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Voltempo has launched a 1,000kW HyperCharging charger which it says will be able to charge the next generation of EVs in as little as six minutes.

The company says the technology is 2.8 times faster than any comparable charging system and is able to charge up to 24 vehicles at the same time.

Designed and built in Britain, the company said the system has been designed around the needs of service stations and fleets, and is suitable for cars, vans, trucks and buses.

The power can come from multiple sources – for instance, combining the national grid with local green energy sources such as solar and battery energy storage.

Michael Boxwell, CEO of Voltempo, said: “Earlier this year, we announced a world first when we carried out a public demonstration in which we designed and installed a prototype battery in an EV and completely charged it in under six minutes.

“Our new HyperCharging system already gives up to 30% faster charging in current EVs through dynamic power management.

“However, the demonstration showed it will be able to charge the next generation of EVs in a similar time that it takes to refuel a conventional, petrol-driven vehicle.”

A demonstration version of HyperCharging can be seen at Voltempo’s Technology Design Centre in Birmingham.

The first installations of the technology will begin in Match with a charging hub that will be installed at the Tyseley Energy Park in Birmingham.

Voltempo said its technology will enable petrol stations to become cost-effective charging hubs.

It said HyperCharge can be installed anywhere, particularly in locations that need to charge a lot of vehicles at the same time, and the technology’s modular system enables it to be installed 70% faster than other charging systems.  By Graham Hill thanks to Fleet News

Soaring energy prices could lead to increases in the price of new cars, SMMT chief executive Mike Hawes has warned.

Vehicle manufacturers are already facing a rise in the cost of materials such as lithium and cobalt, key to electric vehicle production, with some experts expecting this alone to be enough to push vehicle prices up as the car parc increasingly electrifies.

However, Hawes said the cost of energy will become the industry’s most pressing challenge once the ongoing semiconductor supply issue is resolved.

“There is the expectation will improve as the year goes on, particularly in the second half of the year, but there will still be ripples into 2023,” said Hawes, speaking at a media event where it was announced that the number of cars produced in the UK in 2021 fell 6.7% to 859,575 units.

“If the semiconductor issue can be resolved, energy will be the most immediate and pressing challenge as we can see what’s coming down the line in terms of price increases.

“The margins on volume car manufacturers are wafer thin and energy will potentially be going up 50%, 60% or 70%.

“There were vehicle price increases last year and, like any other manufacturing sector, if you’re facing increasing input costs, it is going to pull pricing up.

“But manufacturers will always do everything they can to mitigate those costs, either through investment or reductions in other areas.”

This means EVs could face a pricing double whammy. Typically a battery accounts for around 40% of the cost of making a BEV, with the cost of producing them having fallen by almost 90% in the past 10 years.

Figures from Bloomberg New Energy Finance show the inflation-adjusted price of battery packs for cars was $1,200 per kWh in 2010. This had fallen to $132 last year.

The impact this has on the cost of producing an EV is significant. Assuming a kWh price of $132, it would have cost $6,000 to produce a 50kWh battery last year. In 2010, this would have been $60,000.

Prices of many of the elements used in EV battery production rose sharply in the second half of 2021: for example, battery-grade lithium carbonate rose to a record high of $41,060 per tonne, more than five times higher than last January, cobalt doubled to $70,208, while nickel jumped 15% to $20,045 a tonne.

“We’ve got an ever-increasing reliance upon elements such as nickel, cobalt, lithium, manganese and copper for EV batteries,” said James Nicholson, partner in advanced manufacturing and mobility at EY.

“For a while now, a lot of those commodities have had supressed prices and there’s a strong chance that as demand goes up and these metals become quite scarce, we will see some of those material prices continue to lift.

“That’s going to put a pinch point on the cost of the materials that go into battery cells and that could lift the price to the carmaker and eventually the consumer.”

James Frith, head of energy storage research at Bloomberg New Energy Finance, added: “This creates a tough environment for automakers, particularly those in Europe, which have to increase EV sales in order to meet average fleet emissions standards,” says

“These automakers may now have a choice between reducing their margins or passing costs on, at the risk of putting consumers off purchasing an EV.”  By Graham Hill thanks to Fleet News

Tracker has revealed that the Range Rover Sport has been named the most commonly stolen and recovered vehicle for the third consecutive year.

