Full Document Text
Environment Committee
Charging ahead?
An overview of pro gress in implementing the Mayor's
Electric Vehicle Delivery Plan
February 2012
Environment Committee
Charging ahead?
An overview of progress in implementing the Mayor's
Electric Vehicle Delivery Plan
Environment Committee
Charging ahead?
An overview of pro gress in implementing the Mayor's
Electric Vehicle Delivery Plan
February 2012
Copyright
Greater London Authority
February 2012
Published by
Greater London Authority
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Cover Image courtesy of Transport for London
Environment Committee
Members
Murad Qureshi Chair
Darren Johnson Deputy Chair
Gareth Bacon Conservative
James Cleverly Conservative
Roger Evans Conservative
Nicky Gavron Labour
Mike Tuffrey Liberal Democrat
Assembly Secretariat contacts
The Committee would welcome feedback on this report. For further
information contact:
Carmen Musonda, Scrutiny Manager, on 020 7983 4351 or
Carmen.Musonda@london.gov.uk
For media enquiries please contact:
Lisa Moore on 020 7983 4228 or lisa.moore@london.gov.uk
Julie Wheldon on 020 7983 4228 or julie.wheldon@london.gov.uk
Contents
Foreword 7
Summary 9
1 London the electric vehicle capital of Europe?
The Mayor’s vision for, and progress on, electric vehicle use in London 11
2 Weighing up the benefits
The environmental impacts of electric vehicles 15
3 Plugging the gap
Barriers to increasing electric vehicle use 22
4 Raising London’s game
The role of the Mayor 30
Appendix 1 Recommendations 38
Appendix 2 Orders and translations 00 4
6
Foreword
The Mayor announced with much fanfare at the C40
Climate Change Summit 2009 in Seoul, how he was
going to make London the “electric car capital of
Europe”. His aim was to get 100,000 electric
vehicles (EVs) in use on London streets as soon as
possible, served by 25,000 plug points and 1,000
electrical vehicles in the GLA fleet by 2015. Now
almost at the end of this term, we examine how the Mayor is
performing and whether London has succeeded in charging ahead
with the electric vehicle revolution.
There are a number of worthy environmental benefits to be gained
from having more electric vehicles on the road. They do not emit
dangerous tailpipe pollutants and they produce much less noise on our
roads. However, we do also need to look at the life-cycle carbon costs
for an electric vehicle and ensure that the electricity powering them is
derived from a renewable energy source. This would strengthen the
environment case for electric vehicles significantly.
Yet, despite the obvious environmental benefits, generous
government subsidies and perks such as free parking, we still only
have 2,313 electric vehicles registered in London, a mere 0.08 per cent
of London’s 3 million fleet. This is way off the Mayor’s original target
of 100,000, and at the current rate could take centuries to reach.
So, the reality is that it’s been much tougher to deliver than envisaged
and lessons can certainly be learned from other cities and towns which
are pushing on with their own electric vehicle revolution. We recently
visited Paris and also Sunderland in the North East of England. What
we learned was that a clear strategy is needed to ensure that the
locations chosen for the charging points are appropriate for electric
vehicle users. One particular area which was highlighted during the
trip to Sunderland was their work to ensure there are sufficient rapid
chargers available at key points on major roads to help ease drivers’
“range anxiety”. This would make electric vehicles much more
appealing to longer distance drivers. The progress in the North East
has also been helped by having a Nissan plant producing electric
vehicles in Sunderland, although interestingly, they are designed in
London. Nissan’s presence and investment has done much to enhance
the North East’s Low Carbon Economic Area status. We also learned
that, in both Paris and the North East, figures for EV charge points per
population are better then London’s, therefore, it is not surprising that
both regions are making excellent progress with their own EV targets.
7
If EV ownership does not take-off soon, adopting the Parisian
approach may be a good alternative. They recently launched their
Autolib EV car hire scheme. This is designed to diversify the transport
on offer in Paris and surrounding towns and it’s estimated every 3,000
electric vehicles will see 22,500 polluting cars withdrawn from the
roads. In the past, we’ve followed Paris with their Velib bike hire
scheme with our very own version. We may do well to follow their lead
again but this time with a version of their EV car hire scheme for
London. I believe we should all be watching the progress of the
Autolib in Paris with great interest.
Murad Qureshi AM
Chair of the Environment Committee
8
Summary
The Mayor’s Electric Vehicle Delivery Plan (EVDP) published in May
2009, is one strand of the Mayor’s overall strategy to clean up
transport and improve air quality in London. It is the mechanism by
which he aims to develop a London-wide public charging network,
encourage more Londoners to ‘go electric’ and increase the use of
electric vehicles (EVs) across the public sector, notably in the GLA
fleet. His long term goal is to have 100,000 EVs on London’s streets as
soon as possible.
Visible progress has been made since the EVDP was published. There
are an additional 588 pure EVs on London’s streets and around 400
charge points available to EV users. But take up of EVs has been
slower than first anticipated and the pace and scale of delivery for the
EVDP revised several times. The Mayor is now committed to delivering
1,300 charge points by 2013, and Source London, the public charging
network he launched in spring 2011, provides 263 of the 400 charge
points in use across London.
There is a considerable way to go to meet the Mayor’s goal and the
short-term targets set out in the EVDP – 25,000 charge points and
1000 EVs in the GLA fleet by 2015. Questions remain over whether
the targets will be met, or in light of the changing landscape whether
they continue to apply. Reduced funding and a shift in perception
about where and when charging will occur and the need for an
extensive public charging infrastructure have helped shape the revised
programme for delivering the EVDP.
This report provides an update on progress in implementing the
Mayor’s EVDP. It also considers the environmental benefits they have
to offer. Air quality benefits and reduction in carbon emissions may be
lower than historically assumed. Much larger numbers of EVs will be
needed on London’s streets to help deliver the targets in the Mayor’s
Air Quality Strategy and better air quality for Londoners. Increasing
renewable energy supply to the national grid and the number of
charge points that are powered by renewable energy will be crucial to
reducing carbon impacts.
Despite the raft of national and regional-based incentives and
initiatives available to prospective EV users, numbers remain
somewhat low. There are 2,313 registered in London, a mere 0.08 per
cent of the three million vehicles that can be found there. Accelerating
EV use in London will hinge on three key factors, two of which the
Mayor has a considerable degree of influence over: developing a
9
recognisable and easily accessible charging infrastructure; and
improving on the level of information available on EVs and making
access to it easier. The third, access to EVs, will be driven by the
market. The report calls for the Mayor to build on existing work to
raise awareness about EVs by collating and publishing real time data
on the charging infrastructure and by partnering with industry to
develop a comprehensive communications strategy to increase public
awareness and knowledge of EVs.
The report also points out that the public charging infrastructure will
need to deliver value for money and calls for the Mayor to develop a
clearer and consistent strategy for determining where charge points
should be located.
