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Consumer confidence in electric cars has dropped significantly from two years ago, with only 9% of buyers, in a recent survey, saying their next car would be electric.

Fleet sales continue to drive the majority of electric vehicle (EV) sales, which achieved a 20% market share in August.

In the first half of 2023, less than a quarter of new EVs were sold to private buyers.

A joint study by Electrifying.com and The AA found that just 16% of people agree that the Government is right to pursue the 2030 deadline for banning the sale of new petrol cars.

Surging prices for new EVs is hampering sales. The survey found that 87% of buyers believe they are “too expensive”.

Edmund King OBE, AA president, said: “There is no doubt that the higher initial cost of EVs and charging difficulties, particularly for those without off-street parking, are putting off a significant proportion of drivers from being able to make the switch.

“Financial incentives are needed to help ‘level up’ the affordability for those drivers not able to benefit from salary sacrifice or company car discounts. Once drivers are able to go electric they will enjoy the financial, driving and environmental benefits and will not look back.”

Auto Trader data shows new EVs are, on average, 33% more expensive than traditionally fuelled vehicles.

It also shows a 23% contraction in second-hand electric prices over the past 12 months, bringing greener options within reach of more drivers. According to Auto Trader data, more than a quarter of all used EVs were priced under £20,000 in August – up from 7% a year earlier. EVs between three and five years old have seen even bigger price drops of 40%, making some EV models such as the Nissan Leaf cheaper than petrol or diesel equivalents for the first time.

As a result of the softening in prices, which has been fuelled by a significant growth in supply as brand-new EVs bought on finance or leasing contracts three-four years ago re-enter the market, demand for second-hand EVs on Auto Trader has increased significantly.

While the oversupply of EVs has been effective in driving down used prices and encouraging consumers to consider the switch, uptake is still limited. Auto Trader is calling for the Government to make EVs more affordable by using incentives in the tax system rather than relying on unsustainable market dynamics.

Ian Plummer, commercial director at Auto Trader, said: “There is still much more work to be done to achieve a mass transition to electric vehicles before the 2030 ban on new petrol and diesel models and ensure no driver is left behind. Support from the tax system to put the used EV market on a more robust footing is vital for the sustainability of the entire EV market and our chances of successfully transitioning to EVs by 2030.

“Consumers are still worried about affordability and charging, which is why we need a clear statement of intent from the Government. Penalising drivers who have to charge in public with higher VAT is simply unfair: we need to end this charging injustice.”

Research from Turo found that 43% of Brits say they won’t consider switching to an EV when they purchase their next vehicle. Among older generations, this figure rose to 53% among Gen X and Baby Boomers, and dropped to 25% of Gen Z and Millennials.  By Graham Hill thanks to Fleet News

50% of car drivers broke the speed limit on 30mph roads in 2022, according to newly-released figures from the Department for Transport (DfT).

The figures are based on speed data from DfT automatic traffic counters, chosen to represent ‘free flow’ traffic speeds by excluding data from locations where driver behaviour might be affected by factors such as junctions, hills, sharp bends, and speed cameras.

The figures show that 50% of cars exceeded the limit on roads with 30mph limits, compared with 45% on motorways, and 11% on national speed limit single carriageways.

The DfT said that compliance with speed limits in 2022 was slightly higher than in 2021, which it said could be partly due to lower traffic levels in the previous year due to the Covid-19 pandemic. It said the 2022 figures were broadly similar to those seen from 2011 to 2019.

The data also showed that the average car speed under free flow conditions was just below the speed limit on motorways, at 69mph, at the speed limit exactly on 30mph roads, and well under the speed limit on national speed limit single carriageways, at 51mph.

Reacting to the figures, RAC head of policy Simon Williams said: “It’s concerning to see that every year half of drivers exceed the limit on 30mph roads, with more than a fifth (22%) last year driving more than five miles an hour too fast.

