Britain’s charging industry has criticised suggestions that the government could sharply weaken its electric-car sales targets, arguing that a sudden change would unsettle investors and raise costs for drivers.
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 target is part of the Zero Emission Vehicle (ZEV) mandate, which requires manufacturers to sell an increasing proportion of electric cars.
Rapid-charging costs intensify the debate
The industry response came a day after the publication of Reverse the Charge, an impact assessment by EV newsletter The Fast Charge in partnership with charging company Zest. It found that fixed grid charges paid to keep 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, with drivers who lack off-street parking likely to be hit hardest. It called on Ofgem to urgently address the capacity-based billing behind the increase.
Industry calls for policy certainty
Robin Heap, chief executive of Zest, said investment depended on confidence, and confidence on certainty. He warned that speculation about weakening the ZEV mandate sent the wrong signal to businesses committing millions to Britain’s electric future.
Heap argued that the transition needed 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. In his view, the combined pressures made 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 needed a clear direction, but even ministers appeared unable to agree on one. She argued that with rising EV uptake and a growing choice of affordable models, the government should build confidence rather than weaken it, and should not let private companies dictate environmental policy.
Buckley said the ZEV mandate already included substantial flexibilities and that analysis suggested the car market was collectively ahead of its estimated requirement once CO2 flexibilities were included. She added that vans deserved separate consideration because electric cars and vans were moving at very different speeds, leaving some manufacturers reliant on surplus electric-car credits to avoid fines on van sales. Purchase grants and charging support already exist, she said, but ministers should assess whether they address businesses’ practical barriers and set a more realistic trajectory for vans.
Yann Marston, chief revenue officer at charging company char.gy, said the charging network was growing ahead of government targets and was ready to support more drivers switching to electric. He argued that keeping ambitious EV targets would help ensure drivers, particularly those without driveways, had access to more affordable electric cars, and that a consistent policy framework would deliver more choice and confidence.
Market data and the decision ahead
Almost one in three new cars sold in October was fully electric, according to public data from New AutoMotive. EV advocates argue that the existing rules already give carmakers considerable room to meet their obligations, while manufacturers have warned that demand is not keeping pace with the targets.
The government insists that no final decision has been taken. It says it remains committed 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 on the mandate is expected after further ministerial discussions.