While the report concludes the Mayor has a role to play in
encouraging greener modes of transport in London, it raises concerns
that the EVDP in its current form will deliver environmental benefits
too slowly. It suggests that alternative approaches need to be
considered, including measures to encourage take-up of electric taxis,
light goods vehicles and buses. Combined levels of pollution from
these vehicles are considerably higher than from cars.
10
1 London the electric vehicle
capital of Europe?
1.1 On 19 May 2009, the Mayor committed to making London the
electric car capital of Europe. His goal is to have 100,000
electric vehicles (EVs) on London’s streets as soon as
possible.1 He aims to dramatically improve carbon emissions,
air quality and noise levels in the city. Wide-scale introducti
of EVs across the capital will need to be supported
appropriately-sized accessible public charging infrastructure.
There are around 400 charge points available in London. Just
over 260 charge points are available through Source London,
the London-wide charge point network launched by the Mayor
in May 2011.
on
by an
2
1.2 The Mayor’s Electric Vehicle Delivery Plan (EVDP) is the
mechanism by which he hopes to deliver his goal of 100,000
EVs in partnership with boroughs and other private and public
sector partners, and an integrated and easily recognisable
charging network across London. The latter is being developed
under the Source London banner.
1.3 The EVDP includes specific targets to deliver:
25,000 charge points across London by 2015, with
2,500 in on-street and off-street locations and 22,500
in employers’ car parks and retail and leisure locations
and,
1000 EVs in the GLA fleet by 2015
Visible progress has been made since the EVDP was published
in 2009, but there is still a considerable way to go to achieve
the Mayor’s goals and the targets set out in the EVDP.
1.4 There are 2,313 registered EV users in London, compared to
1,725 in 2009. In addition London has 22,536 users of plug-in
hybrid electric vehicles (PHEVs).3 The 2,313 EVs represent
approximately two per cent of the 100,000 EVs the Mayor is
aiming for on London’s streets and around 0.08 per cent of
the three million vehicles registered in London. Data suggests
1 Mayor’s press release, 19 May 2009
http://www.london.gov.uk/media/press_releases_mayoral/mayor-invites-world-
plug-londons-electric-vehicle-revolution
2 See https://www.sourcelondon.net/ There are now 263 points available through
Source London.
3 Driver and Vehicle Licensing Agency(DVLA) statistics
11
that around 49 EVs can be found in the GLA fleet - just five
per cent towards the goal of 1000 vehicles.4
Changes to the EVDP
1.5 The pace and scale of delivery for the EVDP has been revised
several times. In February 2010, after securing funding of up
to £17 million, the Mayor confirmed that around 7,500 charge
points would be installed by spring 2013 with 1,600 installed
within 12 months.5 In December 2010, Assembly Members
were informed that the Mayor would deliver 1,300 charge
points through Source London by 2013.6
1.6 The Mayor initially estimated that it would cost £60 million to
deliver the EV charging infrastructure - £40 million from public
sector sources and £20 million from the private sector.7 In
2010, public sector investment commitment was reduced to
around £16 million; approximately £6.6 million to be funded
through Transport for London (TfL) and £9.3 million from the
Government’s ‘Plugged in Places’ Grant.8 Working to the
assumption that the private sector will still match public sector
investment, the Mayor now has a considerably reduced budget
at his disposal.
1.7 Reduced public funding has to some extent driven the
changes. There has also been a shift in public perception
about where and when charging will occur. According to the
Government’s Plug-In Vehicle Infrastructure Strategy users
now seem more likely to charge their vehicles at home or at
the workplace. 9
The Committee’s approach
1.8 On 12 July 2011, Kulveer Ranger, the Mayor’s Director of
Environment and Digital London, briefed the Committee on
how the EVDP was progressing.
4 This figure is based on verbal responses from the Mayor during Mayor’s Question
Time on 23 March and 18 May 2011. See questions MQT 0841/2011 and MQT
1258/2011 respectively.
5 Mayor’s press release, 25 February 2010
http://www.london.gov.uk/media/press_releases_mayoral/london-secures-
%C2%A317-million-funding-uk%E2%80%99s-largest-electric-vehicle-charge
6 Mayor’s 26th Report to the Assembly, 15 December 2010
7 Page 11, An Electric Vehicle Delivery Plan for London, May 2009
8 See question 3989/2010, Mayor’s Question Time, 15 December 2010
9 Page 8, Making the Connection, The Plug-in Vehicle Infrastructure Strategy –
Office for Low Emission Vehicles, June 2011
http://www.dft.gov.uk/publications/plug-in-vehicle-infrastructure-strategy/
12
1.9 The Environment Committee was keen to understand what had
driven changes to the pace, scale, and funding of the EVDP
and the extent to which the goals and targets it sets out may
have been compromised.
1.10 The Committee was also keen to examine the rationale
underpinning the EVDP. The EVDP claims that Londoners
stand to benefit from improved air quality and reduced levels
of carbon emissions. There are also claims of financial benefits
for EV users, and the EVDP even hints at possible commercial
gains. Stimulating the market for EVs in London, it is
suggested, could contribute to the UK car industry’s
competitiveness, production capability, and potential to be a
market leader in the domestic and overseas markets.
1.11 The EVDP focuses on all-electric vehicles, that is, vehicles with
an electric motor powered by a rechargeable battery.
Correspondingly, our discussions were largely limited to this
category of vehicle. However, PHEVs and extended-range EVs
(E-REVs), also potentially offer lower carbon dioxide (CO2)
emissions than normal internal combustion engine (ICE)
vehicles, and may contribute to cleaner air in London.10 This
report does not cover PHEVs and E-REVs, but we recognise
the value in exploring further what contribution they might
make to cleaner air and lower carbon emission levels in
London.
Report focus
1.12 This report provides an update on the EVDP and incorporates
the Committee’s views and observations on three key areas:
the environmental benefits wide-scale use of EVs can
deliver for Londoners now and in the future;
what is needed in terms of infrastructure, policy levers and
market growth to deliver those environmental benefits;
the role, if any, the Mayor should play in stimulating the
EV market.
10 PHEVs are powered by mains chargeable batteries as well as a normal internal
combustion engine, and could be run in all-electric mode for short to medium
distance journeys. For more information see
http://www.dft.gov.uk/pgr/scienceresearch/technology/lowcarbonelecvehicles/ E-
REVs are powered by battery, with an ICE powered generator on board. For more
information see page 4, Electric Car Guide 2011, The Society of Motor
Manufacturers and Traders
13
1.13 We believe that, in the interest of maintaining transparency
and openness, the Mayor should publish a revised EVDP. A
revised version should clearly set out the targets and
timescales for implementing charging infrastructure, and for
introducing EVs into the GLA Group fleet. We would wish to
see this report’s recommendations incorporated into the
revised EVDP.