“The implications of speeding on these roads are likely to be greater than on faster roads, not least as they’re generally in areas with more pedestrians and cyclists.

“One possible explanation for why speed limit compliance is so much worse compared to other roads is that drivers may be used to looking for speed limit signs, which are much less prevalent on 30mph roads as generally speaking the presence of streetlights indicates the limit is 30mph. While drivers should know this, perhaps there is a case for the use of more ‘repeater’ signs in 30mph areas so there is no doubt.”

Giving his reaction, Nextbase head of road safety Bryn Brooker said: “It’s good news that speed limit compliance ticked up slightly in 2022, but still disappointing just how many motorists aren’t obeying the rules. There seems to be a bit of a herd issue here – since about half of motorists are speeding in 30mph zones, people match their speed to those around them.

“Speed limits exist for a reason. The difference between 30mph and 40mph might not seem huge, but if something goes wrong that speed makes a huge difference: a pedestrian hit at 30mph has an 80% chance of surviving, a pedestrian hit at 40mph has just a 10% chance of surviving.

“Given that most of the speeding was within this zone, this is an area British motorists really need to improve on.” By Graham Hill Thanks To Business Car.

In one of my soon to be released podcasts and in an interview on Men’s Radio Station I talked about this drawing a similarity between the charger network and an old Morecombe and Wise sketch with Andre Previn the famous conductor. In the sketch the orchestra built up to the piano solo that was to be performed by Eric. Having been given the nod by Andre he played something akin to chopstics.

Following this Andre walked over to Eric and said, ‘You’re playing all the wrong notes.’ Eric replied, ‘I’m playing all the right notes but not necessarily in the right order!’ And that’s what we have with the charger network. We have plenty of chargers, they’re just not in the right places! Anyway, I thought I would share! Onto the actual article.

Location data should be used by local authorities to ensure that electric vehicle chargepoints are fitted in the best places, a new report says.

The Government’s Geospatial Commission says the transition to EVs will be enabled by a dependable, well-located public charging network that councils are ideally placed to help deliver.

Its Charging Ahead report points out location of chargepoints is as important as absolute number, with local authorities well placed to identify local needs and play a fundamental role in facilitating private sector investment.

They must make informed decisions about how many, which types and where chragepoints are installed, based on demand and site suitablility.

Viscount Camrose, minister, department for science, innovation and technology, said: “The transition to EVs is central to the government’s plan to decarbonise the transport sector, keep the UK at the forefront of clean transport and tackle pollution, all while seizing the potential for growth and job creation in the UK’s growing EV industry.

“Local authorities and the wider sector should continue to embrace new location data and analysis to accelerate the targeted rollout of chargepoints so that drivers can find and access reliable chargepoints wherever they live.”

The report explores the breadth of location data and applications available to support local authority decisions about were to install new chargepoints and identifies five opportunities to better use existing location data, as well as new sources of information to:

1. Understand the location and availability of existing chargepoints by making chargepoint operator data standardised and consistent
2. Understand consumer charging behaviour and travel patterns by using population movement data
3. Identify the location of EVs by using commercially-held data about leased vehicles
4. Identify existing electricity network capacity through better use of distribution network operator data
5. Identify areas without off-street parking by using proxy data.

By Graham Hill thanks to Fleet News

Carmakers face additional costs of more than £600m under new Zero Emission Vehicles (ZEV) mandate rules, for selling non-electric cars and vans.

The ZEV Mandate will require vehicle makers to ensure at least 22% of their new car sales and 10% of new vans are zero emissions in 2024. This will then rise incrementally each year to 80% for cars and 70% for vans in 2030, and 100% for both by 2035.

The Department for Transport (DfT) plans to put the ZEV mandate rules to a vote in Parliament, according to a report in The i newspaper.

Vehicle makers that fail to achieve the ZEV mandate sales targets will be subject to fines, with a system of proposed flexibilities and credits to support those that sell a low volume of electric vehicles (EVs).

