Turning Electric Magazine - MAY 2024 EDITION

LEADING LIGHT

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3 TURNING ELECTRIC MAGAZINE

EDITOR’S NOTE

Positives and negatives

Welcome to another edition of Turning Electric, from EV Powered.

I started last month’s column with a slightly political rant, and I swore I wouldn’t do the same this month. But then the government issued its response to the Lords committee report into the EV landscape.

And, somewhat predictably, it flat-out rejected several key recommendations. The idea of a new plug-in car grant was dismissed as likely to have little effect on the attractiveness of EVs. The suggestion of a cut in VAT on public charging – something backed by huge swathes of the industry – was turned down on cost grounds. Even the idea of petrol station-style totems to help inform EV drivers on motorways was dismissed as a waste of time.

It wasn’t all bad news. The government did agree that the planning process around chargers needs to be simplified. And it suggested it would at least examine used car grant schemes in Scotland and the Netherlands to see if they could work in England and Wales.

But, on the whole, the response felt like a government in its last days of power determined to do as little as possible to aid the uptake of EVs that it is so vocally demanding.

Of course, the electric car market has to stand on its own two feet and can’t expect endless government help. But nowhere else in Europe does less to support private EV adoption and, as one senior executive put it to me: “It can’t just be stick. There needs to be a little bit of carrot.”

You can read about a couple of manufacturers offering their own carrot over on P7, where we cover recent price cuts by two major brands. Elsewhere in the news, there’s a host of new model reveals and announcements covering everything from 579bhp 4x4s to sensible family crossovers.

For this month’s interview, I sat down for a fascinating chat with David Watson, the founder and CEO of home charger brand Ohme. He gave a brilliantly clear explanation of how smart charging works, and we discussed how the home charging market is changing and why the hype around vehicle-to-grid technology could be a little premature.

On the reviews front, I spent some time with the updated Polestar 2 and got behind the wheel of the all-new BMW iX2 which – given the way it looks – is the best place to be.

I also spent a fascinating day at Bridge of Weir’s Scottish HQ learning about how the leather specialist is creating ever-more sustainable upholstery for car makers such as Polestar and BMW.

And in the world of motorsport, we take a look at the next generation of Formula E cars that will make their debut at the start of Season 11 and round up all the latest action from the glamour of the Monaco E-Prix.

As I write this, I’m about to head to a top-secret location in Germany for an early look at an exciting new EV, so make sure to pick up next month’s issue to read all about that.

In the meantime, enjoy the read.

Matt Allan Editor, Turning Electric

The Turning Electric Team

Editor - EV Powered

Matt Allan

Editor - Electric Home

Richard Alvin

Graphic Designer

Grace Moseley

Videographer

Jacob Pinchbeck

Content Sales Manager

Laura Phillips

Capital Business Media, Group MD

Richard Alvin

Business Development Director

Stephen Banks

Chief Creative Director

Stuart Hyde

Finance Director

Andrew Martin

ELECTRIC MERCEDES G-CLASS brings four motors and ‘uncompromised’ off-roading

Mercedes has revealed the first all-electric G-Class, promising it is even

more

capable than its combustion-powered counterparts.

The Mercedes-Benz G580 is based on the same ladder frame chassis as the diesel version and boasts a host of systems designed to ensure it upholds the G-Wagen’s off-road reputation, including innovative tank-turning ability and rock crawling mode.

The G580 uses four motors to drive each wheel independently. The drive system uses torque vectoring to create ‘virtual’ diff locks, along with a specific low range gear reduction to carefully marshal all the power and torque.

While the electric model’s ride height is slightly lower than the ICE version, its wading depth of 850mm surpasses the petrol car’s and. Mercedes says approach, departure and breakover angles are good enough for anything owners will throw at it.

On the road, the 579bhp means the G-Class can get from standstill to 62mph in just 4.7 seconds, while a 116kWh battery should be good for up to 294 miles of range.

ACEMAN crossover completes Mini’s new model line-up

Mini has completed its new model line-up with the unveiling of the Mini Aceman crossover.

The four-metre-long Aceman sits between the Countryman SUV and the regular Cooper hatch and will compete with the Volvo EX30, Jeep Avenger and Ford Puma Gen-E, with prices starting from £31,800.

The Aceman is available with two power outputs – badged E and SE. The Aceman E uses a 184bhp motor mated to a 42.5kWh battery. That gives it a 0-62mph time of 7.9 seconds and a maximum range of 192 miles.

The Aceman SE cuts the acceleration time to 7.1 seconds thanks to a 218bhp motor, while a 52.4kWh battery extends its range to 252 miles. The SE also gets faster DC charging, working at up to 95kW compared with the E’s 75kW limit. Both accept 11kW AC charging.

Prices for the entry level Aceman E start at £31,800 – around £1,000 more than the Cooper – while the SE costs from £36,300. First deliveries will begin in November.