1.14 Publishing a revised plan will provide much needed clarity on
the EV agenda for London, and will help to bring some degree
of certainty to investors and consumers alike.
1.15 We would like to acknowledge and thank the expert guests
who contributed to our discussion on 12 July 2011, and to this
report.
Recommendation 1
We recommend that the Mayor publish a revised Electric
Vehicle Delivery Plan for London (EVDP). A revised EVDP
should clearly set out targets and timescales for
implementing the charging infrastructure, and for
introducing EVs into the GLA Group fleet. It should also
include details on whether existing targets still apply, the
rationale for any revisions, and what funding or other
action is being taken to ensure that the commitments in the
revised EVDP can be delivered. We would wish to see a
revised EVDP incorporate the recommendations set out in
this report.
14
2 Weighing up the benefits
2.1 The EVDP is one strand of the Mayor’s overall strategy to
decarbonise transport and improve air quality in London. Key
measures for cleaning up transport and improving air quality
are set out in the statutory strategies - the Mayor’s Transport
Strategy, Air Quality Strategy and Climate Change Mitigation
and Energy Strategy.11 According to the EVDP, other
technologies, such as the hydrogen-fuel-cell-powered bus
project, will also have a role to play.
2.2 In this section we assess the environmental value that the
EVDP adds to the Mayor’s overall approach. What are the
environmental benefits of EVs, and to what extent will their
wide-scale use improve air quality and reduce carbon emissions
from road transport in London, now and in the future?
Environmental uncertainty
2.3 EVs have been around for over 100 years, and have been
extensively researched since the 1960s. Research and industrial
development has accelerated in the last decade, spurred in
part by concerns about the price and security of oil supplies.
EVs are seen as a way of reducing our reliance on carbon-
based fuels and the UK’s commitment to reducing CO2
emissions over the long term is also a key factor.
2.4 But the environmental benefits of EVs are not clear-cut.
Government research commissioned in 2008 strongly
advocates the positive impact EVs can have on the
environment. It focuses on the effect of tail-pipe emissions, of
which, in the case of EVs there are none.12 However, research
recently published by the Low Carbon Vehicle Partnership
(LCVP), raises questions about the level of environmental
benefits EVs can realistically make over the life cycle of the
vehicle.13 The large amounts of energy used during the
11 The final strategies were published in May 2010, December 2010 and October
2011, respectively, and can be downloaded at http://www.london.gov.uk/who-
runs-london/mayor/publications
12 Investigation into the Scope for the Transport Sector to Switch to Electric Vehicles
and Plug-in Hybrid Vehicles, published by the Department for Business Enterprise
and Regulatory Reform and Department for Transport, October 2008
http://www.dft.gov.uk/pgr/scienceresearch/technology/lowcarbonelecvehicles/
13 Preparing for a Life Cycle CO2 Measure, May 2011
http://www.lowcvp.org.uk/resources-library/reports-and-studies.asp The Low
Carbon Vehicle Partnership (LCVP) is a public-private partnership that exists to
accelerate a sustainable shift to lower carbon vehicles and fuels and create
opportunities for UK businesses.
15
production and disposal of EVs significantly add to their
carbon footprint.
Air quality benefits
2.5 Used in large numbers over a long period of time, EVs could
help to achieve better air quality in urban environments.14 In
contrast to ICE vehicles, EVs emit zero tailpipe emissions of
nitrogen oxides (NOx), sulphur oxides (SOx) and particulates.
All three are known to contribute to serious respiratory illness,
reduced quality of life and in some cases premature death.
2.6 At high levels nitrogen dioxide (NO2) causes inflammation of
the airways and long-term exposure can affect lung and
respiratory system functions. NO2 can also increase asthma
symptoms. Similar effects are associated with sulphur oxides.
Research shows that particles with a diameter of ten microns
and smaller (PM10), are likely to be inhaled deep into the
respiratory tract. As smaller particles can penetrate deeper, the
health impacts of PM2.5 are especially significant.
2.7 Reducing air pollution levels remains a significant challenge for
London. According to GLA-commissioned research, particulate
air pollution contributed to an equivalent of 4,267 premature
deaths in London in 2008.15 London is the only region in the
country that failed to meet the EU limit values for PM10 by the
original deadline. It was also one of 40 air quality zones that
failed to meet the 1 January 2010 deadline for complying with
EU limits for NO2. London has the most widespread breaches
of limits and the latest projected compliance date – by 2025.
All the others are by 2020 or sooner.
2.8 Road transport is the main contributor to poor air quality in
London. In 2008, road vehicles generated 79 per cent of
particulate emissions, and 60 per cent of NOx emissions in
central London.16 Across London, cars contributed the highest
14 Investigation into the Scope for the Transport Sector to Switch to Electric Vehicles
and Plug-in Hybrid Vehicles, published by the Department for Business Enterprise
and Regulatory Reform and Department for Transport, October 2008
15 GLA commissioned research, Report on estimation of mortality impacts of
particulate air pollution in London, June 2010 http://www.london.gov.uk/air-
quality/health
16 Paragraphs 2.5.3 and 2.5.7, the Mayor’s Air Quality Strategy, Clearing the Air,
December 2010
16
proportion of road transport emissions: around 35 per cent in
2008. Heavy goods vehicles are also significant contributors,
along with buses: about 30 per cent and 21 per cent
respectively in 2008.17. It should also be noted that tyre and
brake wear from road transport now contributes a considerable
proportion of PM10 emissions across London – a reflection of
the fact that improvements in exhaust emissions have not
been matched by similar improvements in tyre and brake wear
emissions. 18
2.9 The Mayor estimates that 100,000 EVs on London’s streets
can reduce particulate emissions by 70 – 90 tonnes per year,
and NOx emissions by 350 – 400 tonnes per year.19 Any
reductions in particulate matter and NO2 levels are to be
welcomed. However, the likelihood of improved air quality in
London through increased EV use in the short to medium term
is small. Modelling completed for the Mayor’s Air Quality
Strategy showed that the effects of penetration of EVs into
the car fleet is expected to be less than one per cent up to
2015.20
Carbon emission benefits
2.10 By the Mayor’s estimations, achieving the targeted rates of EV
adoption shown in the EVDP could save up to 80,000 tonnes
of CO2 annually by 2020, and a total of up to 400,000 tonnes
up until that date.21 Any reduction in CO2 emission levels is to
be welcomed. However, this is a small proportion of the
anticipated combined 3.07 Mt CO2 annual savings to be
generated from actions at European, national and regional
levels. 22 Also, these estimated savings may alter, taking into
account the EVDP delivery programme changes and possible
http://www.london.gov.uk/sites/default/files/Air%20Quality%20Strategy%20v3.p
df
17 Ibid. Paragraph 2.5.10
18 The Mayor’s Air Quality Strategy, Clearing the Air, December 2010
19 Page 6, The Mayor Electric Vehicle Delivery Plan. Appendix C, The Mayor’s Air
Quality Strategy sets out the annual baseline emissions for particulate emissions and
oxides of nitrogen are 2372 and 46557 tonnes respectively.
http://www.london.gov.uk/sites/default/files/MAQS%20Appendices_0.pdf
20 Page 1, Environment Committee transcript, 13 July 2011
21 Page 41, draft Electric Vehicle Infrastructure Strategy
https://www.sourcelondon.net/sites/default/files/draft%20Electric%20Vehicle%2
0Infrastructure%20Strategy.pdf
22 Page 181, Delivering London’s Energy Future: the Mayor’s Climate Change
Mitigation and Energy Strategy sets out annual savings to be made from
government and EU actions, committed and further Mayoral actions.