Analysis of data by the stolen vehicle recovery (SVR) company, Tracker Network UK, shows that Range Rover and Land Rover models dominated in 2021, with a total of seven models accounting for almost half (44%) of all stolen cars recovered by Tracker last year.

Mercedes-Benz accounted for almost one in five (18%) vehicles the company recovered.

With keyless car entry systems becoming increasingly commonplace, Tracker says it is no surprise that keyless theft has risen to an all-time high; 94% of all vehicles recovered by Tracker in 2021 were stolen without the thief having possession of the keys.

Clive Wain, head of police liaison for Tracker, says that due to the pandemic, global demand for car parts has created a boom in ‘chop-shops’ – buildings which house stolen vehicles for stripping down so their expensive parts can be sold on.

Furthermore, according to Wain, the lack of parts for new car manufacturing resulted in a surge of sales in the second-hand car market, creating a lucrative business for car thieves to fill the shortage.

“Prestige models have always been the go-to for criminals who exploit the demand for these desirable cars in territories like Europe, Middle East and Africa,” he added.

“We are continuously intercepting shipping containers packed with stolen vehicles at ports around the country and 2021 was no different. However, due to the pandemic lower value cars have also seen an increase in theft rates.”

The BMW X5, which has held the top spot in Tracker’s league table six times in the last ten years, slides down from fourth place in 2020 to fifth position in 2021.

The Audi A4 makes its first appearance since 2011, holding position nine alongside the Mercedes-Benz C-Class. The Audi Q7 sneaks in at number 10, the first time to feature in the Tracker league table since its inception in 2009.

Wain concluded: “Whatever the value of a car, an important barrier to stop thieves is using traditional physical security devices like steering wheel locks and wheel clamps.

“In addition, placing the key fob into a signal blocking pouch which is lined with layers of metallic material, will stop a key’s signal from being intercepted by would-be thieves.

“However, thieves are increasingly determined and employ sophisticated methods too.  In the event of a vehicle being stolen, an SVR solution will significantly increase the chances of it being quickly recovered and returned before it’s sold on, stripped for parts or shipped abroad.”

By Graham Hill thanks to Fleet News

In my book Electric Car – The Truth Revealed I announced the fact that portable chargers were available to charge up to a maximum of 75 miles but they were heavy and cost an eye-watering £8,000. At the time I mentioned that a new portable charger was being worked on and that it would be much cheaper. It will finally be here later this year.

One of the major obstacles facing those considering transitioning to electric cars and fleet-decision-makers seeking to electrify their fleets is the question of not having access to home charging.

Where an organisation doesn’t operate a back-to- base model in which vehicles are charged at a depot, this means a driver is reliant on off-street, destination or rapid charging, all of which are potentially less convenient and/or more expensive than charging at home.

This is an issue ZipCharge aims to tackle with its Go unit.

Founded by Richie Sibal and Jonathan Carrier, the London-based company has developed a portable charger.

It is the size of a small suitcase, weighs from 25kg and contains lithium-ion batteries with capacities of either 4kWh or 8kWh.

This can be charged at a domestic three-pin socket before being transported – it is wheeled and has a retractable handle, again, similar to a suitcase – to the vehicle where it will take either 30 or 60 minutes to transfer its charge to the BEV, dependent on the version of Go being used.

This is, says Carrier, enough charge to power a BEV for up to 20 miles (4kWh version) or 40 miles (8kW), which means it can be used in place of a home charger or in a number of other situations to help a fleet increase efficiency and reduce charging costs.

“ZipCharge Go was entirely conceived with the fleet market in mind,” says Carrier.

“We’ve done a significant amount of work over the past year-and-a-half speaking to a range of different prospective customers.

“We’ve been fortunate that we’ve had the privilege of speaking to car rental fleets, to car-sharing, to return-to-base operations through to logistics providers.

“We’ve had the opportunity to learn from them – not to pitch our solution, but to gain an  understanding of what their needs are.”

Automotive industry experience

Both Carrier and Sibal are steeped in automotive industry experience. Sibal has spent more than 20 years in electronics, software and systems engineering and leadership at manufacturers including McLaren Automotive, London Electric Vehicle Company (LEVC)/London Taxi, Lotus Sportscars and Gordon Murray Automotive.

Carrier has worked for a similar time in product planning, commercial and strategy at OEMs and start-ups including McLaren Automotive, JLR, Mazda and Fiat. The pair worked together at McLaren.