VAUXHALL confirms two new electric models

Vauxhall has released the first details of two new models joining its electric car range.

An all-new version of the firm’s flagship SUV, the Grandland, is due out later this year, featuring a fully electrified range.

As well as mild and plug-in hybrids, the Grandland will be sold as a fully electric model featuring a

98kWh battery offering up to 435 miles of range. Vauxhall hasn’t confirmed other powertrain specs but it will follow the same pattern as the e-5008 with which it shares its platform. That’s likely to mean a choice of single motor variants offering 207bhp or 227bhp, or a dual-motor, all-wheel-drive option with 316bhp, and a cheaper 73kWh battery option.

UK is Europe’s best suited for EV switch EV SWITCH

UK businesses are in the best position in Europe to switch their light vehicle fleets to allelectric options, according to new research.

Alongside the Grandland, Vauxhall confirmed it was reviving the Frontera name for a new entrylevel electric SUV. The value-focused C-segment model is based on Stellantis’s Smart Car platform which also underpins the new Citroen E-C3, so we’d expect that to mean a 44kWh battery, 111bhp motor and a range of around 200 miles.

A report into public and private organisations’ vehicle use by connected transport specialist Geotab found that two-thirds of business cars and vans in the UK could be replaced with an electric equivalent without any negative impact, and could save organisations money.

It concluded that despite the lack of incentives and pessimism among businesses, the UK was the most ‘EV suitable’ market.

For a replacement to be considered suitable it must be able to drive 98% of its regular daily task in a year on a single charge. It must also have an equal or lower total cost of ownership across a seven-year lifespan than a new replacement ICE model.

Geotab found that 66% of lightduty vehicles (cars and vans) in the UK are ready to go electric and British private and public sector organisations could reduce the total cost of ownership (TCO) per vehicle by £13,279 over a seven-year period.

HONDA and MAZDA slash EV prices

Honda and Mazda have both announced major

price cuts to

Honda has dropped the price of its e:Ny1 SUV by £5,000, bringing its newest EV below £40,000.

Entry level models of the electric SUV now start from £39,995 as the brand looks to reposition the model and attract more buyers.

Honda has also announced new finance deals on the e:Ny1 until June, including a £3,000 dealer deposit contribution and 1.9% APR. That means buyers can obtain an e:Ny1 from £299 per month.

their

sole electric models.

The sub-£40,000 price tag applies to the Elegance trim, while the range-topping Advance trim is priced from £42,195.

Mazda, meanwhile, has reduced the price of the MX-30 BEV and R-EV range extender by £3,000. Prices now start at £27,995 for the BEV in Prime-Line trim. The Japanese manufacturer is also offering a £6,000 dealer deposit contribution and 0% APR on the BEV version, bringing monthly PCP costs down to just £199.

POLESTAR 5 prototype charges from 10-80% in just 10 minutes

Polestar and battery specialist StoreDot have charged a prototype Polestar 5 in just 10 minutes using StoreDot’s XFC technology.

The test is the first time that StoreDot’s radical Extreme Fast Charging (XFC) system has been demonstrated in a driveable vehicle and follows years of lab-based testing by StoreDot.

Using the common 10-80% standard, the fully driveable verification prototype took

just 10 minutes to complete the charge. The specially commissioned 77 kWh battery pack – which has the potential to be increased to at least 100 kWh, could add 200 miles (320 km) of range to a mid-sized electric car in 10 minutes.

Thomas Ingenlath, Polestar CEO, said: “With this new technology, on longer journeys when drivers do stop they’ll be able to spend less time charging and be back on the road faster than before. In fact, that stop time will be more akin to what they experience with a petrol car today.”

NEWS IN BRIEF

Tesla has reduced the price of its Supercharger membership for owners of other brands of EV. The monthly subscription, which brings reduced charging costs at 42 UK Supercharger sites, has been cut from £10.99 per month to £8.99.

Gridserve has begun work on its fifth Electric Forecourt site. The new at location Markham Vale, near Junction 29A of the M1, will have 30 chargers capable of delivering up to 360kW.

The Volkswagen ID.7 Tourer has gone on sale, priced from £52,240. The ID.7 Tourer Pro Match has a range of 374 miles from a 77kWh battery. It will be joined in coming months by the Pro S with a 425-mile range, and a performance GTX model.

CHARGING INTO

CHARGING INTO THE FUTURE with David Watson

David Watson, founder of Ohme on the company’s origins, its future and how the home charging landscape is changing.

MATT ALLAN: Tell us how Ohme came about.

DAVID WATSON: I started in the energy system when I ran an investment firm called Temporis Capital that focused on the renewable energy space. As more renewable energy projects were on the grid, energy prices were becoming more volatile and I was beginning to get worried about what that volatility may do to the grid or to those projects.