17
revisions to the modelling for CO2 emissions as more is learned
about the environmental impact of EVs.
2.11 The research published by the LCVP in May 2011 has opened
up the debate. It concludes that EVs can potentially produce
higher CO2 emissions than conventional vehicles over their
lifetime, because of the high amounts of energy that can be
used during production.23 Battery construction is particularly
energy-intensive. The research notes “The tailpipe CO2 metric
is insufficient for comparing the environmental impact of zero
and ultra-low emission vehicles, …since it does not consider
CO2 emissions resulting from the generation of the fuel, or
those embedded within the vehicle production…The vehicle’s
embedded CO2 from production and disposal is becoming a
greater portion of the life cycle CO2 emissions.”
2.12 The LCVP identifies the need for more research on vehicle
end-of-life to help understand what really happens during
vehicle disposal. We would welcome such research. We would
also like to see more work on the impact of the battery
manufacturing process on an EV’s carbon footprint.
The role of renewable sources
2.13 More EVs can potentially lead to more CO2 emissions, as the
demand for electricity increases and given that around 77 per
cent of electricity is sourced from coal and gas.24 Meeting
additional demand from renewable or low carbon generation
sources is crucial if strict EU limits for carbon emissions are to
be met.25 The Committee is encouraged that the industry
recognises this fact.26 We therefore need to look to ways to
boost the renewable content of the energy used and
appropriately managing demand on the grid.
2.14 The UK has low existing renewable energy capacity.
Environment industry expert Mike Berners-Lee suggests that
the switch from petrol to electricity will initially need to be met
by fossil fuels, because they are the only source in the UK that
23 Preparing for a Life Cycle CO2 Measure, May 2011
http://www.lowcvp.org.uk/resources-library/reports-and-studies.asp
24 Faye Sunderland, Editor, The GreenCarWebsite.co.uk
http://www.london24.com/news/transport/london_electric_car_plan_running_flat
_warning_for_boris_johnson_1_954934
25 EU Emissions Trading Scheme 2009/29/EC
26 Page 22, Electric Car Guide 2011, The Society of Motor Manufacturers and
Traders Limited
18
will be able to provide the extra capacity. He claims “Hydro
and wind turbines, for example cannot turn any faster.” and
argues that this will mean “ the carbon intensity of the
electricity needed to power all new electric cars will be
significantly higher than the current grid average.”27 However,
it is not clear whether this takes into account other low-carbon
energy sources.
2.15 The Mayor has been unable to confirm that the energy supply
to Source London charge points will come from renewable
sources. His recently published Climate Change Mitigation and
Energy Strategy aptly notes that “many crucial details have yet
to be resolved”. It also notes that developing the infrastructure
to bring new renewable energy on-line is costly and it is
unclear where the finance will come from. The Government is
limited in what it can contribute; securing private sector
investment will not be easy, particularly as low carbon
technologies are perceived to be riskier investment options.
There are unresolved public safety issues about nuclear energy
plants and planning and regulatory delays also add to the
challenges. 28
2.16 There are models in other areas of the UK to learn from.
Charge points installed by Brighton and Hove City Council are
charged by renewable energy sources.29 The launch of Source
East Electric Vehicle charging network was accompanied by
assurances that the electricity will come from renewable
sources.30
2.17 The Mayor has committed to working with boroughs to
explore the feasibility of using renewable energy to power
charge points in London.31 We welcome this. But going
forward we would wish to see the Mayor proactively engage
with private sector partners to secure their commitment to
27 As written in The Times supplement Eureka, 23 August 2011. Mike Berners-Lee is
the Director of Small World Consulting, a sustainability consultancy which brings
together environmental and business expertise.
28 Page 76, Delivering London’s Energy Future – the Mayor’s, Climate Change
Mitigation and Energy Strategy, October 2011
29http://www.journeyon.co.uk/newsite/uploads/FAQ's%20Electric%20Vehicle%20
Charging%20Points.pdf
30http://www.projectsmagazine.eu.com/news/south_east_england_plugs_in_to_ele
ctric_vehicles
31Question 0624/2010, Mayor’s Question Time, 24 October 2010
19
increase the number of charge points installed in the capital
that are supplied with renewable energy.
Conclusions
2.18 The Committee concludes that:
More work is needed to help us better understand the
environmental impacts of EVs. Additional life-cycle
modelling on the carbon footprint of EVs would provide
more realistic comparative analysis of their benefits over
those of conventional combustion engines.
EVs can offer environmental benefits, and on balance have
a part to play in the Mayor’s overall approach and
programme of measures to clean up road-based transport
and to deliver a cleaner environment for Londoners.
The benefits to be gained are likely to come into play over
the long term and depend on securing significant numbers
of EVs on London’s roads. It is therefore crucial to also
pursue measures that will yield benefits in the short and
medium terms.
The public charging infrastructure must be powered as
much as possible by renewable energy if strict EU limits for
carbon emissions are to be met. Developing such sources
of energy is not easy or inexpensive, but lessons can be
learned from schemes in other parts of the country.
The EVDP needs to be realistic and clear in its ambitions
and approach to deliver the environmental benefits that
Londoners need.
20
21
Recommendation 2
We recommend that the Mayor commission research on full
life-cycle modelling on EV carbon footprints to further
inform policy development in the Air Quality Strategy.
Recommendation 3
The Mayor should note the experience of others in the UK,
such as Brighton and Hove City Council and the Source East
Electric Vehicle charging network, which use electricity
from renewable sources. We recommend that the Mayor
work with energy suppliers to determine the feasibility and
practicality of sourcing electricity for public charge points
from renewable energy. The Mayor could look to include a
requirement to source a percentage of London’s charge
points with electricity from renewable energy.
3 Plugging the gap
3.1 The slow uptake of EVs in London, and in other parts of the
UK is in part due to uncertainty about the environmental
benefits they offer. However other factors have also
contributed to the slow uptake. Our discussions with experts
revealed that these factors centre on public concerns about
access to:
charging facilities,
information about EVs, and
the vehicles themselves.
The public is particularly concerned about the high purchase
costs. These concerns persist despite the raft of national and
regional-based incentives and initiatives that are in place.
