure an inclusive transition, it would be helpful for similar incentives to those available for new vehicles to be extended to the used EV market, making electric vehicles accessible to households who cannot afford new cars.[22] [for further detail please see section 4.]
The impact of eVED
The introduction of Electric Vehicle Excise Duty (eVED) risks sending mixed signals to consumers at a critical point in the transition, potentially undermining confidence.[23] Around half of those considering an EV, report that the new tax makes them less likely to purchase one, which could slow the pace of adoption needed to maintain momentum, a view to which eVED may be contributing.[24]
The policy has particular implications for disabled drivers in receipt of DLA or PIP, who are currently exempt from Vehicle Excise Duty. For these customers, eVED represents an additional cost at a time when the Scheme itself will incur additional costs following the Government’s confirmation that VAT will apply to Advance Payments and Insurance Premium Tax to Scheme leases from July 2026.
With 42% of Motability Scheme customers having incomes below £20,000, additional costs risk acting as a significant deterrent where affordability is the primary concern.[25] The treatment of hybrid vehicles further adds to this complexity. Under the current proposals, there is a risk that plug-in hybrid drivers could face effective double taxation, paying both fuel duty and eVED. Without careful policy design, this could lead to unintended behavioural effects, discouraging customers who might otherwise consider a transitional step through a plug-in hybrid.
Taken together, this uncertainty may cause some disabled drivers to delay switching, or opt not to switch at all, increasing the risk that those who cannot easily use alternative transport are left without suitable mobility as the 2030 deadline approaches.
To address these issues, Government should:
We welcome the Department for Transport’s £63 million package to support home EV charging, alongside the Local Electric Vehicle Infrastructure (LEVI) programme. However, significant barriers remain for many customers when it comes to accessing charging infrastructure.
Motability Operations research shows that, for drivers overall, cost and accessibility are the most important factors when choosing a chargepoint, followed by proximity, with charging speed least important for everyday use.[26] Despite this, the majority of charging sessions take place at more expensive rapid and ultra-rapid chargers, reflecting the limited availability of affordable slow and fast charging options and highlighting wider issues around chargepoint distribution and access.[27] Our internal data also shows that, for 63% of customers, the accessibility features of a public chargepoint are a major consideration, reinforcing the importance of ensuring infrastructure meets recognised accessibility standards such as PAS 1899.
Cross-pavement charging has the potential to enable more drivers to charge at home and benefit from lower-cost energy and we welcome the Government’s Electric Vehicle Pavement Channels Grant. [28] However, Motability Scheme customers and disabled people have identified a number of design issues that render many existing products difficult or virtually impossible for disabled drivers to use, including the need to bend down, heavy or rigid components, awkward mechanisms that challenge users with limited grip or motor function, and that cannot be used from a wheelchair.[29] As a result, many disabled drivers on the Scheme remain reliant on public charging, where average tariffs are significantly higher and the most frequently used operators often charge premium rates[30] This can result in a de facto “disability premium”, undermining the financial case for switching and reinforcing hesitancy around EV adoption.
Chargepoint information
Nearly half of UK adults (46%) report that public charging points at supermarkets and motorway services are often unavailable, while 40% struggle to locate their nearest chargepoint and a quarter (25%) encounter damaged or broken facilities.[31]
Consumers need access to comprehensive chargepoint data through Open Charge Point Interface (OCPI) standards, providing real-time information on location, availability, pricing, accessibility features and reliability. Without this level of transparency, disabled drivers are unable to plan journeys with confidence or identify the most accessible and affordable charging options.[32]
Landlord permission
For many disabled people, home charging is not a convenience but a necessity, as public charging infrastructure is often inaccessible or impractical due to physical barriers.[33] Yet fewer than half of disabled drivers on the Motability Scheme believe their landlord would allow the installation of a home charger, with significant proportions knowing or believing permission would be refused.[34]
Internal data shows that, on average, 53% of Motability Scheme customers live in rental accommodation. Unlike essential utilities, home charging cannot be installed without landlord consent - effectively excluding a substantial group of drivers from the EV transition due to housing circumstances beyond their control.[35] Renters face multiple challenges, including a lack of dedicated parking space, costs to property owners, and approval processes requiring coordination between tenants, landlords, managing agents and, in some cases, planning authorities.[36] This creates a clear disadvantage compared with owner-occupiers, who are typically able to proceed independently.
Internal Motability Operations customer data shows that, among customers considering an EV at lease renewal, 23% lived in rented or social housing and required landlord approval to install a charger, while 51% were owner-occupiers able to proceed without further permission.