So, I started looking at batteries. Initially, Elon Musk had a huge battery farm in South Australia, where some of the most volatile energy prices were, and he built this battery farm to effectively help manage energy volatility. When there was too much electricity on the grid, the batteries would absorb all of that, and when there wasn’t enough, it would feed back into the grid. So I started looking at those as a way of potentially balancing the peaks and troughs that resulted with wind and solar.

And, when I looked closely, I could see that batteries were on a price reduction trajectory. And I came to the conclusion that EVs would be the mass form of transport, much, much quicker than people thought and then I thought, well, cars are parked 90 percent of the time at work or at home, so you could use those batteries to effectively balance the grid.

So then we thought, how could we make that happen and the first thing we did is we invented a smart cable with a 4G chip in it that could talk to our cloud. You could plug it into your car, you plug it into your house and it would speak to the grid operator and try and figure out what the cheapest times of energy were and send that schedule to the charger.

Until that stage, people used to get up in the middle of the night — there weren’t even timers in the car. And now we brought along this cable, which would effectively turn on and off charging at the time that it was cheapest. So people who had the first Ohmes and had an Octopus low tariff, they could charge at 5p/kWh, which was at that stage a quarter of the price of normal electricity.

And from then it was, how do we scale, how do we move beyond early adopters and people who were really, really engaged in energy and who understood smart energy and how could we build a proposition that worked for everybody?

DAVID WATSON 10

MATT ALLAN: So how do you provide for people who just want to be able to plug the car in and get the cheapest tariff, and not worry too much about tracking prices?

DAVID WATSON: We did focus on the early adopters at the start but we started talking to Motability, which effectively leased vehicles on behalf of disabled people. And they were struggling with the whole charging experience. One, the installation of a charger and two, the managing and controlling of a charger. So we began to realise that we had to refocus on building some tools and systems to make energy cheap, reliable, and easy for people to access. So the emphasis of the company changed.

We had to really, really look at that process of installation and how we could make it easy and start to think about our app and think about how we could communicate the message of cheaper energy. So there was a number of things that we did. We focused on the app, on our communication, on the language.

When you moved beyond the early adopters, people weren’t even aware when they got their EV that there was these energy tariffs and how they work. So one of the biggest barriers was effectively education and simplifying the message.

MATT ALLAN: So, for those new to EV ownership, what is dynamic charging?

DAVID WATSON: A typical driver will come home at five in the afternoon and plug in their car and will typically unplug the car at eight in the morning. So if you don’t know anything about the driver, all that the charger can do is assume that it charges at max. So at 5pm your car will charge at max charge.

But if the car is at 60% at 5pm and the customer says ‘I would like to be 80% full at 8am’, then that 20%, which is only about three hours charging, could be at any time between five and eight.

So then you pick the time that energy is cheapest. So if an energy supplier has decided that it’s cheap in the middle of the night for a few hours, then ultimately, because you know what the customer wants to do, you can move that charge into that time.

Once the charger knows your tariff and needs, it can speak to the supplier and the car. It knows what your preferences are and then you just sit back and charge at a much cheaper rate.

So dynamic or smart charging is effectively moving away from that system where the system knows nothing about the driver and assumes just ‘charge as fast as you can’ to one where you know exactly how much is in the car, how much they want in the car, when

they want it ready by. You also know what energy supplier they have and so you end up as a driver with the cheapest energy.

The benefits of that for a typical customer would mean you charge for a couple of hundred pounds per year, rather than £700 or £800 on ‘dumb’ charging.

MATT ALLAN: We’re seeing more EV-specific tariffs being launched so do you think we’ll also see more hardware to take advantage of these?

DAVID WATSON: I expect so. Ultimately, customers want access to the cheaper energy and the technology that’s required in order to deliver that cheaper energy is evolving.

The next phase of evolution involves a degree of flexibility, where customers change their preferences or do different things at times when the grid is under immense stress.

11 DAVID WATSON INTERVIEW AN

For example, in the winter where you get energy crunches, the grid operator has historically called on backup generation to provide electricity quite expensively. Now they’re exploring situations where people who wanted to charge would not charge or they would change their behaviour and it’d be additional revenue for customers who participated in that.

So, the market is evolving even further than just looking at supplier requirements to moving towards system services and new levels of intelligence that need different pieces of technology to be integrated with these energy tariffs.

But the next bigger barrier than simply technologically integrating a piece of hardware is can you actually make that service easy and reliable for large numbers of people?

You mentioned flexibility and battery storage and balancing the grid. So is vehicle-

to-grid technology going to be part of the future of charging?

DAVID WATSON: Ultimately it will be but before it becomes a mass market proposition lots of things need to change.

If you look at DC V2G, you have a piece of kit that could be anywhere from £5,000 to £8,000. That needs quite a sophisticated user with a very uncertain payout, where the technology is only beginning to be supported by car OEMs. So that’s a long way away from a mass market product.