3.2 This section looks at the range of incentives and initiatives
designed to boost EV uptake, and the barriers and challenges
identified through discussion with expert guests at the session
on 12 July 2011.
National incentives and initiatives
3.3 The Government provides financial support towards the
purchase of an electric car through the Plug-In Car Grant. To
qualify for the grant, the vehicle must appear on a pre-
approved list, drawn up by the Government.32
3.4 The grant is administered through the Office for Low Emission
Vehicles and provides a subsidy of 25 per cent, up to the value
of £5,000 for each qualifying electric car purchased. The grant
scheme has been designed to help make the whole-life costs
of a qualifying car more comparable to the costs of petrol- or
diesel-powered cars. Private consumers and businesses can
benefit from the Plug-In Car Grant when purchasing a
qualifying ultra-low emission car and registering it in the UK.
3.5 Following the 2010 Spending Review, the Government
confirmed that it would continue to support the Plug-in Car
Grant for the life-time of this Parliament. But the scheme and
level of subsidy will be periodically reviewed. This is to ensure
continued value for money for the taxpayer. The first review is
due to take place in early 2012.
32 For more information about the Plug-In Car Grant and the current list of qualifying
vehicles, see http://www.dft.gov.uk/topics/sustainable/olev/plug-in-car-grant/
22
3.6 A number of tax incentives are also available, for example:
vehicle excise duty exemption
fuel duty exemption
enhanced capital allowances
five-year exemption from Company Car Tax. 33
London-based incentives and initiatives
3.7 EVs are eligible for a 100 per cent discount from the
Congestion Charge. There is a range of borough-level
incentives across nine London boroughs.34 Some London
boroughs offer subsidised parking for EVs. For example,
Westminster provides free parking and free charging facilities
which can save the user up to £6,000 a year. The user is
required to pay an annual administration fee of £231.
Richmond provides free residents’ parking for vehicles with
CO2 emissions of 100g/km or less.
Access to the charging infrastructure
The size and scale of the infrastructure
3.8 The Mayor’s revised commitment to deliver 1,300 public
charge points by spring 2013, is an indication that the
charging infrastructure has not developed as quickly as first
anticipated. This is reflected elsewhere in the UK.35 Officers
from Transport for London (TfL) maintain that 1,300 charge
points by 2013 “is about right in terms of the capacity to meet
the demand over the next two or three years.”36 Across Europe,
there is a mixed picture on how developing electric vehicle
charging infrastructure is progressing. For example Oslo has a
network of 200 charge points with reports suggesting that
there are more EVs per capita than any other capital in the
world. Amsterdam has a network of 1250 charge points,
Lisbon 480, Madrid 270, Stockholm 114 and 40,000 homes
33 Information taken from Electric Car Guide 2011 Questions and Answers, The
Society of Motor Manufacturers and Traders Limited and the Mayors Climate Change
Mitigation and Energy Strategy, October 2011
34 Camden, City of London, Enfield, Islington, Kensington & Chelsea, Lambeth,
Richmond, Sutton and Westminster. For more information about the incentives and
initiatives offered see https://www.sourcelondon.net/existing-charge-point-
schemes
35 http://www.heraldscotland.com/news/transport/green-driving-revolution-fails-
to-bloom-in-scotland.16468945
36 Page 23, Environment Committee Transcript dated 12 July 2011
23
with access to electric charging through existing facilities.37
The Committee recognises that city profiles and infrastructure
needs will differ. However we consider it crucial that that the
suggested infrastructure requirements are underpinned by
robust analysis of London's needs. We would therefore wish to
see a revised EVDP include an analysis of projected demand in
London, and that this demand can be met by the proposed
charging infrastructure.
Meeting demand
3.9 The Mayor’s Director of Environment and Digital London
informed the Committee that in a bid to improve access to the
charging infrastructure, “(we are) looking to see how we can
retrofit, working with boroughs, where there is a demand, to
get charging infrastructure either on street around those areas
where it is required – and using intelligence in terms of where
people actually need it..” 38 This wholly demand-led approach
to installing infrastructure may dissuade individuals from
purchasing an EV; they may be unsure whether they will have
access to charge points in their local area, or when it is likely to
be available.
3.10 Easy access to charge points will be key in ensuring that the
infrastructure is fit for purpose. Charge points forming part of
the Source London network (SLN) will be installed in
partnership with private sector partners and they will become
an asset wholly owned by them. While TfL will seek to
influence the location of charge points, the ultimate decision
will lie with the private sector partner, who through match-
funding will bear the purchase costs and 50 per cent of the
installation costs. The private sector partner will also be
responsible for ongoing maintenance of the points and their
day-to-day running costs.
Compatibility Issues
3.11 Around 150 available charge points in London do not form
part of the SLN. Twenty-six charge points installed across four
boroughs, some funded by the Local Implementation Plan,
have been removed and replaced by charge points that are
compatible with the SLN. The four boroughs concerned –
37 Electric Vehicles in Urban Europe Baseline Report, May 2010; Electric Vehicles in
Urban Europe Expert Seminar, 27 – 28 November 2011 See
http://urbact.eu/en/projects/low-carbon-urban-environments/evue/homepage/
38 Page 23, Environment Committee transcript dated 12 July 2011
24
Hammersmith and Fulham, Haringey, Hounslow and Kingston
upon Thames - have partnered with Source London. Residents
in those boroughs who become members of the scheme will be
able to access the SLN.
3.12 The SLN offers a single set of Membership fees across London.
It is designed to avoid any duplication of borough level
membership fees that may occur. For example a resident living
in one borough and working in another could, in practice, have
been faced with a double set of charges: one in which they
lived or worked, and perhaps another they might have needed
to travel to for work or personal reasons. This may still be the
position in some cases, as the SLN is rolled out across London.
During this transition period, we understand that residents
have been offered an additional six months to the annual
subscription if they are members of an existing borough
scheme. Work to standardise access through the SLN
commenced in 2010 and is due to be completed in January
2012.39
Range Anxiety
3.13 ‘Range anxiety’ is also causing concern about access to the
right type of charge point. Range anxiety refers to the fear
people have about the distance an EV can drive and the
concern that the range may not be enough to reach their
destination.40 While the likelihood of long journeys within
London is low, the high level of road traffic congestion can
deplete energy reserves; at times users may need instant or
near-instant access to a rapid charge point, if their vehicle has
this capability. Thirteen rapid charge points have recently been
installed across London.41
Access to information
3.14 Lack of information and lack of access to information are
contributory factors to consumer reticence. Uncertainty about
the range capabilities of EVs, their on-going maintenance
costs and resale value makes it problematic for the consumer
39 See https://www.sourcelondon.net/replacing-borough-charging-points
40 Society of Motor Manufacturers and Traders definition as used in its publication,
Electric car Guide 2011, Questions and Answers
41 The Mayor launched thirteen rapid charge points on 10 November 2011. See
Transport for London press release, 10 November 2011
http://www.tfl.gov.uk/corporate/media/newscentre/archive/21558.aspx
25
to make an informed decision about the true value of their
purchase.