“My career has been in product planning and product strategy, which means I’ve been involved in conceptualising a product from the ground up, working with the designers and engineers to say who is the market? What’s the car for? How will they use it? How do you deliver it?,” says Carrier.

“In the car industry we’re absolutely focused on total cost of ownership (TCO) and, particularly, fleet users.

“I’ve done it with cars like the Jaguar XE, for example, and we’ve applied exactly the same philosophy in the conceptualisation of a car as we have to this charger and, therefore, incorporating the needs of the fleet market.”

Sibal began developing the product in March last year, with Carrier joining in October.

“Many fleets will typically operate on a daily mileage of somewhere between 20 and 50 miles, and our 8kWh can deliver up to 40 miles, so it’s well suited to the daily operational needs those fleets have.

“However, we recognise that not all fleets are homogenous in terms of their driving distances and profiles, so we don’t see the Go as a solution for every fleet in every circumstance.”

He says that as well as a replacement for a home charger, the Go can be used in a variety of ways to help fleets optimise their operations.

Destination charging

Carrier says this includes using the Go for destination charging to fit the process into a vehicle’s daily operation.

“If you take fleets that have a 30-minute to one-hour dwell time where an engineer may, for example, be mending a boiler or servicing a photocopier, they can use that time to charge their vehicle using Go no matter where they are parked,” he says.

“Allowing a fleet to charge during its normal operations increases the range of a vehicle, not only by the mileage from a Go unit, but by the distance the vehicle would have to drive to a charge point.

“It also increases the efficiency of the asset because it charges while the employee is doing their job, so it reduces downtime as well.

“This is a far more efficient way of deploying charging. It fits around how a fleet would otherwise operate the vehicle and increases the efficiency of the asset which, ultimately, improves the customer service of their end operation.”

The Go also has a three-pin plug socket which means it can be used to power tools and equipment which would otherwise be powered by electricity generated by diesel.

“It can reduce CO2 emissions that way as well,” says Sibal. “4kWh is quite a lot: a domestic home uses about 4.4kWh a day if it doesn’t have electric heating.”

Carrier says the Go can also be used to complement depot-based chargers which may reduce any need for a costly upgrade to a depot’s grid connection or reduce the number of chargers which may be needed.

The unit will also be able to integrate with transparency and efficiency.

Sibal adds: “We’re designing the back office from scratch, which allows us to develop a rich API (application programming interface) that will allow our cloud network to interact with any fleet network in accordance with their requirements.

“Just like fleet managers have fleet management software, if they take a take a large number of the units, we will provide them with charger management software.

“That will allow them to learn and optimise the deployment of the chargers to where they can be most effective for their fleets.

“Therefore, the API interfaces with their fleet management software, not only for utilisation and TCO tracking but, critically, as and when they deploy their vehicles, how and when the ZipCharge Go should be deployed and to which vehicles to maximise its utilisation and therefore the efficiency gain a fleet can realise.”

First units due Q4 2022

ZipCharge will begin trials with select partners from next spring with a delivery of the first units to customers expected in quarter four.

“We are looking for fleet partners who would be willing to work with us so we can get some realworld learning and feedback,” says Carrier.

“We want some tangible data that we can share publicly that says ‘this is the real impact and benefit’ and then, hopefully, that becomes a trigger for other fleets to go ‘that’s worth looking at’.”

Go will be available to buy either outright (price has yet to be announced) or leased through a subscription from £49 a month.

Further product development is due to follow.

“We have a roadmap over the next six-to-eight years, where we have forecast and planned in improvements in battery chemistry and energy density,” says Carrier.

“This means we can either make that 4kWh unit lighter with the same energy, or keep the weight the same and increase the energy density.

“We have plans for a range of different products as well as how those are deployed, but we are not talking about those at the moment.

“They are all a part of delivering our vision and that vision is to democratise EV charging so we can allow anybody to charge no matter where they park.” By Graham Hill thanks to Fleet News

Gridserve is looking to increase its cost of charging again since it increased its cost of charging an electric vehicle (EV) on its network in January, blaming spiralling costs impacting the energy sector.

In January pricing for medium power chargers – typically 60kW – which are primarily located at motorway service areas is increasing from 30p to 39p per kWh with immediate effect.

However, it said that pricing for high power chargers – up to 350kW – located at its newly developed Electric Hubs (of which it currently has 13 in construction), is 45p per kWh.

