RUNNING OUT OF TIME?

Following confirmation that the Government is moving the ban on the sale of petrol and diesel forward to 2030, could rapid charging hubs be the solution for fleets they appear? Martyn Collins finds out.

In its Spring 2020 Budget, the Government pledged £500m over the next five years to support the roll out of rapid charge points, including a Rapid Charging Fund to help businesses with the cost of connecting fast charge points to the electricity grid.

With the subsequent introduction of the 0% BiK rate bringing particular benefits to company car drivers, sales of EVs to company buyers continued to rise, so we asked the industry experts for their opinion...


By my count there are less than 80 locations nationwide that can provide an ultra-rapid charging experience which in theory can charge at the rates the Government claims.

SHOULD THIS BE WHERE THE GOVERNMENT IS SPENDING ITS MONEY?

The Government’s plan to move the ban forward on the sale of internal combustion engine (ICE) vehicles by a decade, there is now more than ever an urgent need to establish a network of charging locations. However, it is absolutely vital that the infrastructure that is put in place is not only viable but also understood.

Despite there being in the region of 11,000 charging locations in the UK (source: edfenergy.com), this number flatters to deceive, according to Sam Clarke, Gnewt founder and now chief vehicle officer at Gridserve Sustainable Energy.

“Of those locations, only 20% constitute ‘rapid charging,’ which in reality is a one to two-hour charge from empty to full.”

Moreover, these locations can typically cater for one or two vehicles at a time, which based on the trajectory of vehicle electrification is not nearly enough.

If we look at the more relevant and practical solution of high speed ‘ultra-rapid’ charging, which it’s assumed the Government is referring to, data is much harder to come by. Clarke goes on to say: “By my count there are less than 80 locations nationwide that can provide an ultra-rapid charging experience, which in theory can charge at the rates the government claims. By contrast we have 8,385 petrol stations.” (source: Statistica.com)

Chris Pateman-Jones, CEO of Connected Kerb, is grateful the Government is taking charging seriously, but he believes the focus on rapid charging is a missed opportunity. He says: “Rapids and ultra-rapids are needed, especially to break up long journeys. But rapid chargers have limited use for the general population who drive less than 20 miles per day and rarely need to top up on route. As range increases, the use of rapids and ultra-rapids could decrease further.

“Connected Kerb research found 67% of EV drivers would not have bought an EV if they did not have access to overnight charging, whilst 89% would be encouraged to buy one if they had a space at home or work where they could charge. That is a clear message that EV drivers want chargers aligned to where they leave their cars, not where they have to drive to fill up.”

David Savage, regional manager at Geotab UK and Ireland, believes that making the switch to electric is no easy task for fleet and these government incentives help with the transition, but the ability to charge with convenience is also a crucial point.

He comments: “Consumers and businesses alike are used to filling up at the petrol station within minutes, and therefore changing driving habits to accommodate for EV charging is a challenge. Making it as convenient as possible to charge, whether it be overnight unproductive hours or at the convenience of at home in the garage – the ability to charge without any hurdles is key for sustained uptake.”

“The ability to charge without any hurdles is key for sustained uptake.”

David Savage Regional manager at Geotab UK and Ireland


General consensus within the industry is that the Government needs to stop being fixated on the number of charging locations and instead focus on the number of connectors and the speed vehicles can be charged at each location.
“Fleets will be able to switch away from ICE and into EV all the more seamlessly, because the stark reality is in less than 15 years, there won’t be another option.”

Sam Clarke Gnewt founder Chief vehicle officer at Gridserve Sustainable Energy

IS THE FUNDING TARGETING THE RIGHT AREAS?

The Government’s funding is likely to be directed toward strategically placed rapid charging ‘hubs’. However, a key factor in the overall cost of these projects is the challenge of bringing enough power supply to a given location. The hope is that the Government will support power supplies with considerable funding and if so these hubs will be a welcome addition to the UK’s infrastructure mix.

However, what is likely to happen to end-users of these rapid hubs is that they will probably pay a premium for the service to recoup investment and for the convenience. This could lead to EV drivers favouring charging at home, or when they are parked.

