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Framework for the Department for Transport’s memorandum

Number of ULEVs and charging points

The tables below set out: ULEVs by fuel type, the number registered by year and by region (a breakdown of registrations by local authority is at Annex A), and the proportion of vehicles supported by DfT grant funding; and The number of domestic and workplace chargepoints supported by DfT grant funding installed by year and by region (a breakdown of registrations by local authority at Annex B)

Number of ULEVs

Number of plug-in ULEVs registered for the first time Number

Region / Country

Battery Electric Vehicle (BEV) 3 Plug-in Hybrid Electric Vehicle (PHEV) 3 BEV + PHEV 3,5

2010-2013 2014 2015 2016 2017 2018

2019 Q1

2010-2013 2014 2015 2016 2017

2018 4

2019 Q1 4

2010-2013 2014 2015 2016 2017

2018 4

2019 Q1 4

United Kingdom 8,811 8,008 11,480 12,086 15,598 18,137 7,016 2,122 7,844 18,474 26,798 33,892 45,014 9,041 10,933 15,852 29,954 38,884 49,490 63,151 16,057

Great Britain 8,607 7,821 11,217 11,923 15,366 17,940 6,921 2,094 7,771 18,299 26,502 33,525 44,508 8,907 10,701 15,592 29,516 38,425 48,891 62,448 15,828

England 7,899 7,031 10,219 10,889 13,974 16,369 6,223 1,974 7,265 17,259 25,460 31,675 41,634 8,201 9,873 14,296 27,478 36,349 45,649 58,003 14,424 North East 338 510 619 430 475 295 99 51 139 256 253 332 373 65 389 649 875 683 807 668 164 North West 751 701 1,178 986 1,157 1,118 404 137 403 840 988 1,411 1,401 344 888 1,104 2,018 1,974 2,568 2,519 748 Yorkshire and The Humber 416 388 753 791 859 979 617 186 577 1,241 2,342 3,122 3,969 1,374 602 965 1,994 3,133 3,981 4,948 1,991 East Midlands 509 469 714 706 885 873 330 107 348 797 1,388 1,643 2,184 401 616 817 1,511 2,094 2,528 3,057 731 West Midlands 1,447 839 1,002 1,077 1,406 2,116 968 379 1,799 2,995 4,916 5,954 7,161 1,375 1,826 2,638 3,997 5,993 7,360 9,277 2,343 East 763 1,037 1,543 1,895 2,395 2,187 732 202 878 2,727 4,881 5,117 6,261 999 965 1,915 4,270 6,776 7,512 8,448 1,731 London 925 839 1,395 1,798 2,794 2,925 1,046 235 597 1,101 1,401 2,650 3,234 1,043 1,160 1,436 2,496 3,199 5,444 6,159 2,089 South East 1,436 1,465 2,135 2,327 2,757 4,186 1,316 507 1,346 3,597 5,924 6,699 10,201 1,790 1,943 2,811 5,732 8,251 9,456 14,387 3,106 South West 1,314 783 880 879 1,246 1,690 711 170 1,178 3,705 3,367 4,747 6,850 810 1,484 1,961 4,585 4,246 5,993 8,540 1,521

Wales 160 217 312 330 387 401 125 32 172 321 276 419 535 103 192 389 633 606 806 936 228

Scotland 546 572 683 702 1,005 1,169 573 88 334 719 765 1,430 2,337 602 634 906 1,402 1,467 2,435 3,506 1,175

Northern Ireland 193 187 263 163 232 196 95 28 73 175 296 366 506 134 221 260 438 459 598 702 229

Proportion of plug-in ULEVs registered for the first time that were Plug-in Grant eligible models 6

Percentage

Region / Country

Battery Electric Vehicle (BEV) 3 Plug-in Hybrid Electric Vehicle (PHEV) 3 BEV + PHEV 3,5

2010-2013 2014 2015 2016 2017 2018

2019 Q1

2010-2013 2014 2015 2016 2017

2018 4

2019 Q1 4

2010-2013 2014 2015 2016 2017

2018 4

2019 Q1 4

United Kingdom 60 92 94 94 95 93 96 94 94 93 96 95 74 7 67 93 93 95 95 79 46Great Britain 61 92 93 94 95 93 95 94 94 93 96 95 74 7 67 93 93 95 95 79 46England 60 91 93 93 95 92 95 94 94 93 96 95 74 7 67 92 93 95 95 79 45 North East 59 98 98 97 98 99 94 76 92 92 94 92 65 .. 61 97 96 96 95 80 57 North West 36 89 91 93 95 91 92 91 85 88 94 90 69 4 44 87 90 94 92 79 52 Yorkshire and The Humber 63 91 95 94 97 94 91 98 85 88 91 92 67 5 74 87 91 92 93 72 32 East Midlands 38 83 89 91 95 94 97 94 91 90 93 93 73 2 48 86 90 92 94 79 45 West Midlands 77 91 94 95 87 75 93 91 99 96 99 98 72 2 80 96 96 98 96 72 39 East 55 93 96 96 97 95 95 96 93 92 96 96 76 9 63 93 93 96 96 81 45 London 51 93 89 86 96 95 97 95 90 83 88 89 73 26 60 92 86 87 92 83 62 South East 65 90 94 96 97 97 98 95 92 92 96 94 76 5 73 91 93 96 95 82 44 South West 70 92 94 95 96 93 97 96 98 98 98 97 79 2 73 95 97 98 96 82 46Wales 59 93 96 96 98 96 94 88 95 90 93 93 74 .. 64 94 93 95 96 84 53Scotland 66 95 94 96 96 97 98 95 93 93 95 95 71 5 70 95 94 96 96 80 50Northern Ireland 51 86 99 96 99 96 99 96 97 95 96 95 79 .. 57 89 97 96 97 84 42

