That trip to Dundee I referred to below was to pick up a new car.
For one reason or another, it was decision time on the Nissan Leaf in which we have been running around for the past two years – chief among them being that it was the end of the two year period of the personal contract payment scheme under which we bought the car and which seems to prompt the majority of finance-based car purchases [registration] these days. After some research we – well, this means my partner, really, given my continuing non-driver status – opted for a Kia Niro plug-in hybrid as opposed the fully electric Leaf:
This is not the e-Niro currently causing a bit of a stir in electric car circles but one whose electric battery is supported by a petrol engine.
With an electric car, battery capacity in terms of mileage is the key and the advances in the capacity of the Leaf since 2016 are fair enough, but insufficient to compensate for the lack of advances in the charging infrastructure. It was interesting – though not at all surprising, based on experience – to read in the Pink ‘Un recently that the rapid, but still very low, take-up of electric cars is being held back by the infrastructure (hat-tip: tweet by Prospect Research & Economics). A journey of any distance is fraught with the fear that still-infrequent charging stations will be occupied or otherwise not operating, and driving on routes off the islands, and through remote rural areas, this is a fear that is ever-present.
If you’re not sure of your geography of Scotland, you’ll need to bear with me for the next bit (or otherwise have a suitable online map at hand!). From Mallaig, where we dock on the most convenient ferry route, we can (with a full battery on setting off from the house) reach Fort William (otherwise, it means a charge on disembarking in Mallaig) and then, on a journey to Perth or Dundee: 140 miles from Mallaig) that means a further stop, usually in Tyndrum or Crianlarich. If the Fort William charger isn’t working, a stop at Glencoe Mountain Resort is required and if that’s not working, Tyndrum is only reachable from our house with extremely careful driving, a favourable wind and fingers firmly crossed. Which did happen on one memorable journey.
Stopping is not the problem – it’s good to take a break – and nor is the time to charge which represents an inconvenience but a small one in respect of the carbon emissions saved by not using a car with a combustion engine. The difficulty is the strategic one of planning charging stops around having a fall-back plan, since the infrequency with which stations exist on our route to Perth (which has several options, once we get there) – Mallaig (one rapid charger), Fort William (ditto), Glencoe (ditto), Tyndrum (two!)/Crianlarich (one), Crieff (one) – implies the potential for difficulties in the not infrequent case of chargers not being in use or in case of them being already occupied (and increasingly so with higher numbers of electric cars on the roads). Worst of all, however, is that this situation has not improved in the last two years: these stops were our options back in 2017 when we first went electric and it’s this failure to invest in the infrastructure which prompted our decision to go for a plug-in hybrid.
The Kia Niro’s battery can be charged via a plug-in lead (as in the pic above) and this will deliver a journey of up to about 34 miles with the battery as automatic preference to petrol. This means my partner’s journey to work (c. 26 miles) is battery driven – or largely so: the car will mix and match and it won’t simply exhaust the electric battery before kicking in the petrol engine; it all depends on speed, wind and road conditions and level of battery charge. Consequently, and on initial experience, she gets to work rarely on the battery alone but consuming no more than two miles of petrol. Furthermore, we have the flexibility of not having to worry about charging stations on longer journeys.
This seems to me to indicate the likely direction that electric cars will take: great for those with short journeys with the potential to charge at home (and/or at work); not quite hopeless, but certainly stressful, on long journeys which, without a reformation in the charging infrastructure, most people simply won’t attempt in an electric. Most car journeys may well be short ones – nearly 70 per cent are shorter than five miles (p. 176), according to research which is admittedly fifteen years old but which is probably unlikely to be substantially different now. Such a direction is fair enough, up to a point, but if we continue to leave the charging infrastructure to the market, there will be no change and this will, as a result, heavily jeopardise carbon emission targets whatever the warm words at the G20 and those dates by which the petrol engine should be phased out (currently 2040 in the UK; 2032 in Scotland). [UPDATE 1/7/19: The UK government’s plan, crucially, excludes hybrids; while the status of hybrids under the C40 fossil-fuel-free streets initiative, under which (parts of) London (amidst a number of other cities around the world) will be zero emission by 2030, is unclear although it seems that hybrids are also excluded.]
To meet such targets we need hugely improved public transport infrastructure: electric cars (certainly on current trajectory) won’t be enough by themselves (and with a reminder that the rare materials used in electric cars have their own environmental and social impacts). But, in the context, and given the long road there is to row back given the lack of investment in public transport over the last thirty years, plus the popularity of driving around the highlands and islands (NC 500, anyone?), we do need our governments both at UK level and at the level of the nations of the UK to work closer with industry to invest in a charging infrastructure which provides the opportunity for longer journeys to be made by electric cars, too – and not only on the motorways but across all major transport routes, and with a frequency which delivers suitable and easily reachable options for charging. With most electric cars these days being Type 2 (one of the problems of allowing the market to ‘decide’ is that charging types are several), there is the potential to build a charging infrastructure which works at least for the majority.
But we do need policy-makers actually to get down to making a decision and then taking some action on it. Which, in our current sclerotic terms and given the pathetic response to the Extinction Rebellion so far, will take policy leadership of the kind we absolutely lack.