3.15 Making information about EVs more accessible to the public
could help increase EV use across London. The industry is
clearly convinced that the range of initiatives and incentives in
place, both nationally and across London presents an attractive
package to investors and consumers alike, but recognises that
more needs to be done to increase public awareness. “The next
step …is all about the education side of it. The more you can
do to educate the public and get them to use all…you have
already put in place, then the better. That is where… the next
focus would be very useful.” 42
3.16 Source London is a useful reference point for consumers and
businesses considering purchasing EVs. However, we believe
that the Mayor could build on existing work by collating and
publishing real-time data setting out the location, type and
availability of charge points across London. There is also scope
to work in partnership with the industry to further inform and
educate the general public about EVs and their use. The
Society of Motor Manufacturers and Traders has expressed a
willingness to be involved in a focused communication exercise
of this nature.
Access to EVs
3.17 Uncertainty about the cost of EVs has weakened consumer
confidence and affected on EV uptake.
3.18 Upfront purchase costs for EVs tend to be higher than for
petrol and diesel cars. The price of a new EV can be up to 80
per cent higher, in cases where the battery is purchased
outright. New EVs such as the Nissan Leaf cost around
£25,000 (including the Plug-In Car Grant).43 EVs are getting
cheaper and can now be purchased for around £17,995 once
the Plug-In Car Grant is taken off.44 But there is still some way
to go to make them readily affordable.
3.19 We acknowledge that production costs will decrease over time
as production levels increase. This will help to reduce the high
42 Page 30, Environment Committee transcript, 12 July 2011
43 http://www.nextgreencar.com/electric-cars/car-costs.php
44 Manufactured by Peugeot, Page 33, Environment Committee transcript, 12 July
2011.
26
purchase costs of EVs. But recent research by the Low Carbon
Vehicle Partnership (LCVP) suggests that lower purchase costs
will not happen in the short term. On average, electric cars will
continue to have higher whole-life costs than equivalent petrol
or diesel cars at least until 2030.45
3.20 Uncertainty about battery costs adds to consumer doubt.
Information on the life-span of batteries used to charge EVs
and their replacement costs is ambiguous. Andy Palmer, Nissan
GB’s senior vice president confirmed that replacement costs
for a complete battery pack for a Nissan Leaf could total
£19,392, more than double previously estimated costs. He did
point out that if used mainly for short journeys, for which it is
designed, the car would not need a new battery for at least ten
years. However, repeated regular use of a rapid charger (more
than once a day) or repeatedly driving the Leaf in extremely
cold or hot weather could significantly reduce the life of the
battery.46
3.21 Re-sale values of EVs are also unclear. Two large residual value
companies, CAP and Eurotax Glass’ Guide have published EV
residual values which are competitive with similar sized ICE
vehicles. However, each one takes a different view on whether
the battery should be sold with the vehicle or leased
separately, making it difficult to suggest a consistent residual
value at this stage.
Conclusions
3.22 The Committee concludes that:
Misconceptions about EVs, fuelled by uncertainty and lack
of information, will need to be addressed to bring about
the shift in consumer confidence needed to boost EV
uptake in London.
Practical approaches that will help bring about that shift
should include:
- the timely development of an infrastructure that meets
the EV drivers’ needs;
45 Influences on the Low Carbon car Market from 2020 -2030, July 2011
http://www.lowcvp.org.uk/assets/reports/Influences%20on%20the%20Low%20Ca
rbon%20Car%20Market%20from%202020-2030%20-
%20Final%20Report%20010811_pdf.pdf
46 Page 14, The Times, Electric car buyers may face £19,000 battery shock, 1 August
2011
27
- A focused communication strategy to help improve
access to information and increase public awareness;
- More explicit information about purchase and whole-life
costs of EV ownership;
- a reduction in the upfront costs of purchasing EVs;
Source London is a useful reference point for consumers
and businesses considering purchasing EVs. However, we
believe that the Mayor could build on existing work by
collating and publishing real-time data setting out the
location, type and availability of charge points across
London, to include charge points located in work places,
businesses, and retail and leisure developments.
While we recognise that the Mayor has already provided
funding through the Local Implementation Plan to assist
boroughs in raising awareness about EVs, we believe that a
more cohesive approach is needed. We would urge the
Mayor to take up the opportunity to work closely with
industry partners to develop a comprehensive
communications strategy to increase public awareness and
knowledge about EVs.
Recommendation 4
A revised EVDP should include analyses of projected
demand for an EV public charging infrastructure in London.
Recommendation 5
We recommend that the Mayor build on existing work to
raise awareness about electric vehicles, by collating and
publishing real time data setting out the location, type and
availability of charge points across London, to include
charge points located in work places, businesses, and retail
and leisure developments.
28
Recommendation 6
We recommend that the Mayor, in partnership with the
Society for Motor Manufacturers and Traders to develop a
comprehensive communications strategy to increase public
awareness and knowledge about EVs, and bring about the
shift in consumer confidence needed to boost EV uptake in
London.
29
4 Raising London’s game
4.1 Given the challenges of promoting widespread EV use in
London, the Mayor’s the EVDP must be designed to deliver
value for Londoners, both environmentally and financially. In
this section we consider:
whether there is a role for public intervention at regional
level,
and if so how that role might best be deployed; and
whether the thrust and approach of the EVDP creates the
right balance to deliver the best possible environmental
benefits economically.
The challenges
4.2 We recognise that there are a considerable number of hurdles
to overcome, to keep the delivery programme going. But, as
pointed out to us during the briefing session, four key factors
are now beginning to come together to support the Mayor’s
plan in the future.47 The market is becoming more established,
EV demand is increasing, supply is diversifying, and there is a
concerted government push for a transition to low emission
modes of transport. We welcome these trends.
4.3 Around 2,313 EVs are registered in London - 588 more than
when the EVDP was published in 2009. However, there is still a
significant way to go in order to meet the Mayor’s goal for
100,000 EVs on London’s streets. We recognise the scope to
move the EV agenda forward, but would argue the case for
improved Mayoral intervention.
Public intervention
4.4 The Mayor clearly has a role to play in encouraging greener
modes of transport in London. Anything that improves
London’s air quality and reduces the negative impacts of road
transport is a positive step forward for Londoners. And the
contribution EVs can make to that is to be welcomed.