Notes and definitions:

Tables should be read and interpreted using the following notes:

These tables provide figures based on extracts of the Driver and Vehicle Licensing Agency (DVLA) vehicle database, supplemented by plug-in grant information. The DVLA database contains a new record every time a new (or used) vehicle is first registered in the United Kingdom. They are produced by DfT statisticians on the same basis as DfT's official published figures, which can be found here:

https://www.gov.uk/government/collections/vehicles-statistics

Fuel Cell Electric Vehicles (FCEVs) The amount of information available on FCEVs from this source is limited and has not been provided in the form requested. Aggregated national level Information on FCEV cars registered for the first time is published in DfT's table VEH0253 - Over the period January 2015 to March 2019, there were 128 newly registered vehicles.

https://www.gov.uk/government/statistical-data-sets/veh02-licensed-cars#registered-for-the-first-time

.. Value has been suppressed to avoid disclosing personal information. In nearly all cases, this occurs when fewer than 5 vehicles would be shown, but in certain cases, additional suppression has been required. The years 2010 to 2013 have been combined to reduce the amount of suppression needed.1. Ultra low emission vehicles (ULEVs) are vehicles that emit less than 75g of carbon dioxide (CO2) from the tailpipe for every kilometre travelled. In practice, the term typically refers to battery electric, plug-in hybrid electric and fuel cell electric vehicles.2. Vehicles are allocated to a local authority according to the postcode of the registered keeper. This is the keeper's address for privately owned vehicles or the company's registered address for company owned vehicles. The address does not necessarily reflect where the vehicle is kept. When a company registers a large number of vehicles to a single address, this causes "hotspots" in that area, which can be misleading. Where the postcode is incomplete, the vehicle cannot always be assigned a region, which can cause subfigures to not add up to totals.

Known local authorities with major hotspots include Birmingham, Peterborough, Milton Keynes, Slough, Swindon, Doncaster, Exeter, Renfrewshire, and South Gloucestershire.

3. A battery electric vehicle (also referred to as zero emission) uses an electric motor that must be connected to a mains electricity supply to replenish the electric supply. A plug-in hybrid electric vehicle is a hybrid electric vehicle (with both an internal combustion engine plus an electric motor that can be connected to a mains electricity supply to replenish the electric supply.

4. Changes to the Plug-in Car Grant came into effect on 21 October 2018. This removed the grant for the vast majority of plug-in hybrid electric vehicles. For more information about the changes, see:https://www.gov.uk/government/publications/plug-in-car-grant-changes-to-grant-level-november-2018/upcoming-changes-to-the-plug-in-car-grant

5. The difference between the BEV and PHEV columns and published ULEV figures in VEH0170 comes from vehicles powered by other means. This will include fuel-cell electric and some hybrid electric vehicles. The notable differences in 2016 and 2017 correspond with some popular Toyota Prius HEV models.

6. Plug-in grant eligibility is determined using the available model information for individual vehicles and depends on the availability of supplementary information on those models.

Number of charging points

Notes: Figures on the total number of chargepoints are not held by the Department. Members of the public and businesses are able to install chargepoints without government support, and information on these are not

routinely collected. DfT holds data on the number of grants made available under various OLEV schemes, but does not hold data on how many are still in use (Government funding is to stimulate the market, but market forces and

consumers should dictate whether chargepoints remain, are upgraded etc). Chargepoints that have received grant funding can be decommissioned or removed without the need for the Department to be notified. Zap-Map is considered the most comprehensive third party source.

Information on grants is recorded for administrative purposes. In some cases, the postcode is missing or the postcode recorded cannot be matched to a Local Authority, or the date is missing. OLEV are undertaking work to update the National Chargepoint Registry (NCR), which provides a public database of publicly funded chargepoints in the UK

Domestic chargepoints supported by Electric Vehicle Homecharge Scheme (EVHS) grants

2014 2015 2016 2017 2018 2019 (Jan - June)

Unknown

Total

United Kingdom Total 3,348 12,439 12,841 18,051 21,563 7,019 5 75,266East Midlands 269 1,035 1,003 1,479 1,701 544 6,031East of England 380 1,358 1,503 2,004 2,453 789 8,487London 228 955 1,120 1,414 2,017 802 6,536North East 178 726 529 719 690 170 1 3,013North West 285 1,222 1,227 1,773 1,975 563 1 7,046Northern Ireland 68 347 260 403 397 85 1,560Scotland 220 891 877 1,381 1,727 533 2 5,631South East 636 2,292 2,675 3,553 4,500 1,548 15,204South West 356 1,160 1,176 1,697 2,006 681 7,076Wales 152 480 427 618 655 184 1 2,517West Midlands 335 1,033 1,074 1,623 1,789 543 6,397Yorkshire and The Humber 236 929 960 1,360 1,559 495 5,539Unknown 5 11 10 27 94 82 229

