Electric vans: What fleets really need to know before making the switch
Matt MacConnell looks at the benefits and challenges of running electric vans, and what fleets considering the switch need to know.
According to automotive data, analysis and intelligence company Jato, electric van adoption is continuing to grow across Europe’s major markets. Across the seven major European markets, electric LCV registrations increased from 21,000 units in 2019 to more than 126,000 units in 2025. Jato claims early 2026 data suggests the share has increased by 10%.
The decision to switch a van fleet from petrol or diesel to electric looks straightforward on paper. Fuel costs fall, tailpipe emissions disappear and for businesses operating in towns and cities, electric vans can make it easier to meet increasingly strict Clean Air Zone (CAZ) emissions rules. But the reality of running an electric van fleet is rather more complicated. For some operators, electric vans have fitted neatly into established routes. Charging has been relatively simple and drivers have quickly adapted to the quieter, smoother way of working. For others, the move has brought challenges that are less obvious when looking at a vehicle’s official range figure or a spreadsheet of running costs.
The biggest lesson is that there is no single answer to whether an electric van will work for a fleet. It depends on what the vehicles are being used for, how far they travel each day, where they are parked overnight and perhaps most importantly, whether the business has access to the right charging infrastructure. Many LCV manufacturers also offer a trial, meaning fleet managers and operators can test how well an electric van could fit into their fleet before purchasing one.
Many LCV manufacturers also offer a trial, meaning fleet managers and operators can test how well an electric van could fit into their fleet before purchasing one.
To understand the reality of electrification, it is often better to look beyond the headline figures and ask the fleets already using electric vans. Their experiences offer a more practical picture of where EVs work, where they can fall short and what operators need to consider before making the switch. From charging and range to payload, vehicle utilisation and driver behaviour, these are the lessons that can make the difference between a successful transition and an expensive learning curve.
Transport and storage company Lift Shift and Store won a high-top electric van through a competition in 2019. At first, drivers experienced range anxiety but soon learned to plan longer runs.
Likewise, the company found that some public charging bays were designed for cars and didn’t always allow for the height or length of a commercial vehicle. That said, it used a 7.0kW charge point that’s positioned near its HQ.
Overall, Lift Shift and Store’s experience has been fairly positive and as a result, it now operates three electric vans – an LDV Maxus EV80 and two Maxus eDeliver 3 models – alongside a small number of diesel vans and trucks.
The first Maxus eDeliver 3 has covered more than 12,000 miles, around 3,000 fewer than the Nissan NV200 it replaced. However, the business says this reflects more efficient route planning rather than reduced productivity. It has also reported significantly lower servicing and fuel costs, while avoiding low-emission charges in towns and cities.
Based on its experience so far, Lift Shift and Store says an electric van would now be its preferred choice when replacing or expanding its fleet.
To understand the reality of electrification, it is often better to look beyond the headline figures and ask the fleets already using electric vans.
Energy company E.On has a fleet size of around 1,800 LCVs; electric vans make up roughly 32% of the fleet which consists primarily of Ford E-Transit Custom and Vauxhall Vivaro Electric.
Unlike many companies, E.On wasn’t reacting to legislation, as its parent company decided in 2019 that the entire European fleet would become electric by 2030. Initially, it intended to trial four electric Vivaros but lead times of 18-24 months changed the plan. Rather than waiting, E.On ordered another 200 vans using a six-month gap before the larger order arrived to identify operational challenges.
The company learned its first lesson: LCV selection should be driven by operational data, not assumptions. Before allocating vans, it analysed daily, weekly and monthly mileage, the longest journeys its engineers would need to make, and the likelihood of needing public charging, using telematics.
At the same time, it surveyed roughly 2,000 employees to determine whether they could realistically use a home charger. Initially, E.On expected around 25% of drivers would be suitable for home charging, but the reality was 12%, because some drivers lived in flats, city centres or rented accommodation.
However, even if a property could support a charger, the company wouldn’t install one if there was a realistic chance the employee might finish work, return home, then be called out to an emergency before the van had recharged sufficiently. This meant job type became just as important as mileage, and as a result, E.On matched EVs to best-suited roles.
One of the key findings from Jato’s data is that fleet operators are reportedly increasingly considering a range of electrified powertrains rather than moving directly to battery electric vehicles.
In 2025, Europcar commissioned research involving fleets already using electric vans and those considering adoption. A total of 45% of fleets already using EV LCVs claimed they experienced challenges with real-world range. Problems included additional jobs during the day, winter conditions, motorway driving and carrying heavier loads. Next, 33% of operators said public charging was simply unsuitable for vans. Issues included charging bays being too small, chargers being located in height-restricted car parks and unreliable chargers.
Meanwhile, 38% of those considering adoption said vans were not fit for purpose, while 15% cited cost as the reason.
According to Jato, electric vans have been most successful in duty cycles where vehicle usage is predictable. This includes last-mile deliveries, utility fleets, local authority fleets, depot-based operations and the parcel and logistics sector.
The greatest challenges include sectors that transport high payloads over long distances, frequently tow a trailer and don’t have depot charging.
Likewise, Jato claims tax incentives, grants and subsidies remain extremely important when transitioning. The electric van market is still evolving and many fleets are continuing to assess whether electrification makes financial and operational sense for their business. Of course, incentives can help reduce the upfront cost gap between electric and ICE vans and give operators confidence when adopting unfamiliar technology.
However, incentives alone cannot drive adoption.
One of the key findings from Jato’s data is that fleet operators are reportedly increasingly considering a range of electrified powertrains rather than moving directly to battery electric vehicles. This highlights that suitability is just as important as affordability.
