Government backed workplace electric vehicle charging schemes have distributed almost £34m since 2016, supporting more than 69,000 operational sockets and electrical infrastructure for thousands more.
An analysis of Department for Transport data by commercial vehicle specialist Dawsongroup vans found that the Workplace Charging Scheme and EV Infrastructure Grant for Staff and Fleets had together provided £33,889,873 by March 2026.
The Workplace Charging Scheme accounted for £25,552,841 and helped fund 69,439 sockets. The infrastructure grant provided another £8,337,032 for 6,199 socket infrastructure units, including enabling work such as cabling and electrical upgrades.
Voucher redemptions under the Workplace Charging Scheme peaked at 13,293 in 2022 before falling to 9,928 in 2023 and 6,634 in 2024. Activity recovered by 13.14% in 2025, when 7,506 vouchers were redeemed, while a further 1,356 were recorded during the first three months of 2026.
Sarah Gray, head of ZEV strategy and development at Dawsongroup vans, said: “More fleet operators are now working backwards from their electrification commitments and realising that on-site charging needs to be part of that plan. The 2025 figures suggest that the process is accelerating, which is encouraging. But the WCS is now in its final confirmed year, and businesses that have not yet applied are running out of time to benefit.”
The infrastructure grant followed a different pattern. Installations rose from 809 units in 2022 to 1,909 in 2023, an increase of 135.97%, before falling to 1,799 in 2024 and 1,547 in 2025. Only 135 units were installed during the first quarter of 2026.
Gray said: “The infrastructure grant asked businesses to think ahead, planning electrical capacity for charge points they might not install for another year or two. The businesses that moved quickly in 2023 were largely those that already had electrification on their roadmap. As that group reduced in size, so did the annual installation figures.”
Regional deployment has varied considerably. The South East recorded 10,130 Workplace Charging Scheme sockets, followed by the North West with 8,401 and the East of England with 8,124. Northern Ireland recorded 1,144, while Wales had 2,642.
The East of England led installations funded through the infrastructure grant with 908 units, followed by the North West with 860 and the South East with 723.
Gray said: “The volume of installations in the South East and North West is partly a reflection of business density, but access to approved installers and familiarity with the application process also play a role. Regions with lower figures are not necessarily less committed to electrification. For businesses in those areas, understanding what is available and how to apply remains an important first step.”
The Workplace Charging Scheme is confirmed until 31 March 2027. From April 2026, it covers up to £500 per socket across a maximum of 40 sockets, giving an eligible applicant a potential contribution of £20,000.
“A business installing ten charge points under the current grant rate could recover up to £5,000 towards the cost,” Gray said. “That is a sizeable contribution, and it’s available now. The scheme has been extended several times, but it has a confirmed end date of March 2027 with no indication of a further extension. Businesses that delay risk missing out on financial assistance with their fleet electrification.”
The grants have helped establish a substantial workplace network, although installation volumes remain small compared with the number of commercial vehicles that will eventually need to be replaced or converted.
Fleet electrification requires more than purchasing vehicles. Depot power capacity, routes, daily mileage, dwell times, charging speed, electricity tariffs, and the effect of payload or cold weather on range all influence whether a vehicle can perform its intended role.
Charging infrastructure commonly takes longer to deliver than the vehicles themselves. Distribution network upgrades, planning, landlord consent, and construction work can delay projects, particularly at depots designed before large electrical loads were anticipated.
The sector expects substantial investment as charging infrastructure expands, as examined in an earlier assessment of the EV charging market. The regional grant figures show that progress has been uneven and may reflect differences in installer access as much as demand.
Policy stability also influences infrastructure decisions. Uncertainty surrounding vehicle mandates has already affected investment expectations across the green economy. Fleet operators need confidence that chargers will be used over their intended life, while suppliers require a dependable project pipeline before expanding their workforce and equipment base.
On-site charging offers clear advantages where vehicles return to a depot and remain parked for predictable periods. Overnight charging can make use of lower cost tariffs and reduce reliance on public networks.
The economics are less straightforward for organisations with leased premises, dispersed vehicles, irregular routes, or limited electrical capacity. Shared hubs, public rapid charging, home charging, or arrangements with customers and logistics sites may be more appropriate.
The decline in infrastructure grant installations after 2023 may indicate that early adopters completed the simplest projects first. Later applicants are likely to include more complicated sites and operators requiring stronger evidence on vehicle availability, savings, maintenance, and residual values.
A grant can reduce capital expenditure but cannot compensate for an unsuitable operating model. Vehicle use and depot constraints need to be understood before the number and type of chargers are selected.
Applications may accelerate as the March 2027 deadline approaches. Whether workplace charging continues to expand at the same rate after grant support ends will depend on vehicle economics, grid capacity, and the ability of smaller operators to finance infrastructure from their own balance sheets.
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