EVHS guidance is published here: https://www.gov.uk/government/publications/customer-guidance-electric-vehicle-homecharge-scheme

Domestic chargepoints supported by Domestic Recharging Scheme (DRS) grants 2013 2014 TotalUnited Kingdom Total 5,043 35,286 40,329

https://www.gov.uk/government/publications/customer-guidance-electric-vehicle-homecharge-scheme

East Midlands 650 8,217 8,867East of England 449 1,327 1,776London 408 623 1,031North East 676 10,631 11,307North West 333 1,406 1,739Northern Ireland 23 1,412 1,435Scotland 177 1,222 1,399South East 835 1,563 2,398South West 467 1,184 1,651Wales 196 795 991West Midlands 430 3,064 3,494Yorkshire and The Humber 256 2,664 2,920Unknown 143 1,178 1,321

Workplace chargepoints supported by Workplace Charging Scheme (WCS) grants

2016 2017 2018 2019(Jan - June)

Total

United Kingdom Total 2 818 1,698 1,624 4,142East Midlands 40 136 206 382East of England 93 141 232 466London 69 110 81 260North West 119 186 172 477Northern Ireland 9 32 42 83Scotland 20 119 63 202South East 2 82 278 267 629South West 79 181 96 356Wales 23 51 36 110West Midlands 91 153 163 407Yorkshire and The Humber 97 173 196 466Unknown 5 7 12

Note: Due to a change in the administration process for WCS grants, there are grants covering approximately 50 sockets which do not appear in the above table which is based on data held by the DVLA.

WCS guidance is published here: https://www.gov.uk/government/publications/workplace-charging-scheme-guidance-for-applicants-installers-and-manufacturers

https://www.gov.uk/government/publications/workplace-charging-scheme-guidance-for-applicants-installers-and-manufacturers

Department for Transport and OLEV targets for ULEVs and ULEV charging infrastructure

Target Date announced and where set out

Territorial coverage (UK or England-only)

Interim targets or key performance indicators

Details of any progress reports

Vehicles: By 2040, we expect the majority of new cars and vans sold to be 100% zero emission, and for all new cars and vans to have significant zero emission capability

July 2018, Road to Zero strategy

UK By 2030, our ambition is that at least half of new cars sold, and as many as 70%, to be ultra-low emission, alongside up to 40% of new vans

There are over 200,000 battery electric, plug in hybrid and fuel cell electric vehicles registered in the UK up from just over 1,300 in 2010 [source: DVLA data]

In 2018, sales of ultra-low emission vehicles were 2.6% of all new cars [source: SMMT data]

Vehicles: By 2050, we want almost every car and van in the UK to be zero emission

Conservative Party manifesto, 2017

UK By 2040, we expect the majority of new cars and vans sold to be 100% zero emission, and for all new cars and vans to have significant zero emission capability

By 2030, our ambition is that at least half of new cars sold, and as many as 70%, to be ultra-low emission, alongside up to 40% of new vans

As above

Chargepoints: Government has not set top-down targets for chargepoint deployment

Department for Transport and OLEV grants for ULEVs and ULEV charging infrastructure

Name Description Scheme Objective Dates (announced, opened, first/last awards made, withdrawal announced, closed)


Eligibility criteria (including any changes over the period of operation)

Budget and spend by year and recipient (eg. LA, individual, company)

How the scheme has been advertised/promoted

Number of beneficiaries

How the impact of the grant is being assessed, and benefits identified

Plug-in car grant (PiCG)

The grant will pay for 35% of the purchase price for eligible ultra low emission cars, up to a maximum of £3,500.

Increase the uptake of eligible ultra low emission cars by reducing their upfront cost

Announced July 2010, launched 1 January 2011. Grant rates were initially £5,000 for all eligible cars. They were reduced to £4,500 for Category 1 cars and £2,500 for Category 2 and 3 cars in March 2016. Grant rates reduced to £3,500 for category 1 cars and £0 for category 2 and 3 cars from October 20181. See ‘eligibility criteria’ column for explanations of different vehicle categories.Grant committed in some form until at least 2020.

UK Currently eligible cars are new M1 cars (Category 1), that emit less than 50gCO2/km and can travel a minimum of 70 miles with no emissions. They must be able reach a speed of 60 miles per hour or more. They must demonstrate that they have undergone electrical and crash safety testing. The vehicle must be covered by a warranty for a minimum period of 3 years or 60,000 miles, whichever comes sooner. For battery electric vehicles, the battery must maintain at least 80% of its initial or rated charge capacity for the initial 3 years, and 70% of initial capacity for the initial 5 years.

For fuel cell vehicles, the fuel stack must maintain at least 90% of its rated voltage output for the initial 5 years.

Until October 2018, new cars with CO2 emissions of less than 50g/km that can travel at least 16km (10 miles) without any emissions at all (Category 2) and cars with CO2 emissions of 50 to 75g/km that can travel at least 32km (20 miles) without any emissions at all (Category 3) were eligible for the plug-in car grant

It is a demand-led grant, with spend reflecting demand for eligible vehicles in that financial year:

Spend (per financial year): £2.0m in 2010/11 £4.24m in

2011/12 £11.6m in

2012/13 £24.5m in

2013/14 £108.5m in

2014/15 £184.7m in

2015/16 £99.1m in

2016/17 £150.8m in

2017/18 £123.8m in

2018/19

.gov press notices. Road to Zero strategy. Ministerial and media briefing. Referred to in Go Ultra Low marketing campaigns. Manufacturers own branding and pricing.