It is also keeping pricing at 39p per kWh – even for 350kW chargers – at its Electric Forecourts thanks to onsite solar generation and battery storage which gives the company more control over energy and distribution costs.

Gridserve says that it recognises the better the economics are for using EVs versus petrol or diesel, “the quicker people will make the switch”.

It is why the company says it is investing in new solar energy and battery projects which help to protect customers against the type of price hikes and instability that is currently affecting the energy market.

Gridserve says it wants to revolutionise EV charging across the UK, following the acquisition of Ecotricity’s Electric Highway network in June 2021.

It is expecting to open more than 20 ‘electric hubs’, each featuring 6-12 x 350kW ultra high-power electric vehicle (EV) charge points with contactless payment, at motorway service stations across the UK by Q2 2022.

The majority should be installed by the end of March, with a further 50 additional electric hub sites set to follow. 

Two Electric Forecourts situated adjacent to major transport routes and motorways, including a flagship site at Gatwick Airport and Norwich, are also in construction, due to open in 2022.

Several additional Electric Forecourt sites now also have planning permission including Uckfield, Gateshead, Plymouth and Bromborough, with more than 30 additional sites also under development as part of the company’s commitment to deliver over 100 Electric Forecourts.

Gridserve’s price hike follows InstaVolt raising its prices from 40p/kWh to 45p/kWh from December 1, as a result of the increases in the wholesale price of energy.

BP Pulse also increased its prices from December saying that the charging network was “no longer able to absorb the rising costs”. By Graham Hill thanks to Fleet News

New figures show the growing disparity between the relative success of electric vehicle (EV) charging device grant schemes.

The Department for Transport (DfT) statistics show there are more 250,000 home charging devices, but just 2,038 devices installed through the on-street residential charging scheme.

As of January 1, the Office for Zero Emission Vehicles (OZEV) funded grant schemes – the Electric Vehicle Homecharge Scheme (EVHS) and its predecessor the Domestic Recharging Scheme (DRS) – had delivered 277,030 domestic charging devices since 2013, with 88,624 device installations funded since January 1, 2021, an increase of almost 60%.

Meanwhile, the Workplace Charging Scheme (WCS) had funded the installation of 22,977 sockets in workplace carparks at the start of the year since the scheme started in 2016.

It had funded 9,648 sockets installations since January 1, 2021, an increase of 72%.

However, as of January 1, the On-Street Residential Charge Point Scheme (ORCS) had funded just 2,038 public charging devices for local authorities in the UK.

The DfT says that 435 on-street charging devices were installed after being claimed for by the local authorities in the previous three months, while funding has also been awarded for 4,539 additional ORCS charging devices to be installed in the future.

Jack Cousens, head of roads policy for the AA, said: “On-street residential charge points are key for the 40% of households without dedicated off-street parking and we need to see significant investment in this area.

“As a previous AA investigation showed, many councils don’t have plans to install on-street chargers and some that have been granted funds have used it to install in town centre car parks.”

The AA found that just one in six English councils had installed on-street charge points in residential areas in 2020.

Cousens continued: “There is also a danger that policy-makers think on-street charging is only an urban issue, but there are many rural communities that need on-street charging infrastructure.”

The AA is also urging the Treasury to cut VAT to 5% for on-street charging, mirroring domestic charging rates to avoid the creation of a two-tier system.

“We also believe that the scaling back of the home charging grant from 1 April sends the wrong message at a time when EV sales are booming.

“With the right incentives and support, the Chancellor could turbo-charge the electric revolution in his Spring Statement.”

The Association of Fleet Professionals (AFP) has been asking fleet owners and operators to provide information on the locations of their current and expected demand for kerbside charging facilities.

It is using the data to construct a national map showing street-by-street demand for electric vehicle (EV) kerbside charging. By Graham Hill thanks to Fleet News

A reduction in car travel by a quarter is needed by 2030 if the UK is to stay on track to achieve net zero emissions, a new report suggests.

Transport is the fastest growing source of global greenhouse gas emissions and biggest polluting sector of the UK economy, says Greener Transport Solutions.

It is calling for an urgent re-think on the UK’s transport decarbonisation strategy as it publishes a new report: Pathways to Net Zero – Building a framework for systemic change.

The report concludes that technological solutions will be insufficient to hit net zero in the UK. Urgent focus must now be given to traffic reduction, it says.

Transport emissions in the UK are only 3% lower than they were in 1990. People have driven more and in larger vehicles as engines have become more efficient.