Research from New Automotive shows that 32 car manufacturers would collectively be 44,000 credits short of meeting these targets, if the ZEV mandate had been in force over the last 12 months.

If a company misses the target, it will be made to pay the Government £15,000 for every vehicle that doesn’t comply. This totals £660m in borrowing costs, according to New Automotive.

Fears have already been raised that the proposals could create another vehicle supply crisis, if manufacturers decide to cap the number of non-electric vehicles they sell.

A number of leading fleet operators are supportive of the targets, however.

The Government has been consulting on the ZEV mandate, since it published a proposal of how the scheme could work, in April.

The proposals fail to define which vehicles will be permitted for sale between 2030 and 2035, which the Government has stated must have ‘significant zero emission capability’.

The consultation also states that only true “zero carbon” technologies will be permitted post 2035, which could rule out synthetic e-fuels as an alternative to electrification or hydrogen.

Mike Hawes, SMMT Chief Executive, said: “We want regulation that gives consumers choice and affordability, and enables manufacturers to transition sustainably and competitively.

“While the proposals rightly reflect the sector’s diversity, late publication and lack of regulatory certainty make product planning near impossible, and the continued lack of clarity as to what technologies will be permitted beyond 2030 undermines attempts to secure investment.”

Which manufacturers face the biggest penalties?

In the first half of 2023, 16% of all new cars sold were electric. Only 11 car makers exceeded the proposed 22% target for EV sales, however, and a third of all the EVs sold in the UK between January and July came from just three brands.

Manufacturers such as BYD, GWM ORA, MG, Polestar, Smart and Tesla are significantly ahead of the target, due to their model ranges being mainly or entirely electric.

BMW, Cupra, Jaguar, Porsche and Volvo are also close-to or already achieving the target, based on current registration figures.

Brands with the highest proportion of EV sales in H1 2023:

Manufacturer	EV %
BYD	100%
Cupra	26%
Genesis	76%
Jaguar	28%
MG	38%
Polestar	100%
Porsche	27%
Tesla	100%

Brands with no EVs include Alfa Romeo, Dacia and Seat, but they are all part of larger automotive groups and may benefit from credit sharing arrangements.

Japanese brands Honda, Mazda, and Toyota Lexus face a particular challenge, as the bulk of their sales come from internal combustion engine (ICE) models.

Ford, equally, has a strong ICE mix, with EVs making up just 2% of its registrations in the first half of 2023.

Tim Slatter, Ford Motor Company chair, said Ford supports the ZEV mandate but has raised concerns that carmakers will also face increased trade tariffs from next year, as a result of changes to the UK-EU Trade and Cooperation Agreement (TCA).

He added: “Introducing EV tariffs at the same time will undermine the mandate and slow the growing EV trend.

“Today the industry does not have sufficient locally-sourced batteries and components to meet demand.  Tightening trade rules at this point risks undermining the switch to EVs with tariffs and adding pointless cost to customers wanting to go green. Manufacturers who have invested most early in the transition will be hardest hit by tariffs as combustion engine vehicles will continue to move tariff-free.”

Ford is calling for current trade requirements to be extended to 2027, to allow time for the battery supply chain to develop in UK-EU and to meet EV demand.

Brands with the lowest proporton of EV sales in H1 2023:

Manufacturer	EV %
Alfa Romeo	0%
Dacia	0%
Honda	1%
Jeep	1%
Land Rover	0%
Lexus	7%
Mazda	2%
Seat	0%
Toyota	1%

Stellantis brands Citroen, Peugeot and Vauxhall all have multiple EVs in their respective line ups, yet the group’s EV registrations currently make up only 15% of its total sales.

A Stellantis spokesperson told Fleet News: “We welcome the flexibilities for banking, borrowing, trading and pooling and we welcome closed pooling being permitted.”

They added: “No decision has been made on the specifics of our strategy to date.”