203,102 orders (to end July 2019).

DfT forecasts demand for eligible vehicles at different grant level scenarios. Surveys of customers undertaken and commissioned. Grant effectiveness evaluated by DfT analysts. Our assessment is that the the plug-in grant is fundamental in supporting the uptake of ultra low emission vehicles (ULEVs). Upfront cost has been identified as a key barrier to the uptake of ULEVs, and the grant reduces the cost premium for ULEVs compared to internal combustion vehicles.

Plug-in van grant (PiVG)

The grant will pay for 20% of the purchase price for eligible ultra low emission HGVs and vans, up to a maximum of £20,000 (for the first 200 HGVs) and up to £8,000 for vans.

Increase the uptake of eligible ultra low emission HGVs and vans by reducing their upfront cost2

Launched on 21 February 2012 to support light van uptake. The grant was extended to cover HGVs in October 2016.

UK Currently eligible vans are new N1 vans, that emit less than 75gCO2/km and can travel a minimum of 10 miles with no emissions. They must be able reach a speed of 50 miles per hour or more. They must demonstrate that


Spend (per financial year):

.gov press notices. Road to Zero strategy. Ministerial and media briefing. Referred to in Go Ultra Low marketing


DfT forecasts demand for eligible vehicles at different grant level scenarios. Surveys of customers undertaken and commissioned. Grant effectiveness evaluated by DfT analysts. Our

1 https://www.gov.uk/plug-in-car-van-grants2 https://www.gov.uk/plug-in-car-van-grants

https://www.gov.uk/plug-in-car-van-grants

https://www.gov.uk/plug-in-car-van-grants








they have undergone electrical and crash safety testing. The vehicle must be covered by a warranty for a minimum period of 3 years or 60,000 miles, whichever comes sooner. For battery electric vehicles, the battery must maintain at least 80% of its initial or rated charge capacity for the initial 3 years, and 70% of initial capacity for the initial 5 years. For fuel cell vehicles, the fuel stack must maintain at least 90% of its rated voltage output for the initial 5 years.

Since October 2016, new N2 and N3 vans with CO2 emissions at least 50% less than the equivalent conventional Euro VI vehicle that can carry the same capacity have been eligible. Eligible vans must travel at least 16km (10 miles) without any emissions at all.

£1.1m in 2012/13 £0.7m in 2013/14 £4.4m in 2014/15 £4.3m in 2015/16 £5.3m in 2016/17 £5.9m in 2017/18 £8.3m in 2018/19

campaigns. Manufacturers own branding and pricing.

assessment is that the the plug-in grant is fundamental in supporting the uptake of ultra low emission vehicles (ULEVs). Upfront cost has been identified as a key barrier to the uptake of ULEVs, and the grant reduces the cost premium for ULEVs compared to internal combustion vehicles.

Plug-in motorcycle grant (PiMG)

The grant will pay for 20% of the purchase price for eligible zero emission motorcycles, up to a maximum of £1,500.

Increase the uptake of eligible zero emission motorcycles by reducing their upfront cost

Launched in October 2016.

UK Currently eligible vehicles are new motorcycles or mopeds that have no CO2 emissions and can travel a minimum of 50km (motorcycles) or 30km (mopeds) between charges. They must have a mass of at least 50kg, and be able reach a speed of 40kph or more. The vehicle must not use lead acid or silicone lead acid batteries. They must demonstrate that they have undergone electrical and crash safety testing. The vehicle must be covered by a warranty for a minimum period of 2 years with unlimited mileage. For battery electric vehicles, the battery must maintain at least 80% of its initial or rated charge capacity for the initial 3 years, and 70% of


Spend (per financial year): £0.03m in

2016/17 £0.15m in

2017/18 £0.46m in

2018/19

.gov press notices. Road to Zero strategy. Ministerial and media briefing. Referred to in Go Ultra Low marketing campaigns. Manufacturers own branding and pricing.


DfT forecasts demand for eligible vehicles at different grant level scenarios.. Grant effectiveness evaluated by DfT analysts. Our assessment is that the the plug-in grant is fundamental in supporting the uptake of ultra low emission vehicles (ULEVs). Upfront cost has been identified as a key barrier to the uptake of ULEVs, and the grant reduces the cost premium for ULEVs compared to internal combustion vehicles.








initial capacity for the initial 5 years. For fuel cell vehicles, the fuel stack must maintain at least 90% of its rated voltage output for the initial 5 years.

Plug-in taxi grant (PiTG)

The grant will pay for 20% of the purchase price for eligible ultra low emission taxis, up to a maximum of £7,500.

Increase the uptake of eligible ultra low emission taxis by reducing their upfront cost

Announced in March 2017, the £50m PiTG was part of a wider £70m package for ULEV taxi measures, with £20m allocated for dedicated taxi infrastructure.

