British charging companies have pushed back against suggestions that the government could weaken its electric vehicle sales targets, warning that a change of course would deter investment and leave drivers facing higher costs.
Ministers are reportedly considering reducing the share of new cars that must be fully electric by 2030 from 80% to 60%. The move follows pressure from manufacturers concerned about costs, jobs and consumer demand. The government says no final decision has been taken and maintains its commitment to ending sales of new cars powered solely by petrol or diesel in 2030, with all new car and van sales required to be zero-emission by 2035. A decision is expected after further ministerial discussions this week.
The dispute intensified after an impact assessment called Reverse the Charge, produced by EV newsletter The Fast Charge with Zest, found that fixed grid charges for keeping a single rapid charger live had risen by 616% since 2021, from £61.47 a week to £440.13. The report warned that rapid charging could exceed £1 per kWh next year, affecting drivers without off-street parking most, and urged Ofgem to fix the capacity-based billing behind the increase.
Charging executives reject infrastructure blame
Charging bosses argued that the infrastructure is already being delivered and should not be blamed for the difficulties facing carmakers. Robin Heap, chief executive of Zest, said investment depends on confidence, and confidence depends on certainty. He warned that speculation about weakening the zero-emission vehicle mandate sends the wrong signal to businesses committing millions of pounds to Britain's electric future.
Heap added that the transition requires long-term thinking rather than short-term concessions. He said Ofgem's fixed electricity grid charges were already causing charging projects to be scaled back or shelved, and that further uncertainty over EV targets risked delaying investment, slowing progress and leaving drivers worse off. Those pressures, he said, make the UK less attractive for investment than other markets.
Ginny Buckley, chief executive of electric car buying and advice site Electrifying.com, said drivers and businesses need a clear direction, yet ministers appeared unable to agree on one. With EV uptake rising and more affordable models available, she argued that the priority should be to build confidence rather than weaken it. She also said the government must not let private companies dictate environmental policy.
Flexibilities and the van market
Buckley noted that the ZEV mandate already includes substantial flexibilities and that analysis suggests the car market collectively is ahead of its estimated requirement once CO2 flexibilities are included. She said vans need separate consideration because electric cars and vans are moving at different speeds, leaving some manufacturers reliant on surplus electric car credits to avoid fines on van sales. Purchase grants and charging support already exist, but she said ministers should assess whether they address businesses' practical barriers and set a more realistic trajectory for vans.
Yann Marston, chief revenue officer at char.gy, said the charging network is growing ahead of government targets and is ready to support more drivers switching to electric. He said keeping ambitious EV targets would help ensure drivers can access more affordable electric cars, particularly those without driveways who often face the biggest barriers. Drivers need more choice and greater confidence, he added, and a consistent policy framework would help deliver both.
Investors have also warned that repeated changes to the rules could make Britain a less attractive place to fund new charging infrastructure. Public data from New AutoMotive showed that almost one in three new cars sold in October was fully electric. Manufacturers have warned that demand is not keeping pace with the targets, while EV advocates argue that the existing rules already give carmakers considerable room to meet their obligations.