4.5 We are concerned that the EVDP in its current form will deliver
environmental benefits too slowly. Our understanding is that
the EVDP projections for improved air quality and reduced
CO2 emissions are based on achieving 100,000 EVs on
London’s streets “as soon as possible”. An average of 147 new
EVs per year, have been licensed in London over the last four
years. Clearly the current rate of progress will have to increase
47 Page 5, Environment Committee transcript 12 July 2011
30
significantly if EVs are to play any role in targets for reducing
pollution within the timescales set out in the Mayor’s Air
Quality Strategy and Climate Change Mitigation and Energy
Strategy.
4.6 According to the Mayor’s Director of Environment and Digital
London the slow pace in delivery of EVs to the market is a big
factor. He said, “We are in a battle to get the manufacturers to
deliver their vehicles here….They need to look at ramping up
production and bringing them to the market” 48 The
Committee accepts that EV numbers are likely to increase at a
faster pace as the vehicles become more commercially available
and public charging infrastructure is improved. However,
achieving the goal of 100,000 EVs by say 2020, as is implied in
the EVDP, remains a formidable challenge.
Delivering Value for Money
4.7 The Mayor will need to demonstrate that the EV charging
network will deliver value for money, given the high level of
public funds already committed to the delivery of the EVDP.
4.8 Over £1 million was provided to boroughs through the Local
Implementation Plan between 2008 – 2010 to install charge
points, and help increase EV use locally.49 However not all
boroughs have achieved the desired level of take-up. For
example, by September 2010 Haringey had received £94,000
funding and had installed 12 charge points. The borough had
one registered user. Additionally all 12 charge points have
since been replaced to ensure compatibility with the SLN.
48 Pages 20 and 27, Environment Committee transcript, 12 July 2011
49 MQT 3378/2010, 13/10/10
http://mqt.london.gov.uk/mqt/public/question.do?id=33286
31
AUTOLIB PARIS
Members of the Committee saw an alternative approach to
encouraging EVs in Paris where the Mayor has promoted a public
service EV car hire scheme – Autolib. Operated by the Bolloré Group,
with technology provided by the IER Group, the car hire scheme is
designed to diversify the transport offer in Paris and surrounding
towns and to open up car use to those who might not have ready
access to one. Using EVs will also help improve air quality and, of
particular importance for Parisians, reduce noise pollution.50
Creating the right balance
Approach and focus
4.9 Additional measures are needed to build on the work achieved
to date and to provide the stimulus needed to accelerate
market growth and increase EV use in London.
4.10 We believe that a renewed focus on commercial vehicIes is
needed. The EVDP has mostly focused on getting more electric
cars on the road. However, the combined level of pollution
generated from taxis, light good vehicles (LGVs) and buses is
considerably higher than that generated from cars. In 2008,
cars were responsible for 23 per cent of central London
particulate emissions. Taxis were responsible for over 30 per
cent and LGVs up to 20 per cent.51 A revised EVDP should set
out the opportunities for developing electric taxi and light
goods vehicles, including measures to encourage take-up.52
50 The site visit took place on 16 January 2012. A presentation is available on the
London Assembly website at http://www.london.gov.uk/who-runs-london/the-
london-assembly/publications/environment
51 Page 39 (LGVs), and page 93 (taxis), Clearing the Air, the Mayor’s Air Quality
Strategy
52 These could include plans for financial incentives or tougher regulation.
32
4.11 Efforts are already being made to reduce emissions from
buses, through the Bus Emissions Programme for London’s
buses and the Low Emission Zone: bus emissions now
contribute less than 10 per cent to PM10 in central London. 53
However electric technology continues to offer an attractive
zero-emissions solution to London’s long-term transport
needs.
4.12 To date, TfL’s main focus has been on rolling out hybrid
technology, with plans to introduce 300 hybrid buses by
2012.54 While hybrid buses generate electrical energy as their
brakes are pressed, they continue to rely on ordinary diesel
engines for much of their power. In contrast, pure battery-
powered buses emit zero exhaust emissions.
4.13 Electric buses currently available on the market include the
Optare Solo EV – three in Durham and eight in Nottingham,
and the Proterra BE35, currently operating in the US.55 While
commercial models currently available are all single deckers -
with a range of about 60 miles/100km on a single charge –
battery technology is developing rapidly, and the range of
vehicles is anticipated to increase accordingly. In addition,
several cities across the world are now successfully operating
electric buses: Seoul plans over 2000 by 2020, the Italian cities
of Genoa and Turin have already introduced them.56
4.14 The Mayor has previously confirmed that he would support an
early demonstration project of an all-electric bus.57 However,
battery units for pure electric buses manufactured in the UK
do not currently meet the operational requirements or range
required by TfL. There is scope to learn more about the
technology in use overseas and the potential for it to be
replicated in the UK. We therefore propose that the Mayor
explore the opportunities for using overseas suppliers of pure
battery-powered, single-decker buses to assess if they are
53 Page 39, Clearing the Air, the Mayor’s Air Quality Strategy
54 http://www.tfl.gov.uk/corporate/projectsandschemes/2019.aspx
55 For more information see Durham: http://www.optare.com/pr_22_01_10.htm;
http://www.bbc.co.uk/news/uk-england-nottinghamshire-13014254
56 Seoul: http://www.e-traction.nl/overige-paginas/e-traction-signs-memorandum-
of-understanding-(mou)-with-econex-ltd; see also DfT ‘Green Bus Fund’:
http://www.dft.gov.uk/publications/green-bus-fund-round-3.
57 MQT 3128/2011: http://mqt.london.gov.uk/mqt/public/question.do?id=38054
33
suitable for operation in London and whether it is possible to
conduct a trial.58
4.15 A focused delivery programme on electrifying the taxi and LGV
fleets could make a significant contribution to improved air
quality and reduced CO2 emissions over the short to medium
term. In December 2010, the Mayor and Transport for London
announced a £1 million fund to encourage taxi owners to
upgrade to low emission vehicles such as electric black cabs.
We would welcome more information on how the initiative is
progressing. 59 The Mayor’s commitment to work with the taxi
manufacturing industry to develop an affordable taxi capable
of zero-emission is a positive step; however every effort should
be made to ensure that these taxis are in operation before the
2020 deadline that has been set.