UK Similar to the Plug-in Car Grant (PiCG), vehicles must be within M1 category to qualify for the PiTG. They must also meet the following criteria: Type approval as a wheelchair accessible vehicle: Manufacturers must show that the vehicle has been type approved as a wheelchair accessible vehicle. CO2 Emissions: The PiTG offers two categories of funding depending on CO2 output and zero emission range. Category 1: offers up to £7,500 off the price of a vehicles. To qualify vehicles must have tailpipe emissions of less than 50g CO2 per kilometre and achieve a zero-emission range of 70 miles or more (WLTP). Category 2: offers £3,500 off the price of a vehicle. To qualify vehicles must have tailpipe emissions of less than 50g CO2 per kilometre and achieve a zero-emission range of 10-69 miles (WLTP). Other: Taxis must be able to reach a speed of 60 miles p/h or more; demonstrate the vehicle has undergone electrical and crash safety testing. The vehicle must be covered by a warranty for a minimum of 3 years of 60,000 (whichever comes sooner). For battery electric vehicles (BEVs) the battery must maintain at least 80% of its initial or rated charge


Spend (per financial year): £1.4m in 2017/18 £10.7m in

2018/19 Transport for

London/Greater London Authority make a contribution towards grants for taxis supported in London

.gov press notices. Ministerial and media briefing. Referred to in Go Ultra Low marketing campaigns. Manufacturers own branding and pricing.


Uptake of PiTG being monitored and forecasted, in the context of wider work to support ultra low emission taxi uptake.








capacity for the initial 3 years and 70% of initial capacity for the initial 5 years. For Fuel Cell Electric Vehicles, the fuel stack must maintain at least 90% of its rated voltage output for the initial 5 years.

On-Street Residential Chargepoint Scheme (formally Plugged-in places scheme)

75% of capital costs awarded to local authorities

To assist in the provision of charging infrastructure to residents with a lack of off-street parking

Opened in 2017, first award made 18th October 2017 to Royal Borough of Kensington and Chelsea

GB only. The devolution of powers relating to transport in Northern Ireland was legislated for in the Northern Ireland Act 1998.

The Scheme is intended to meet the needs of local residents and therefore the chargepoints must be located in a residential area. This could be demonstrated by providing maps indicating the relevant use classes of the surrounding buildings. We appreciate that some areas may include a mixture of residential and commercial buildings. In these cases, Local Authorities must be satisfied that the chargepoints will be used primarily to meet the needs of local residents. The Scheme is intended to meet the needs of those residents who are unable to charge at home due to a lack of off-street parking. Therefore, Local Authorities will need to demonstrate that this is not an option for the residents where the chargepoints are to be located. This could be done through provision of photographs or maps.

Budget (per financial year): £1.5M in 2017/18 £2M in 2018/19 £5m in 2019/20

Spend (per financial year): £40,725 in

2017/18 £1,439,799 in

2018/19 And £2,037,449 in

2018/19

Funding allocated to date by local authority: Portsmouth City

Council £100,000 Royal Borough of

Kensington and Chelsea £40,725

Luton Borough Council £30,000

Tadley Town Council £4,750

South Tyneside Council phase 1 £54,120

Lambeth Council £93,750

St Edmundsbury Borough Council (West Suffolk Councils) £34,980

Coventry City Council phase 1 £300,000

Stirling Council £30,000

East Lindsey District Council £64,107

Buckinghamshire County Council

By Energy Savings Trust, twitter and press notices

38 local authorities have been allocated funding to date.

Evidence suggests that globally and, in the UK, there are residential areas where off-street parking is not an option, presenting a barrier to plug-in vehicle adoption.

Lack of off-street parking is a specific barrier to considering the purchasing of EVs as there is no ability to charge close to home.

The scheme is critical supporting the transition to zero emissions to those without off-street parking through providing on-street charging that is close to these residential areas.

We are seeing more requests to Local Authorities to address this issue and the scheme is becoming increasingly popular.

We have taken feedback from Local Authorities in order to continuously improve the scheme. With the recent increase in applications we may adjust the scheme in order to maximise the uptake of EV’s.








£100,000 Liverpool City

Council £91,125 Cardiff City

Council £134,310 West Berkshire

Council £56,450 West Lindsey

District Council £5,490

Waltham Forest £97,500

Lancaster City Council phase 1 £51,000

East Lothian Council £45,000

Nottingham City Council £117,480

Dundee City Council £200,000

Cranbrook and Sissinghurst Parish Council £17,003

South Norfolk Council £56,615

Welwyn Parish Council £7,345

Broadhembury Parish Council £5,820

Carmarthenshire County Council £100,000

Hovingham Parish Council £5,134

Reading Borough Council £92,950

South Tyneside Council phase 2 £45,000

Canterbury City Council £53,745

Brent £150,000 Boston £55,000 Wandsworth

£300,000 Richmond

£150,000 Kettering Borough

Council £35,411 Chichester District

Council £53,154








Gwent (5 LA's combined) £458,724

Breckland and South Holland Council £45,000

Bexley £300,000Low Emission Bus Scheme

£30.4m scheme to support local authorities and bus operators with the purchase of low emission buses and supporting infrastructure. £11.1m extension in 2017. This scheme and the Green Bus Fund are part of £130m invested to support the purchase of over 1,700 low emission buses and supporting infrastructure.

Accelerate the uptake of low emission buses in England and Wales

Opened in 2015 with an £11.1m extension in 2017. Closed on 31st March 2019.