Christopher Cheetham, senior business manager at Pod Point, says: “When confronted with the option to charge at home or work (or even at a local business) on a cheap tariff, versus going out of their way to a rapid hub and paying a premium I would expect most drivers to favour the ultimate convenience of letting their vehicle charge whilst they’re asleep or parked anyway. Overnight charging will also become more important for future grid management so that we can shift peak charging times to periods of low grid intensity.”

General consensus within the industry is that the Government needs to stop being fixated on the number of charging locations and instead focus on the number of connectors and the speed vehicles can be charged at each location.

Sam Clarke of Gridserve Sustainable Energy adds: “This fiscal injection for charging infrastructure is therefore welcome, but it is imperative that it is fed in the right areas and that we have electric forecourts, each one which can cater for tens of vehicles charging simultaneously and at ultra-rapid speeds. In doing so, fleets will be able to switch away from ICE and into EV all the more seamlessly, because the stark reality is in less than 15 years, there won’t be another option.”


Slow charging (3-7kW) is better for grid power management and increases opportunity to make use of renewable energy and cheap tariffs.

Christopher Cheetham Senior business manager at Pod Point

SO WHERE DOES THIS LEAVE FLEETS?

According to the EV Clinic, held at the Great British Fleet Event in January 2020, just 8% of drivers have the ability to home charge. Then there is the question about how companies could reimburse their drivers via expenses for the electricity used. So rapid charging hubs could be the answer, but this could mean a real shift change in the way fleets are operated.

Battery technology is improving, with most EVs now able to handle a day driving around. Longer trips are where ultra-rapid chargers will be needed, but unnecessary use of these fast chargers is not to encouraged, as they will degrade the batteries, with the result being battery damage, thus affecting the vehicle’s life and ultimately its residual value. Chris Pateman-Jones says: “Our data shows people want to charge whilst their vehicle is idle, and those driving fleet vehicles surely feel the same. Indeed, many fleets we’ve looked at have long periods (often overnight) where they sit unused at the depot… primed for charging!

“Drivers want to return to their depot, home, or designated parking space, and plug in, so they are ready to go in the morning. They won’t want to charge at the end of the day. The irony of ‘rapid’ chargers is that they actually add 30 odd minutes to your day, while you wait to charge, before you can drive to your parking space.”

There is also the question of affordability of the ultra-rapid charging being proposed. Christopher Cheetham says: “Given the option, will people (with an average EV battery) want to charge for £5 while they sleep, or pay £50 for a 10-minute charge? Slow charging (3-7kW) means electricity trickles in gently over several hours which is better for batteries. It is also better for grid power management and increases opportunity to make use of renewable energy and cheap tariffs.

“Electric fleet operators should, where possible, install slow charging in locations where the fleets rest for long periods of time, for example overnight. For the Government’s part, they should strategically deploy chargers where people leave their cars for long periods of time, for example on-street or at work car parks.”

Pod Point estimates that in order to provide a workplace or residential charger for every motorist without their own private parking, around 10,000 chargers need to be installed every month between now and 2035. Rapid chargers have a place in the EV ecosystem, but they are often a last resort. Putting them at the centre of a strategy to encourage EV uptake is well-intentioned, but wrong-headed and not backed by evidence. The Government has made a good start but there is much more to do, with most fleets expected to install their own depot-based charging facilities, with the support of the Rapid Charging Grant to power them.

“EV drivers want chargers aligned to where they leave their cars, not where they have to drive to fill up.”

Chris Pateman-Jones CEO of Connected Kerb

TOO LITTLE, TOO LATE?

The industry consensus seems to be that it isn’t too late, but the Government needs to put in additional funding to support its zero emission aspirations.

As Gerry Keaney, chief executive of the BVRLA, says: “Overall, we believe that the Government is going to make some significant, long-term funding investments if it is to have any chance of achieving a 2030 or 2035 phase-out of [new] ICE cars.

Modelling we recently commissioned from Cambridge Econometrics suggests that the Government will need to spend around £100bn over the next 15 years, providing long-term incentives via plug-in grants, company car tax discounts, 100% first year capital allowances and VAT exemptions.”

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