News analysis
use in other ways such as large-scale battery storage.
“There’s an oft-quoted study from Volvo suggesting it takes many thousands of miles before an EV breaks even when it comes to its carbon dioxide impact. Subsequent studies have proven that completely inaccurate.
“Typically in the UK, based on our electricity generation mix, an EV only needs to traverse 16,000 miles to offset the extra CO2 resulting from its manufacture. Typically, over its lifetime an EV emits just over 60% less CO2 than a petrol car, rising to 74% in 2030 as our electricity generation mix improves.” Giving a perspective from California, where a ZEV mandate is already in place, Janelle London of environmental group Coltura said that increasing numbers of EV drivers meant that myths about the vehicles were more likely to be challenged on an individual basis. She said: “There’s been a lot of misinformation about EVs, and it used to be that when someone would put out some piece of misinformation it would largely go unresponded to.
“Now that California has so many EVs and there are so many very happy EV drivers who are saving money, having a great experience, finding they can charge, you see a lot more people dispelling those myths just as individuals.”
Discussing the UK’s planned ZEV mandate directly, New Automotive chief executive Ben Nelmes explained that despite the threat of financial penalties for manufacturers not meeting targets, the scheme should not cost the industry more money overall.
He said: “We often hear that these schemes are over-punitive or that they generally push up the costs for consumers or the car industry. Actually, the way that the Department for Transport is proposing to design this scheme is such that it is very unlikely there will be any additional costs overall put on to the industry.
“There will be the companies that struggle to sell more zero emission cars, that will have a financial penalty, but there will be equally those on the other side who are exceeding the targets that will be benefitting from this scheme.” When asked if receiving revenue from selling credits, as permitted under the scheme, to manufacturers who don’t meet the targets themselves, could prompt strong-performing manufacturers to cut EV prices, Nelmes said: “Obviously it is up to the manufacturers what they do, but ideally in a competitive market, because they are going to make more money the more electric cars they sell, there should be an incentive for that credit revenue to be put back into reductions in prices, or better marketing or better consumer education.”
‘Doubt is damaging’
Following the panel, media speculation arose that the ZEV mandate was set to be delayed, or the UK’s planned 2030 ban on new petrol and diesel car sales moved back, though it is unclear how likely either of these scenarios is. Commenting on the latter, Fleetcheck managing director Peter Golding said: “Since the introduction of the 2030 EV deadline and measures such as low BIK taxation for electric company cars, fleets have invested massive amounts in electrification. They have done this on the basis of the government’s seemingly cast-iron commitment to an electric future.
“The way in which doubt has now been cast on that future is damaging for fleets with a wide range of potentially negative effects. It could mean, for example, company boards up and down the country asking their fleet managers whether electrification is still the way to go and could send shudders through residual values for EVs, which are at least partially predicated on electric power becoming the market norm quite quickly.”
In this issue
The pandemic has forced a significant proportion of today’s car buying online. Now with many manufacturers following the ‘agency’ model, where you’re effectively buying directly from manufacturer websites, online is going to play more of a part in the buying process than less.
It seems then, the configurator is your friend, or at least the best place to check all models on company car lists, from which you can spec your next set of company wheels. Except there’s more to a high-quality manufacturer website than just a good configurator, as our yearly survey reveals. Jack’s informative feature starts on P24, and if you’ve got any feedback to add – we’d love to hear from you. As I write this, we’re getting through August fast! September now seems a lot closer than it was, and besides working on this issue, I’ve had a busy but exciting time collating and helping to judge the 2023 Business Car Awards. Times might still be challenging in our industry, but I was pleased and inspired by the sheer number of award submissions that we received. All of which impressed with their quality and variety. Please go to P16 for the awards shortlist, along with a list of our judges and their bios on P17.
As I’ve mentioned before, the Business Car Awards take place at the Hilton London Bankside on 21 September – I look forward to seeing as many of you as possible there. Good luck to those who entered!
I hope you enjoy the issue.
Martyn Collins Business Car Editor
www.businesscar.co.uk | August 2023 | 5
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