England and Wales

Must be used on a local bus service and be certified as a low emission bus (15% well to wheel GHG saving compared to Euro V diesel bus)

Birmingham City Council and Transport for London £3,814,000, Milton Keynes Borough Council £1,757,621,

Nottingham City Council, £921,154, Nottinghamshire County Council £526,900,

Transdev Blazefield £2,255,700,

Transport for London £5,000,000.

NB The scheme also funded biomethane and (non plug-in) hybrid buses.

Through Confederation for Passenger Transport, Local Government Association, LowCVP, press releases and social media.

7 The benefits of the scheme include environmental benefits with cleaner buses on the road, reducing harmful emissions from buses, and supporting the industrial strategy with the majority of buses in the UK made by UK manufacturers. Operators and local authorities are required to provide data to the Department to prove GHG and air quality improvements. The research organisation TRL have been appointed to provide independent analysis and reporting on data collected from operators

Ultra-Low Emission Bus Scheme

£48m scheme to support local authorities and bus operators with the purchase of ultra-low emission buses and supporting infrastructure in England and Wales.

Accelerate the uptake of ultra-low emission buses in England and Wales

Funding awarded in February 2019. Will close 31st March 2021.

England and Wales

Must be used on a local bus service and be certified as an ultra-low emission bus (30% well to wheel GHG saving compared to Euro VI diesel bus)

Birmingham Airport £1,375,500,

Brighton and Hove Buses £4,360,435,

Cardiff City Council £5,697,000,

City of Wolverhampton £143,000,

Coventry City Council £2,255,000,

First Bus Manchester £2,022,000,

First West Yorkshire £1,770,472,

Go North East

Through Confederation for Passenger Transport, Local Government Association, LowCVP, press releases and social media.

18 The benefits of the scheme include environmental benefits with cleaner buses on the road, reducing harmful emissions from buses, and supporting the industrial strategy with the majority of buses in the UK made by UK manufacturers. Operators and local authorities are required to provide data to the Departments to prove GHG and air quality improvements.








£1,660,005, Greater

Manchester Combined Authority £5,433,110,

Manchester Community Transport £462,900,

Newport Transport £997,659,

Nottinghamshire County Council £908,000,

Stagecoach Manchester £6,934,932,

Stagecoach South Wales £2,841,835,

The Big Lemon £560,167,

Transport for London £6,956,000,

Trent Barton £1,875,859,

West Yorkshire Combined Authority £617,000

NB Brighton and Hove buses will be using hydrogen technology. The grant also funded biomethane bus infrastructure for Nottingham City Transport.

Go Ultra Low City Scheme (GULCS)

GULCS awarded £35m to four cities to support them in achieving Go Ultra Low exemplar status. The winning cities were Milton Keynes, Nottingham, Bristol and London. A further £5m allocated in seed funding to Dundee, Oxford, York and North East regions to

Each of these cities are being funded to deliver a range of pioneering local initiatives and charging infrastructure to become international outstanding examples of cities that support the uptake of ultra low emission vehicles

The winning cities were announced in early 2016, and continue to deliver their projects and initiatives under the scheme

UK GULCS has six criteria (two primary and four secondary. PRIMARY: Cities must achieve a step-change increase in ULEV uptake by: 1) demonstrate clear routes/initiatives to increase EV uptake both privately and publicly; 2) achieve exemplar status to become internationally outstanding examples of the adoption of

1) Go Ultra Low exemplar cities: Milton Keynes £9m; Nottingham £6m; Bristol £7m; London £13m.2) Seed funded cities: Dundee £1.8m; North East Combined Authority £1.5m; York £800k; Oxford £800k.

LowCVP press release, Energy Savings Trust, local authority comms channels and a range of national papers.

8 Benefits of GULCS include:

Establish international leading cities supporting ULEV uptake. Provide a body of best practice and learning that is being shared with local authorities across the UK. Driving the uptake ULEVs through an increase in local policies and








implement specific elements of their bids to support them in developing their low-emission transport strategies and enhance local charging infrastructure.

(ULEVs) in their areas.

ULEVs in a local area. SECONDARY:

1. Air Quality solutions ;2. Creating innovative

ULEV measures;3. Linking with other

schemes – cities should be consistent w/ other initiatives in the city, particularly wider transport or environmental policies.

4. Monitoring – set out stringent monitoring and evaluating measures;

Measures -Promote variety of regional measures to support day-to-day ULEV activity and promote uptake.

charging infrastructure. We are sharing best practice through a series of Roadshows for cities and local authorities in 2019. The scheme has also led the cities to identify and bring in other sources of funding, to develop additional ongoing initiatives beyond that originally supported.

ULEV Taxi Infrastructure Scheme

Scheme to support local authorities (LAs) with rolling out a range of dedicated electric taxi charging infrastructure

The scheme’s funding is supporting LA’s to install dedicated charging infrastructure for electric taxis and private hire vehicles, to support drivers and fleets across the UK.