LOW CARBON FUTURES, NORTH EAST
Members of the Committee discussed with colleagues from the North East’s
Low Carbon Futures team how demand for electric vehicles was likely to
develop over the coming years. There were many lessons to learn from the
experience of the North East, which has installed 342 charging points. A
clear strategy is needed to ensure that the locations chosen for the charging
points are appropriate for EV users. One particular proposal they are working
on is to ensure that there are quick chargers available at key points on major
roads to help ease “range anxiety” and allow for EVs to take on longer
distance drives.60
58 There are approximately 2,700 single decker buses in the TfL fleet of 8,500
(see
http://www.tfl.gov.uk/static/corporate/media/newscentre/archive/3724.html)
59 Mayor’s press release, 14 December 2010
http://www.london.gov.uk/media/press_releases_mayoral/mayors-tough-new-air-
quality-standards-remove-dirtiest-black-cabs-londo
60 The site visit took place on 12 January 2012. A presentation is available on the
London Assembly website at http://www.london.gov.uk/who-runs-london/the-
london-assembly/publications/environment
34
Charging Infrastructure
4.16 Early insight from trials by EDF Energy and UK research shows
that dependency on public charging infrastructure is not as
high as initially perceived. Most charging is likely to take place
at home or work.61 The Government agrees with this
assessment; its Plug-in Vehicle Infrastructure demonstrates a
shift in policy away from heavy investment in a public charging
infrastructure to installing charge points at key destinations
such as supermarkets, retail centres and car parks.62 Officers
from TfL confirmed to the Committee that research
undertaken since 2010 had informed their revised target of
1300 charge points by 2013.63
4.17 The right balance needs to be created between access to a
public charging network and home and work charging
facilities. We would like to see the Mayor, together with local
authorities and energy companies, further explore
opportunities for making home charging more accessible in the
capital. We welcome his commitment in the London Plan, to
ensure that one in five parking spaces in new developments
provides electric charge points.64 But in our view there is a
more pressing need to seek out workable options for home
charging, particularly in residences that do not have access to
off street parking. Off-peak charging will play an important
part in minimising EV emissions, especially in the short term.
The Society of Motor Manufacturers and Traders confirms that
“in the short-term, to minimise EV emissions it is important
that most charging takes place outside peak hours (i.e.
overnight).”65
EV take-up in the GLA fleet
4.18 There is still progress to be made towards the target of 1,000
EVs in the GLA Group fleet. Clarity is needed on the exact
number of EVs in the GLA Group fleet. We note that there may
be around 49.66 The target presents an opportunity for the
61 EDF written submission to the Environment Committee, dated 7 July 2011
62 Making the connection: The Plug-in Vehicle Infrastructure Strategy, June 2011
63 Page 23, Environment Committee transcript, 12 July 2011
64 Policy 6.13 requires the provision of electrical charging points in all new
developments as part of parking provision requirements. See page 200
65 The Society of Motor Manufacturers and Traders, Electric Car Guide 2011
66 Mayor’s Question Time 23 March 2011 and 18 May 2011, see questions
0841/2011 and 1258/2011 respectively. Confirmation of the exact figure was
requested but not received.
35
GLA Group to lead by example and we therefore look forward
to seeing further progress.
4.19 Procurement frameworks will help to increase EV numbers and
to develop the charging infrastructure. We acknowledge the
work that has already gone into securing frameworks for
vehicle and infrastructure purchases. However in due course
we would also like to see a framework established for the
Metropolitan Police Service, which has the largest fleet in the
GLA Group.67
Conclusions
4.20 The Committee concludes that:
It is right that every effort is made to improve air quality
and to mitigate climate change impacts. However it is
imperative that the EVDP delivers value for money. There
are clear practical ways that value, both environmental and
financial, can be achieved by:
- ensuring the charging infrastructure matches demand;
- targeting increased EV take up amongst the more
polluting vehicles such as buses, taxis and light goods
vehicles and;
- focusing on the GLA and wider public sector fleets.
There is a clear policy shift away from developing public
charging infrastructure of large scale proportions. We
agree with this shift, especially given the need to manage
the impact on the national grid and to maximise
opportunities to use renewable energy.
Reduced access to public sector investment need not be an
unfavourable outcome for London, provided care is taken
to ensure that investment in the charging infrastructure is
proportional to demand.
Recommendation 7
In the interest of maximising the environmental benefits
electric vehicles have to offer, we recommend that the
Mayor develop a more targeted approach to introducing
more electric vehicles in the taxi fleet and light goods
vehicles on London’s roads.
67 The Metropolitan Police Service remains outside the framework that has already
been established. See page 35, Environment Committee transcript, 12 July 2011
36
37
Recommendation 8
There is scope to learn more about the technology in use
overseas and the potential for it to be replicated in the UK.
The Mayor should set out a timescale for discussions with
overseas suppliers of pure battery-powered single-decker
buses to assess if they are suitable for operation in London,
and if so, conduct a trial at the earliest possible
opportunity.
Recommendation 9
We recommend that the Mayor improve on the current
levels of electric vehicles in the GLA Group fleet by making
a new assessment of the potential, to include a breakdown
of which types of GLA vehicles are suitable for replacement
by electric vehicles currently being trialled, and the total
number of potential replacement vehicles.
Appendix 1 Recommendations
Recommendation 1
We recommend that the Mayor publish a revised Electric Vehicle
Delivery Plan for London (EVDP). A revised EVDP should clearly set
out targets and timescales for implementing the charging
infrastructure, and for introducing EVs into the GLA Group fleet. It
should also include details on whether existing targets still apply, the
rationale for any revisions, and what funding or other action is being
taken to ensure that the commitments in the revised EVDP can be
delivered. We would wish to see a revised EVDP incorporate the
recommendations set out in this report.
Recommendation 2
We recommend that the Mayor commission research on full life-cycle
modelling on EV carbon footprints to further inform policy
development in the Air Quality Strategy.
Recommendation 3
The Mayor should note the experience of others in the UK, such as
Brighton and Hove City Council and the Source East Electric Vehicle
charging network, which use electricity from renewable sources. We
recommend that the Mayor work with energy suppliers to determine
the feasibility and practicality of sourcing electricity for public charge
points from renewable energy. The Mayor could look to include a
requirement to source a percentage of London’s charge points with
electricity from renewable energy.
Recommendation 4
A revised EVDP should include analyses of projected demand for an
EV public charging infrastructure in London.
Recommendation 5
We recommend that the Mayor build on existing work to raise
awareness about electric vehicles, by collating and publishing real time
data setting out the location, type and availability of charge points
across London, to include charge points located in work places,
businesses, and retail and leisure developments.
Recommendation 6
We recommend that the Mayor, in partnership with the Society for
Motor Manufacturers and Traders to develop a comprehensive
communications strategy to increase public awareness and knowledge
38
about EVs, and bring about the shift in consumer confidence needed
to boost EV uptake in London.
Recommendation 7
In the interest of maximising the environmental benefits electric
vehicles have to offer, we recommend that the Mayor develop a more
targeted approach to introducing more electric vehicles in the taxi
fleet and light goods vehicles on London’s roads.
Recommendation 8
There is scope to learn more about the technology in use overseas and
the potential for it to be replicated in the UK. The Mayor should set
out a timescale for discussions with overseas suppliers of pure battery-
powered single-decker buses to assess if they are suitable for
operation in London, and if so, conduct a trial at the earliest possible
opportunity.
Recommendation 9
We recommend that the Mayor improve on the current levels of
electric vehicles in the GLA Group fleet by making a new assessment
of the potential, to include a breakdown of which types of GLA
vehicles are suitable for replacement by electric vehicles currently
being trialled, and the total number of potential replacement vehicles.
39
40
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