Geographic and cost equity
Well-served regions benefit from lower charging costs due to greater availability of affordable slow and fast chargers, while poorly served areas face both sparse infrastructure and higher prices. The EV transition is therefore creating a geographic lottery, where disabled people in London and Scotland are able to access more affordable charging, while those in regions such as the East Midlands, Yorkshire and other underserved areas face higher costs and reduced access.[37]
For example, 81% of Londoners live within a five-minute walk of their nearest charging point. Among Motability Scheme EV users in the capital, 58% of charging sessions take place on slow or fast chargers - the highest proportion of any region. By contrast, in the East Midlands, where only 24% of the population live within a five-minute walk of a charger, just 10% of charging sessions occur on slow or fast chargers.[38]
Therefore, without intervention, participation in the EV transition risks being determined by geography rather than willingness or need.
Misinformation
Misinformation continues to undermine confidence in the EV market. [39] Misleading claims about safety - particularly exaggerated concerns around fire risk compared with petrol and diesel vehicles - perpetuate unfounded fears that deter potential adopters. Ensuring consumers have access to accurate, accessible information about EV ownership is therefore essential.
The Department for Transport’s Get that electric feeling campaign demonstrates the value of proactive public education. However, further sustained effort is needed to address persistent myths and misconceptions, including through partnerships with trusted organisations to present clear, balanced information on the costs, benefits and practical realities of EV ownership in a way that mainstream consumers can easily understand.
Battery health standards
Concerns about battery longevity remain a significant barrier to EV adoption for both Motability Scheme customers and drivers more broadly.[40] Motability Operations research found that 17% of drivers who would not consider an EV for their next vehicle cited worries about battery lifespan, while three quarters (74%) of used car dealers report that battery health is a key concern for retail customers. Qualitative focus group research suggests that range anxiety is most acute during long-distance journeys, and 69% of Scheme customers who already drive an EV believe that battery degradation reduces range.
The battery life guarantee introduced by Motability Operations has proven highly effective in addressing these concerns.[41] The guarantee allows dealers to independently test battery health on any EV purchased from the Scheme, with the assurance that vehicles falling below a 90% threshold can be returned at no cost. During the pilot, dealer searches for EVs on the platform increased by 25%, and since launch, 110 dealerships that had previously only purchased petrol or diesel vehicles have bought EVs for the first time.[42]
There is the opportunity for the Government to build on this success by rolling out a battery health guarantee more widely, establishing industry-wide standards that improve transparency, support residual values, and address one of the most persistent barriers to EV adoption.
Recommendations
Without the expansion of local, affordable public charging in accessible locations, disabled drivers will continue to rely on expensive rapid charging, undermining the financial case for switching to electric.[43] To support a smooth and inclusive transition, we would suggest that Government, at all levels, should focus on the following actions:
Infrastructure deployment
Home charging enablement
Cost and transparency
Building confidence
The used EV market will be essential to delivering an inclusive transition for the wider disabled community. Many disabled people live on lower incomes, with around 20% of individuals in families where someone is disabled living on relatively low income.[44] For these households, access to car ownership through the second-hand market is particularly important. Developing a robust and affordable used EV sector is therefore critical to ensuring disabled people across all income levels can access electric mobility.[45] Without a functioning used EV market, disabled people on lower incomes risk being excluded from the transition entirely, left reliant on an ageing and more expensive petrol and diesel second-hand market.
A further fundamental barrier is concern around battery health and wider market uncertainty. Without confidence in the long-term performance and value retention of used EVs, consumers, dealers and lenders are more reluctant to engage with the market. This constrains supply, limits access to finance and disproportionately affects those who would most benefit from affordable used EVs.
As previously set out, the Motability Scheme has begun to address this challenge through its battery health guarantee, which has helped to boost confidence among both UK dealers and drivers.[46] This experience demonstrates that clear, trusted battery health standards can directly address one of the most significant barriers to used EV adoption and support residual values.
Another under-discussed risk relates to maintainability and consumer confidence in servicing and repair. Emerging evidence, including work by Consumer Scotland, suggests that the supply of trained EV technicians may not yet be keeping pace with the speed of the transition. For drivers, confidence does not end at the point of purchase. They need reassurance that, once a vehicle is out of warranty, it can be serviced or repaired quickly and locally, whether through a main dealer or an independent garage. At present, there is a perception that EVs take longer to fix and are harder to maintain.[47] If this is primarily a perception issue, it highlights the need for clearer information and myth-busting. If it reflects a genuine skills gap, it points to the need for a coordinated training strategy involving Government and OEMs.