The key objectives of the scheme are: - increase the uptake of ultra low emission Hackney Carriages (vehicles which can be hailed in the street or hired at taxi ranks).- encourage the use of ultra low emission vehicles for private hire (vehicles which you have to pre-book).- improve air quality in urban areas – taxis are a significant contributor to the UK’s air quality problems due to the amount of time they spend driving with and without passengers. Their use is often focused in urban

£20m scheme announced in April 2014 for ULEV taxi chargepoint infrastructure. Funding split into 2 tranches - £14m awarded across 10 LA in 2017, and £6m awarded across a further 17 LAs in February 2019.

UK Bids were assessed against four assessment criteria - each with an equal 25% rating:

Ambition/Impact Deliverability Value for Money Air Quality

Round 1 Projects (2017)-Birmingham City Council: £2.929m;-Coventry City Council: £1.2m;-Nottingham City Council: £702,063;-Dundee City Council: £515,500;West Yorkshire Combined Authority: £1.98m;-Oxford City Council: £373k;-Cambridge City Council: £426k;-City of Wolverhampton Council: £478k;-Transport for London (TfL): £5.244m;-Slough Borough Council: £157,500.Round 2 Projects (2019): - Bath and North East Somerset: £412,500;- Brighton & Hove City Council: £468k;-Bristol City Council: £336,276;-Bromsgrove District

The Energy Savings Trust (EST) were heavily involved with the design and promotion of the ULEV Taxi Infrastructure Scheme.

27 Supporting the deployment of dedicated electric taxi charging infrastructure across the UK supports the uptake of electric taxis, and benefits local air quality. Projects are required to report on their progress and success. We are sharing best practice through a series of Roadshows for cities and Local Authorities in 2019








areas that may have poor air quality.- encourage investment and support jobs in the UK automotive industry – we want to encourage entrants to the ULEV taxi market to manufacture vehicles in the UK. - influence the uptake of ultra low emission cars – through exposing more of the population – taxi passengers and others - to the benefits of ultra low emission vehicles.

Council: £300k;-Cornwall County Council: £94,014;-Kent County Council: £180k;-Lancashire County Council: £630k;-Leicester City Council: £390k;-Luton Borough Council: £90k;-Newcastle/Stafford Borough Council: £787,500;-North East Combined Authority: £504,750;-Northampton Borough Council: £45k;-Peterborough City Council: £90k;-Rochford and Basildon Councils: £187,500;-Sheffield City Council: £487,500;-Southend Borough Council: £90k;-Greater Manchester Combined Authority: £1.8m;

Workplace Charging Scheme (WCS)

75% of purchase and installation costs are awarded to applicants. This is up to a maximum of £500 for each socket, up to a maximum of 20 across all sites for each applicant.

To support the upfront cost of workplace chargepoint installations via a grant. UK businesses are the beneficiary with the grant paid directly to authorised installers via the transfer of a voucher. The policy aim is to support the early market for ULEVs in the UK by ensuring infrastructure is not a barrier to ULEV uptake, especially with regard to sustainable, affordable and energy-intelligent workplace charging.

Scheme opened for applications on 21 November 2016. First award made December 2016

England, Wales, Scotland, Northern Ireland.

1.(a)The organisation must be a registered business, charity, or public sector organisation.(b)Has received less than 200,000 EUR public support in the last three fiscal years, or which is currently pending before applying for WCS.2.Applicants must have designated off street parking facilities with spaces dedicated for staff and/or fleet use and be suitable for chargepoint installations

Spend per financial year:

2016/2017 -£30,900 (scheme opened on 21 November 2016) 2017/2018 - £285,300 2018/2019 £985,295 2019/2020£696,630 (up to 31 July 2019)

Go Ultra Low Website Government press news and social media (e.g. Twitter)

1,527 vouchers redeemed (up to 31 July 2019)

1.Spend is forecast based on a combination of installer forecasts, registrations received, average time from registration to installation, and actual claim data once this is available. (1)At the scheme launch the grant was £300 per socket. This was subsequently increased to up to maximum £500 per socket on 31 July 2018. This was due to significant underspend since the launch of the scheme due to (a)high upfront costs of the units








(on average £1,442 per socket)(b)data metering requirements of the WCS scheme partially offsetting the £300 grant 2. Online surveys periodically conducted with chargepoint installers and business applicants 3. OLEV-facilitated workshops with installers and DVLA 4. High-level meetings with other interested parties such as vehicle and chargepoint manufacturers

The benefits of the scheme include environmental benefits with cleaner cars on the road reducing harmful emissions from cars

Plugged in Places (PiP)

The Plugged in Places programme offered match funding to a consortia of businesses and public sector partners to install electric vehicle charging points.

Delivered by the Office for Low Emission vehicles (OLEV), the Plugged in Places programme was a government initiative to develop a public EV infrastructure. Alongside the Plug-in Car Grants. It was part of a wider strategy that aimed to support the creation of an early market for ultra-low carbon vehicles in the UK – it also aimed to meet carbon reduction targets generated by carbon emissions from the transport sector, whilst generating new business opportunities for UK based

First annouced-2009

First award-June 2012

Last award-March 2016

Scheme closed-September 2016

UK Application process from chosen UK regions

Budget and costs for the entire scheme-£15,555,577

East of England-£205,997

Greater Manchester -£1,743,747

London-£2,692,349

Midlands-£4,617,442

Milton Keynes£248,398

North East England-£1,295,493

Northern Ireland-£2,052,372

Scotland-£2,699,779

.gov Press releases

Twitter

Press release activities by regional grant holders

8 Regions:

East of England Greater Manchester

London

Midlands

Milton Keynes

North East England

Northern Ireland Scotland

By the end of March 2013 over 4000 chargepoints had been provided through the 8 Plugged in Places projects. About 65% of these Plugged in Places chargepoints were publicly accessible. Data provided by Chargepoint manufacturers, estimated that non-Plugged in Places organisations may have also installed about 5000 chargepoints nationwide.