The Major of London has pledged 27% reduction in car miles by 2030. The Scottish Government has pledged a 20% reduction.

Research for the Green Alliance shows that a reduction in car kms of 20-27% by 2030 will be needed.

Global greenhouse gas (GHG) emissions must halve by 2030 to stay within 1.5C. However, after a reduction caused by lockdowns GHG emissions have bounced back and are set to rise strongly this year.

Latest figures from the International Energy Agency show that carbon emissions rose to their highest levels in history in 2021 after the world rebounded from the Covid pandemic with heavy reliance on fossil fuels.

CO2 emissions linked to energy climbed 6% last year. Transport has the highest reliance on fossil fuels of any sector and accounts for 37% of CO2 emissions from end‐use sectors.

Claire Haigh, founder and CEO of Greener Transport Solutions, said: “At a time of rising geopolitical uncertainty, insecurity of supplies, and escalating fuel and gas prices, it becomes more critical than ever to design policies in a way that avoids unintended consequences and ensures a fair and just transition to net zero.

“We need a massive shift to clean technologies, but we must also reduce energy demand. Energy demand reduction supports the three key goals of energy policy: security, affordability and sustainability.

“Our climate is heating up at great speed. We have less than a decade to get on track.  We cannot rely on technological solutions alone. Traffic reduction will also play a critical role.”

Greener Transport Solutions is a not-for-profit organisation dedicated to the decarbonisation of transport. By Graham Hill thanks to Fleet News

The average price of both petrol and diesel climbed to new records again on Wednesday, but wholesale prices have fallen offering some possible respite for fleets. 

Unleaded is now 159.57p a litre while diesel increased by another 2p to 167.37p – making for a rise of more than 5p in two days.

A tank of petrol is now almost £88 while diesel has now gone over £92.

RAC fuel spokesman Simon Williams said: “Diesel unfortunately appears to be on a clear path to £1.70 a litre. As this is an average price, drivers will be seeing some unbelievably high prices on forecourts as retailers pass on their increased wholesale costs.

“But there was a hint of better news yesterday on the wholesale market with substantial drops in both petrol and diesel which could lead, in a week or so, to a slight slowing in the daily pump price increases and records being broken less frequently.”

Oil prices have jumped more than 30% since February 24, touching $139 (£105) a barrel at one point this week.

The oil price had fallen back to about $106 a barrel at one point on Wednesday (March 9), but was trading at around $114 today (Thursday, March 10).

Fleet News has teamed up with Allstar to bring you the fuel prices locator, enabling you to compare fuel prices and find the cheapest petrol or diesel in your area.

Even one penny per litre can make all the difference when filling up your fleet vehicles, potentially saving your company thousands of pounds a year. By Graham Hill thanks to Fleet News

Friends of the Earth and Client Earth are both taking the UK Government to court over what they claim is a failure to tackle climate change.

Both are arguing that the Government has failed to set out sufficient policies in its Net Zero Strategy to reach net zero emissions by 2050, breaching its legal duties under the 2008 Climate Change Act.

Friends of the Earth also says that the Heat and Buildings Strategy, published at the same time as the Net Zero Strategy, did not consider impact on legally protected groups under the Equality Act.

Sam Hunter-Jones, senior Client Earth lawyer, said: “On releasing the net zero strategy in October 2021, UK Prime Minister Boris Johnson said the Government had centred its plans on the principle of ‘leaving the environment in a better state for the next generation’ and releasing them of the financial burden of adapting to a warming planet.

“However, its own baseline forecasts show that the UK’s projected emissions in 2037 will be more than double the levels the Government is legally required to adhere to.”

Hunter-Jones says the Government is also relying heavily on “unproven technologies” while overlooking viable current solutions that would have immediate impact, including solutions recommended by its own advisors, the Climate Change Committee.

Friends of the Earth claims the pathways to reach net zero in the Net Zero Strategy are theoretical, because they are not supported by Government policy which shows how they can be fulfilled.

It argues that this means the Net Zero Strategy is not lawful, and crucially, does not allow parliament and members of the public to hold government accountable for any failures.

Friends of the Earth also claims that the Government failed to consider the impact of its Heat and Buildings Strategy on protected groups.

Factors such as age (both the elderly and the very young who will live with the greatest future climate impacts), sex, race, and disability can make people more vulnerable to climate impacts. This unaddressed inequality needs transparency and political accountability, it argues.