To address these issues, Government should:
Summary
The transition to electric vehicles can deliver significant benefits for disabled people, but only if it is designed to be affordable, accessible and inclusive from the outset. The evidence set out in this paper shows that targeted, practical policy interventions – particularly on charging infrastructure, affordability and confidence in the used EV market – will be critical to ensuring disabled people are not left behind as the UK approaches 2030. With the right support, the EV transition can protect independence, widen opportunity and work for everyone.
January 2026
Endnotes
[1] Households Below Average Income: an analysis of the UK income distribution: FYE 1995 to FYE 2023 (March 2025)
[2] Motability Scheme EV Transition Tracker (January 2026)
[3] Motability Scheme EV Transition Tracker (January 2026)
[4] Oxford Economics (March 2025)
[5] Oxford Economics (March 2025)
[6] New car market up but ZEV trajectory unviable, The Society of Motor Manufacturers & Traders (January 2026)
[7] Motability Operations Annual Report and Accounts (December 2025)
[8] Motability Scheme EV Transition Tracker (January 2026)
[9] Motability Scheme EV Transition Tracker (January 2026)
[10] Motability Scheme EV Transition Tracker (January 2026)
[11] UK new car market breaches two million as almost one in four buyers go electric, The Society of Motor Manufacturers & Traders (January 2026)
[12] Motability Scheme EV Transition Tracker (January 2026)
[13] Motability Scheme EV Transition Tracker (January 2026)
[14] Electric Vehicle Smart Charging Action Plan (January 2023)
[15] Electric vehicle smart charging: consumer research, Energy Saving Trust (2024)
[16] Electric vehicle smart charging: consumer research, Energy Saving Trust (2024)
[17] Motability Scheme EV Transition Tracker (January 2026)
[18] Public charge point utilisation, Zapmap (January 2026)
[19] EV charging VAT analysis, Zapmap (October 2025)
[20] Electric vehicles: costs, charging and infrastructure, OZEV (April 2025)
[21] Industry urges swift action to support Used BEV market, BVRLA (July 2025)
[22] Used EV market enjoys record uptake as one in 25 buyers switch over summer, SMMT (November 2025)
[23] UK new car market breaches two million as almost one in four buyers go electric, SMMT (January 2026)
[24] Motability Scheme EV Transition Tracker (January 2026); Media factsheet: customers on the Motability Scheme (March 2025)
[25] Motability Scheme EV Transition Tracker (September 2025)
[26] Motability Scheme EV Transition Tracker (January 2026)
[27] Motability Scheme EV Transition Tracker (January 2026)
[28] Cross-pavement solutions for charging electric vehicles, OZEZ (December 2024)
[29] Plugging the gap – the need to improve the EV charging experience for disabled drivers, Transport Focus (September 2025)
[30] Motability Scheme EV Transition Tracker (September 2025)
[31] Motability Scheme EV Transition Tracker (June 2025)
[32] Release OCPI additions for accessibility of charge infra for disabled persons, EV Roaming Foundation (January 2026)
[33] Inaccessible Charging is Barrier to Electric for Disabled and Older Drivers, RIDC (July 2022)
[34] Motability Scheme EV Transition Tracker (January 2026)
[35] The Building Regulations 2010, HM Government (2021)
[36] EV Charging for flats and apartment buildings, EVA England (August 2025)
[37] Motability Scheme EV Transition Tracker (January 2026)
[38] Motability Scheme EV Transition Tracker (January 2026)
[39] New analysis finds widespread misinformation around EVs in UK newspapers, ECIU (August 2025)
[40] Retailers could unlock even more EV sales with battery health info, Autotrader (December 2025)
[41] Used battery health pledge boosts UK dealer and driver confidence in EVs (October 2025)
[42] Used battery health pledge boosts UK dealer and driver confidence in EVs (October 2025)
[43] Motability Scheme EV Transition Tracker (January 2026)
[44] Households Below Average Income: an analysis of the UK income distribution: FYE 1995 to FYE 2024, DWP (May 2025)
[45]No Driver Left Behind Report, Autotrader (January 2026)
[46] Used battery health pledge boosts UK dealer and driver confidence in EVs (October 2025)
[47] Consumer Experience of Electric Vehicles in Scotland, Consumer Scotland (August 2024)