See lessons learnt from PiP projects the .gov website

https://www.gov.uk/government/publications/lessons-learnt-from-the-plugged-in-places-

https://www.gov.uk/government/publications/lessons-learnt-from-the-plugged-in-places-projects









companies. projects Electric Vehicle Home Charge Scheme (EVHS)

To help private plug-in vehicle owners offset some of the upfront cost of the purchase and installation of a dedicated domestic recharging unit, the Government is running the Electric Vehicle Homecharge Scheme. Customers who are the registered keeper, lessee or have primary use of an eligible electric vehicle may receive up to 75% (capped at £500, inc. VAT) off the total capital costs of the chargepoint and associated installation costs.

To assist in the provision of domestic charging infrastructure for electric vehicle drivers with designated private off-street parking.

The policy intention of this scheme is to encourage further uptake of electric vehicles by reducing costs at the point of purchase, through supporting the delivery of domestic chargepoints to consumers.

Charging cars at home overnight using a dedicated chargepoint is generally safer, faster and more convenient for consumers and will ensure EVs are able to play their full part in our future smart and flexible energy system. Access to overnight charging also encourages both plug-in hybrids and battery electric vehicles to be used to their full potential.

Opened in September 2014. The current EVHS grant rates are committed until March 2020, or until 30,000 installations in financial year 2019/20 have been supported, whichever is sooner.

UK The full eligibility criteria for current and past iterations of the EVHS can be found in guidance documents published on the OLEV webpage on grant schemes for electric vehicle charging infrastructure: https://www.gov.uk/government/collections/government-grants-for-low-emission-vehicles

These documents set out the information that domestic chargepoint providers and installers need in order to install such chargepoints and the process by which the grant is claimed on behalf of the customer i.e. the EV driver.

Spend per year:

£2,989,198 in 2014

£9,662,472 in 2015

£7,037,621 in 2016

£9,024,799 in 2017

£10,776,853 in 2018

£3,50,8543 Jan to June 2019

Primarily through domestic chargepoint providers (e.g. manufacturers, installers), vehicle manufacturers and OLEV/ Government communication such as press announcements.

Over 75,000 grants approved to date.

The benefits of the scheme include environmental benefits with cleaner cars on the road reducing harmful emissions from cars.

The Scheme has benefits for wider local communities. Encouraging the use of plug-in vehicles with lower or zero emissions and quieter powertrains will help improve local air quality and lower noise pollution and contribute to the local and national economy

Domestic Recharging Scheme (DRS)

To help plug-in private vehicle owners offset some of the upfront cost of the purchase and installation of a dedicated domestic recharging unit, the Government has launched the Domestic chargepoint grant. Homeowners may receive up to 75% (capped at £1,000 including VAT) off

To help address the cost barrier to uptake of dedicated domestic EV charging units

Opened in early-2013. Closed in mid-2014.

UK The full eligibility criteria for iterations of the DRS can be found in guidance documents published on the Government’s archived webpage: https://webarchive.nationalarchives.gov.uk/*/https:/www.gov.uk/government/publications/domestic-chargepoint-grant-guidance-for-chargepoint-

Spend per year:

£5,037,958 in 2013

£35,005,977 in 2014

Over 40,300 grants approved.


The Scheme had benefits for wider local communities. Encouraging the use of plug-in vehicles with

https://webarchive.nationalarchives.gov.uk/*/https:/www.gov.uk/government/publications/domestic-chargepoint-grant-guidance-for-chargepoint-suppliers


https://www.gov.uk/government/collections/government-grants-for-low-emission-vehicles











the total capital costs of the chargepoint plus associated installation costs.

suppliers These documents set out the information that domestic chargepoint providers and installers need in order to install such chargepoints and the process by which the grant is claimed on behalf of the customer i.e. the EV driver.

lower or zero emissions and quieter powertrains helps improve local air quality and lower noise pollution and contribute to the local and national economy

Train station grant

Grant funding for the installation of plug-in vehicle chargepoints inrailway station car parks

To address the cost barrier for the installation of plug in vehicle chargepoints at railway stations

2013 to 2016 UK (a) the Grant Recipient is a train operating company in England

(b) the claim relates to a chargepoint installed in a train station car park

(c) the Grant Recipient has submitted an application

£1.4 million Via announcement and competitive tender

80 chargepoints installed. 75% of maximum capital cost was provided, capped at £7,500


The Scheme had benefits for wider local communities. Encouraging the use of plug-in vehicles with lower or zero emissions and quieter powertrains helps improve local air quality and lower noise pollution and contribute to the local and national economy

These should include: Plug-in car and van grant; Plug-in van grant; Low emission bus grant; Ultra low emission taxi grant; Ultra low emission motorcycle and scooter grant; Homecharge infrastructure grant; ‘Go Ultra Low’ cities grant; Plugged-in places scheme and its successors; Workplace charging grant; Train station grant


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