A refusal so far to disclose its equality impact assessment for the Net Zero Strategy has raised similar concerns, it says.

Katie de Kauwe, lawyer at Friends of the Earth, said: “A rapid and fair transition to a safer future requires a plan that shows how much greenhouse gas reduction the chosen policies will achieve, and by when. That the plan for achieving net zero is published without this information in it is very worrying, and we believe is unlawful.

“We know that those who do least to cause climate breakdown are too often the hardest hit. Climate action must be based on reversing these inequalities, by designing the transition with the most vulnerable in mind.

“Not even considering the implications of the Heat and Building Strategy on groups such as older and disabled people, and people of colour and ethnic minorities is quite shocking, given these groups are disproportionately impacted by fuel poverty, for example.”

She added: “The bottom line is that the Government’s vision for net zero doesn’t match the lacklustre policy that is supposed to make it possible.

“We are very concerned at the potential consequences of such a strategy for people in this country, and across the world, given the climate emergency. This is why we are taking this legal action today.”

Following filing of the claims with the High Court, the Government will submit its defence, and the Court will then decide whether to grant permission for a full hearing.

Rowan Smith, solicitor at Leigh Day, said: “Under the Climate Change Act 2008, the Secretary of State has a legal obligation to set out how the UK will actually meet carbon reduction targets.

“Friends of the Earth considers that the Net Zero Strategy lacks the vital information to give effect to that duty, and so any conclusion, that targets will be achieved on the basis of the policies put forward, is unlawful.

“Friends of the Earth is concerned that this places future generations at a particular disadvantage, because current mistakes are harder to rectify the closer we get to 2050. That is why this legal challenge is so important.”

UK CLIMATE RISK ASSESMENT

The Government published the UK’s Third Climate Change Risk Assessment earlier this week, recognising the unprecedented challenge of ensuring the UK is resilient to climate change.

The five-year assessment, delivered under the Climate Change Act 2008 and following close work with the Climate Change Committee (CCC), identifies the risks that climate change poses.

For eight individual risks, economic damages could exceed £1 billion per year each by 2050 with a temperature rise of 2°C, with the cost of climate change to the UK rising to at least 1% of GDP by 2045.

The report comes three months after the UK hosted the COP26 climate conference in Glasgow, bringing together nearly 200 countries to limit temperature rise and keep 1.5 alive.

Climate adaptation minister Jo Churchill said: “The scale and severity of the challenge posed by climate change means we cannot tackle it overnight, and although we’ve made good progress in recent years there is clearly much more that we need to do.

“By recognising the further progress that needs to be made, we’re committing to significantly increasing our efforts and setting a path towards the third National Adaptation Programme which will set ambitious and robust policies to make sure we are resilient to climate change into the future.”  By Graham Hill thanks to Fleet News

Outright purchase fleets are worried that the residual values of petrol and diesel cars and vans could fall substantially from 2025, pushing them towards electric vehicles (EVs) instead.

Fleets that order new vehicles now are likely to dispose of them between 2026 and 2028, only a few years before the sale of new petrol and diesel cars and vans will be banned.

Andy Kirby, customer success director at FleetCheck, said: “There is a general feeling that, as we head towards the 2030 end of ICE production, no-one really knows what is going to happen to used vehicle buyer sentiment and therefore RVs.

“There are extremes of belief – some saying that petrol and diesel demand will hold up because those vehicles offer definite advantages and will be in limited supply, while others believe that they will be seen as yesterday’s technology and discarded.

“Because of this uncertainty, there is a feeling that ICE is increasingly a gamble when it comes to future RVs. The logic is that EV demand is now a solid bet for the future, while petrol and diesel will certainly fall away at some stage.”

The situation is being made more acute by the current long delays affecting vehicle supply.

Kirby added: “If you order a car today and are given a delivery date of late 2022 then, if you are operating on a four year cycle, that takes you right up to 2026 as a disposal date, which feels very near to the 2030 deadline. The fear is that the used market will be quite different by then.

“The situation is even more marked when it comes to van operation. We have some fleets who operate LCVs on a six year cycle. That means if you place an order now, you’ll be potentially looking to sell that van in 2028, when it is likely that electric will be the fleet norm.

“When faced with these kinds of scenarios, we are increasingly seeing people choose electric today become it looks like the safer RV bet. This is a way of thinking that can only become more dominant as time passes.”  By Graham Hill thanks to Fleet News