Stellantis expects to see growth in the EV market for all its brands.  By next year Vauxhall will offer an electric variant of every car it sells, while Jeep is about to start selling its first EV in the UK.

Toyota Lexus declined to comment on the ZEV mandate, but in a recent interview with Fleet News, Neil Broad, general manager of One Toyota Fleet Services, acknowledged that the brand – like many others – faces a challenge in the short-term.

Fleet buyers drive the majority of EV sales

Deeper analysis of UK new car registration figures highlight the importance of the fleet sector in the rollout of new EVs.

In the first half of 2023, 60% of EVs were sold into the true fleet market while less than a quarter went to private buyers.

For premium brands, the fleet sector is an even bigger driver of EV sales and accounts for around three in every four registrations. By Graham Hill Thanks To Fleet News

The pump price of petrol last month saw one of the biggest increases in the past 23 years, figures from RAC Fuel Watch show.

The organisation found the average price of a litre of unleaded was 152.25p at the end of August, up from 145.57p at the beginning of the month. Diesel went up from 146.36ppl to 154.37ppl.

For petrol, the monthly rise of 6.68ppl exceeded only by March (11.61ppl), May (11.15ppl) and June 2022 (16.59ppl) after Russia’s invasion of Ukraine, and October 2021 (7.43ppl).

Diesel’s increase was also surpassed only by March (22.06ppl), June (15.62ppl) and October (10.14ppl) last year, as well as by October 2021.

Simon Williams, fuel spokesman at RAC, said: “August was a big shock to drivers as they had grown used to seeing far lower prices than last summer’s record highs.

“Seeing £4 or more go on to the cost of a tank in the space of just a few weeks from a pump price rise of 6-7p a litre is galling, particularly for those who drive lots of miles or run and older, less fuel-efficient car.

“While the increase is clearly bad news for drivers, it could have been far worse had the biggest retailers not let their inflated margins from earlier in the year return to more normal levels as wholesale fuel costs went up.”

Williams said wholesale costs for both petrol and diesel started to rise in late July on the back of oil hitting $85, but retailers have clearly been influenced by the Competition and Markets Authority’s investigation as margins have fallen to become closer to longer-term averages.

He added: “All we can hope is that this move by many big retailers back to fairer forecourt pricing remains when wholesale costs go down again. Only time will tell.”

Regional pump prices

Unleaded – pence per litre	01/08/2023	31/08/2023	Change	End of month variance to UK avg
UK average	145.57	152.25	6.68
East	146.38	152.72	6.34	0.47
East Midlands	145.28	152.01	6.73	-0.24
London	146.81	153.09	6.28	0.84
North East	144.25	150.76	6.51	-1.49
North West	144.38	150.95	6.57	-1.3
Northern Ireland	141.33	149.51	8.18	-2.74
Scotland	145.32	152.22	6.9	-0.03
South East	147.15	153.74	6.59	1.49
South West	146.56	152.91	6.35	0.66
Wales	144.69	151.90	7.21	-0.35
West Midlands	145.40	152.41	7.01	0.16
Yorkshire and The Humber	144.77	151.40	6.63	-0.85

By Graham Hill Thanks To Fleet News

SP Energy Networks and ev.energy saved 100kW of energy after pausing electric vehicle charging for 112 drivers for one hour as part of a “turn down” event.

The distribution operator said the pause for one hour across homes in the North, Mid Wales, Merseyside, Cheshire and North Shropshire was enough to offset the energy use of 100 homes.

Pausing EV chargers at specific times of heavy energy load can help free up capacity on the grid. These pauses can happen without negatively impacting participants’ charging capacities. The ev.energy customers could set their pre-set ready by time to make sure they still had the required range needed at the time they needed it.

Controlling demand like this is becoming a common tool for grid operators to optimise capacity, reducing the need for infrastructure upgrades while accommodating the growing demand from EV chargers, heat pumps and renewable generation.

