There was some interesting news on electric cars this week with Volvo announcing that all its new cars will be at least partially battery-powered from 2019; and France announcing, one day later, that it will ban the sale of cars with an internal combustion engine by 2040. There’s a plethora of links in these two articles – on a side note, blogs seem to have become media articles these days while media articles seem to have become blogs – which are well worth exploring, too.
On top of this, the Queen’s Speech promised legislation to ‘ensure the United Kingdom remains a world leader in new industries, including electric cars‘, with the accompanying notes referring to an Automated and Electric Vehicles Bill whose purpose would be – among others – to improve the national charging infrastructure. With the government being supported by the DUP, whose own green credentials leave something to be desired and whose programme features a strong element of climate change scepticism, this is an interesting inclusion in a Queen’s Speech which doesn’t otherwise feature a lot else of substance, Brexit apart.
Volvo will, of course, still be producing existing models with internal combustion engines after 2019; and it will continue to produce a range of hybrids (cars with some level of electric/battery input alongside an internal combustion engine, which can be as minimal as simply managing fuel efficiency); while a policy announcement that takes full effect in 23 years time is, perhaps, little more than virtue signalling given shortening policy timescales. We were all, after all, an awful lot younger in 1994.
Nevertheless, the direction that the wind is taking is clear and it is, on the whole, a good one in terms of reducing carbon emissions. It is worth pointing out that international agreements on carbon reduction have provided an important impetus to the development of the electric vehicles market, not least in the light of the role in total carbon emissions played by aircraft travel and the more readily available technology that battery-powered cars provide in terms of achieving the necessary reductions targets.
Much remains to be done, however: globally, sales of electric cars total no more than 2m, about 30% in China and Japan and a further 25% in the US. Within Europe, the Netherlands and Norway look to me be leading the way. In the light of this, it it no wonder that progress is slow, and incremental. It does need a bit of a kick and the toes being dipped in the water by Volvo and the French government simply aren’t sufficient. Better instead, to do more in the way of encouraging manufacturers to bring end prices down.
Drivers of electric cars are likely to continue to be worried about the availability of charging stations – especially, for longer journeys, the availability of rapid chargers which allow the current generation of electric cars to be fully charged in about 45 mins (30 mins to about 80%). The focus of the UK government’s initiative on electric vehicles – that petrol re-fuelling stations would be compelled to offer electric charging points – is thus an interesting one. The Bill will indeed require the installation of charge points for electric vehicles at motorway service areas and large fuel retailers, and on the basis of a common set of technical and operational standards.
Precisely what will be required, and where, and the cost regime that is envisaged along with any subsidies on offer, remains to be seen. If electric cars do take off, then petrol stations would need to change their business model anyway and, while it is easy to see a conversion of some facilities to coffee shops (and hopefully something more welcoming than just the coffee areas to the side of existing facilities that is currently substantially the provision), it is a lot harder to see the profit in selling two or three cups of coffee and possibly a cake or two while people wait for their cars to charge against a £30 fuel sale (by the end, a full tank on our BMW was costing £70). We might see this as the government providing a bit of a nudge to service station providers ahead of the deluge that will otherwise befall them, but the better option, if the government wants to get involved, would be to facilitate the provision of charging points away from petrol stations but put them in car parks, park and ride facilities. The smart move, if we’re talking about town centre regeneration, would be to put a mass of charging points in, or very close to, town centres, too. There’s absolutely a role there for councils and it would be good to see the government working closely with local councils instead rather than nudging petrol stations to do what the market will force them to do anyway.
The other major issue of course here is, as with anything else, Brexit. Renault-Nissan has a 20%+ market share of 2m electric car market (and hence the Macron government’s lead on this); and the UK claims to be the largest market for electric vehicles in the EU (though the Netherlands looks larger), while one in five electric cars sold in the EU in 2016 were made in the UK. Nissan does, of course, have a plant in Sunderland – our new Leaf was made there, and on the basis of an internal competition within Nissan to be a site featuring production lines for the higher-output models. The leading role of Nissan-Renault in the global electric car market – on the back of the EU-Japan Economic Partnership Agreement announced this week – will clearly be a major feature in the Brexit negotiations. Precisely what Carlos Ghosn (who has now moved on from Nissan) got out of Theresa May when they met last October – a discussion that we know encompassed electric cars (Q112-Q115) – continues to be a highly-relevant point for discussion. It is to be hoped that the new Chair of the Commons Business, Energy and Industrial Strategy Committee, when elected this coming week, will see it as a priority not only to pick up the threads of its inquiry into the electric car market but also to recall its earlier desire to get to the bottom of that infamous letter.
[18 July edit: a letter has also been sent in highly similar circumstances to Toyota. The Committee – with Labour MP Rachel Reeves in the chair – has an urgent task in keeping the activities of the Department for Business, Energy and Industrial Strategy under review as Brexit talks get underway.]
[18 July update 2: it’s actually the Treasury Committee which is taking charge here and, by the look of it, it is on the case.]