Flexibility provides an agile and smart means of balancing the network alongside customer demand.

This turn down event is the first of many, following a contract signed with SP Energy Networks last year to provide 22MW of flexibility services from ev.energy’s virtual power plant.

Ev.energy now will begin scaling up its flexible energy service throughout Central and Southern Scotland, North and Mid Wales, Merseyside, Cheshire, and North Shropshire.

Since its first commercial dispatch instructions from UK Power Networks in December 2021 and National Grid Electricity Distribution in November 2022, ev.energy has facilitated over 2,200 similar turn down event in collaboration with energy distributors. Ev.energy’s users also supported National Grid ESO’s Demand Flexibility Service in winter 2022/23.

 

EV drivers signed up to Ev.energy can earn up to £30 in cash vouchers per year by enabling smart charging and participating in grid services.

William Goldsmith, head of grid services at ev.energy, said: “EVs are well suited to provide energy flexibility services and we are delighted to begin scaling our partnership with SP Energy Networks to support the smart management of their network.

“A typical electric vehicle is plugged-in for 14 hours at a time, but only needs 2-3 hours of charging. This means that with clever software and a simple customer proposition, we can automatically schedule groups of EVs to charge at the cheapest, greenest times for that part of the network.”  By Graham Hill thanks to Fleet News

Drivers are being hit with record terminal drop-off prices with seven of the UK’s 21 busiest airports putting up fees and one introducing them, new RAC research reveals.

The biggest jumps were at Southampton Airport which has increased its drop-off fees to £6 for 20 minutes (was £4 for 20 minutes in 2022) and Belfast International, which has put the charge up by £2 to £3 for 10 minutes.

Drivers heading to Glasgow Airport pay £5 for 15 minutes (up from £4 for 15 minutes in 2022), while at Aberdeen the initial rate also sits at £5 for 15 minutes (up from £4 for 10 minutes in 2022).

Leeds Bradford has upped its charges to £6 for 10 minutes (from £5 for 10 minutes), Liverpool John Lennon is now £5 for 10 minutes (up from £4 for 10 minutes), while Birmingham has increased its fee to £4 for 15 minutes (from £3 for 15 minutes).

Belfast’s other airport, Belfast City, has now introduced a charge of £3 for 10 minutes, having previously not charged for dropping off.

Despite not increasing its fee this year, London Stansted continues to top the drop-off charges table with an initial charge of £7 for 15 minutes.

Fortunately, six of the busiest UK airports are among the 13 airports that have frozen drop-off charges since last summer.

Alongside Stansted holding its prices are London Heathrow and London Gatwick which charge £5, Manchester is £5 for five minutes, London Luton is still asking for £5 for 10 minutes and Edinburgh costs £4 for 10 minutes.

More encouragingly, there are still three airports where relatives and friends can be dropped off without any charge as Cardiff, London City and Inverness airports all have a free option at the terminal forecourt.

RAC head of roads policy, Nicholas Lyes, said: “Having tracked airport drop-off fees since 2016, we can see putting up charges has now become something of an annual ritual.

“This year is no different with seven out of 21 increasing their fees and one introducing them for the first time.

“Thankfully the proportion of airports hiking fees this year is lower than last year, but that will be little consolation as charges across the board have never been so high.” By Graham Hill thanks to Fleet News

With car thefts on the rise, drivers are being urged to do more to deter thieves using high-tech methods to steal vehicles.

The Office for National Statistics (ONS) reported a 25% year-on-year increase in car thefts in May, but FleetCheck says awareness of the methods that can be employed to stop relay thefts, for example, remain patchy among vehicle operators and the general public.

Peter Golding, managing director at the fleet management software company, said: “Feedback from our client base indicates that fleets often know thefts are an increasing problem but while some are being very proactive, others are poorly informed about the methods that thieves are now using and how to deter them as is the general public.

“We’d like to see much more of an acknowledgment that this is becoming a genuine issue and agreement on best practise that can help to stop private and company cars and vans being stolen.”

Many of the most effective methods of protection against high-tech car theft are relatively simple and inexpensive.

“In the case of relay theft, it can be an issue of putting the key into ‘sleep’ mode, which some models allow, or placing it inside a Faraday wallet to disrupt the signal, something that costs just a few pounds,” Golding explained.

“Interestingly, some security experts recommend meeting the high-tech approach of the thieves with pretty low-tech responses.

“If someone is creeping onto your drive armed with a laptop, then an old-fashioned steering lock stands a good chance of deterring them.”

He says that fleets need to brief drivers about the potential for high-tech theft and explain what is needed from them in terms of protection.

“This is an area of fleet management where driver buy-in is crucial but can be difficult to generate,” he added.

“For company car and van drivers, a car theft can be seen as an inconvenience rather than a major worry and employers need to make it clear that they expect certain measures to be met, such as where vehicles are parked and keys kept, for example.”

The same rules apply to privately owned cars. Drivers need to be more aware of the dangers and what they can do to protect their vehicles. By Graham Hill thanks to Fleet News

Graham Hill Note: You don’t win over hearts and minds, nor do you win elections by taking the economist’s view that throwing money at or rather telling you how much of your money thay have thrown at the problem is worthy of a seat in the House of Commons.

More money has been spent on the health service than ever before but I’m still waiting three and a half years after being told I needed a knee operation to go in for the 15 minute operation. Chucking money at public services doesn’t automatically earn a pat on the back it just leads to frustration when the results are clearly out of line with the increased spending.

Oh and being the best in the world at decarbonisation, providing free health care etc. etc. means not a flying suck if my life isn’t improved as a result of it. We are in no man’s land when it comes to political leadership. The Tories are desperate to hang on to as many seats as possible at the upcoming election whilst ignoring the day job. In the meantime Labour is telling us how they will improve everything without telling us how they will do it.

What we do know is that as soon as Labour comes to power they will blame the poor start, which is inevitable, on the mess that the Tories left the country in.

Rant over and back to the incredibly poor report issued by the Government’s own advisors.

By Thom Groot, CEO and co-founder of the Electric Car Scheme

A few weeks ago, the Climate Change Commission (CCC) gave the Government the equivalent of a failing grade.

The CCC are not some think tank screaming for headlines – they are a statutory body directly tasked with advising the Government on its emissions commitments. Disestablishing them would require changing the law.

The “2023 Progress Report” was damning, accusing the Government of inaction and losing its leadership position in the global transition, particularly when it came to green energy.

The harshness of the criticism got the most headlines, but tucked away inside the lengthy report was a bit of work that the Government was “overdue” on – the Zero Emissions Vehicle (ZEV) mandate.

The ZEV is criminally under-discussed for how crucial it is – including by the Government. If you’re not familiar with it I’m sure you have heard of its endpoint, the eventual ban on new sales of fossil fuel cars.

Currently, that date is set for 2035, with an interim step banning non-hybrid fossil fuel cars in 2030 that often gets more press. But before we get to 2035, or even 2030, the ZEV is supposed to set a series of stepping-stones for manufacturers to meet, so they don’t just jump from 100% fossil fuel cars in 2034 to 0% in 2035, clearly an impossible task.

Instead of that cliff edge of 2030 or 2035 the ZEV is designed to give manufacturers achievable but tough steps along the way – starting with 22% of new cars being zero emissions next year.

Yes, next year. A lot of climate policy has the tendency to always be just outside of your current time horizon, a problem for later on when technology develops.

That was probably how the Government felt when it first proposed the ZEV back in July of 2021. But we are now just six months from 2024 and the ZEV is still not confirmed dead, alive, or somewhere in between, as the CCC noted.

This is starting to get ridiculous. The Government put out a consultation paper on ZEV design in in 2022 and decisions on it that year. They didn’t come.

Then earlier this year another consultation was launched, finishing in May. Since then we haven’t heard anything – despite the potential ZEV mandate supposedly launching in just six months.

That timeline does not give car manufacturers sufficient time to change over any of their car manufacturing production lines, let alone the supply chain changes they will need to make to achieve any targets set.

Given how slow the Government are acting on this, how can they expect the car industry to turn this around at four times the speed?

I’m a big believer in greening the country’s fleet. Transport is the UK’s largest source of emissions and the technology we need to address its emissions is already here – today’s EVs are incredible and are only getting better and more affordable.

Until recently the Government seemed to believe the same thing. Now I’m not so sure. It’s not like Government ministers are walking around talking down EVs, but there does seem to be quite a lot of inattention over the three separate transport secretaries we’ve had in the last year.

As Zac Goldsmith said as he resigned as a minister, it’s not clear that the Prime Minister really cares about climate change at all.

But it’s not all inattention – there is clearly a bit of pushback from the manufacturers who might have to meet the ZEV in play too.

At this point details are so delayed that they might have a point about not being able to meet the mandate in 2024. But we’ve been talking about this for years – there is simply no reason for the Government to be so late with the details.

This mandate will shape the next decade of automotive sales in the UK. It’s about time we heard more about how it will work.  By Graham Hill thanks to Fleet News

Graham Hill Note: Whilst the following product is purely for the use of electric fleet operators there are many great features that would benefit consumers if a similar scheme was rolled out for general use. What do you think?

Mina has launched a new subscription service which combines the use of domestic charge points, home charging payments and access to a public charging network into a monthly fee for businesses with electric vehicle (EV) drivers.

Called Mina Onefleet, the all-in-one subscription package also allows businesses to spread EV infrastructure investment over time, rather than having to commit to a major initial capital outlay.

Onefleet, says Mina, aims to streamline the often-complex decision-making processes needed for EV roll-out thanks, in part, to a partnership with Plug Me In.

Andrew Stead, commercial director at Plug Me In, said: “We are confident that Onefleet will ease the transition to electric for businesses.”

Through Onefleet, Plug Me In will supply and install the Indra Smart Pro charger and will also provide servicing back-up throughout the life of the charger, including the in-service charging guarantee which gives free public charging up to 100 kWh if servicing work is delayed longer than two working days.

Ashley Tate, CEO of Mina, said: “Onefleet is a revolutionary new product for the EV sector, offering businesses a complete EV solution in one subscription package.

“With more and more businesses switching to EVs, it is clear they need support in providing a ‘plug to payment’ charging infrastructure for their employees.

“The complexities of approving and ordering home chargers, managing installation and costs, and then taking responsibility for the equipment for employees, and potentially ex-employees, is endless. That’s before you even get to managing in-life costs and paying drivers for their charging at home and in public.

“At a stroke, Onefleet aims to solve all these issues, and because it is based on a subscription, it also avoids the company having to make a massive financial outlay for multiple home chargers and the engineers to install them.”

Onefleet includes use of an Indra Smart Pro EV home charger; access to Mina Homecharge; access to Mina Chargepass; a business charging guarantee which offers free public EV charging if servicing work on the home charger is delayed; and a single monthly invoice to the company covering Onefleet subscription costs and energy consumed for all drivers.

Tate continued: “For a fixed monthly fee, a business can ensure their employees have a reliable home charger which is covered by a service guarantee, plus make use of our award-winning Chargepass and Homecharge payment solutions. And if an employee moves home, the charger can be reinstalled at the employee’s new address free of charge.

“We’ve designed Onefleet to be affordable – at less than £50 per month per driver, a business can ensure its drivers are fully up to speed with everything needed to switch to electric vehicles.”

Mina Onefleet cost £49 plus VAT per month and also incurs a £100 set-up fee, and operates on a minimum 24-month term. By Graham Hill thanks to Fleet News