AC V2G has the potential to unlock the world in a much different way, because it is cheaper to install. It’s a little bit more expensive than a normal singleway charger, but not in the same league as DC. But we do need car manufacturers to support it, and then those supported technologies to support geographical variations across different countries.

V2G will play an important part in the future, but presently there are quite a lot of barriers, whether they’re regulatory and technological or financial or even user experience to making it a mass market proposition. We have technology in our pipeline, but it’s not something that I think is going to have a massive impact on what we do in the next year or two.

MATT ALLAN: So in that case, what is next for Ohme?

DAVID WATSON: We perhaps don’t feel it here, but the UK is quite fortunate in that it’s a good number of years ahead of the rest of the world in terms of smart energy and smart tariffs and an open energy system. Drivers here in the UK have been fortunate to have access to super cheap energy and technology providers. But that hasn’t really existed in Europe.

I remember in the early days when people would be on Twitter begging, saying ‘When are you going to come to X,Y,Z country because we’re paying 30 or 40 cents a kilowatt hour’.

Over the last couple of years energy prices have gone more volatile in Europe and energy suppliers and policy makers are starting to induce more incentives and drivers can push towards a more flexible system. So the net effect is that our focus over the next 12 months is expansion into Europe and Australia.

You do have some hardware differences and regulatory misalignments but ultimately there’s so much more the same than different.

Octopus are also expanding quite quickly into Europe and releasing tariffs all over different countries, so that’s helpful. We’re partnering with them in those countries to do the same things as we’ve done here and export the learnings of the last three or four years and give people in other countries access to some of the things that drivers over here have taken advantage of.

POLESTAR 2

AHEAD OF THE LAUNCH OF THE POLESTAR 3, MATT ALLAN ASKS IF THE BRAND’S FIRST PURE EV, THE POLESTAR 2 , CAN STILL COUNT ITSELF AMONG THE BEST IN CLASS.

13 POLESTAR 2 REVIEW

Polestar has been a bit of a one-trick pony for a while. After the radical hybrid Polestar 1, it quickly brought its first EV to market in the shape of the Polestar 2, with an ambition to be a premium performance brand. Since then the 2 has been the brand’s only model in a growing market, facing challenges from the BMW i4, Tesla Model 3 and Hyundai Ioniq 6.

That sales have consistently risen is a sign that buyers like what they see but, like any four-year-old car, the Polestar 2 needed a midlife refresh to keep it competitive.

Even by the usually modest standards of midlife facelifts, the 2024 Polestar 2’s styling changes are minimal. Essentially, there are some new wheels and a new ‘smart zone’ face for the car. This is a smoothed-off panel in place of the previous honeycomb grille which hides a host of driving-related sensors and makes the Polestar look a little less Volvo-like.

Polestar’s designers have clearly adhered to the ‘if it ain’t broke’ philosophy. The Polestar 2 was already a strikingly handsome car with sharp, distinctive lines and purposeful look, so there was no need to mess about.

The same is true of the interior, where things have been left alone. Borrowing from the same Scandi-cool school of design as Volvo, the Polestar’s cabin is a stripped back affair with barely any physical controls and a few simple design cues and materials. Touches like the hollow trapezoidal drive selector and crystaleffect volume knob add some interesting and high-quality features and there’s a pleasing tactility to all the surfaces and touchpoints.

My test car benefited from the pale ‘Zinc’ Nappa leather and light ash trim which create a more airy feeling than some of the darker interior finishes, aided by the optional panoramic sunroof. The Polestar 2 still isn’t the most spacious car, however. There’s room enough in the front, although the sunroof encroaches on headroom, but rear legroom feels on the tight side, especially in comparison to the Ioniq 6 or Model 3.

On the tech front, there’s a simple 12-inch digital instrument display and an angled wireless phone charger beneath the 11.2-inch Android Automotive-powered touchscreen. This has been updated for 2024 with unshowy but useful updates that make the excellent and intuitive interface even more flexible and connected.

Elsewhere there’s USB charging points front and rear and a smattering of useful storage areas. Higher spec cars add features such as ventilated front seats, a heated steering wheel, Harman Kardon stereo, cabin air filtration, phone-based digital key, heat pump and more advanced driver assistance, but all versions come with a comprehensive Volvo-derived suite of safety features.

THE POLESTAR 2 CAN COVER GROUND QUICKLY, CONFIDENTLY AND SECURELY WITHOUT COMPROMISE

While not much has changed on the surface of the Polestar 2, underneath there have been some major changes.

The most dramatic have been to the single motor long-range version. For a start the motor is more powerful than before – now 296bhp –and has been moved from the front to the rear. A new 79kWh battery has also been installed. Moving the motor so it effectively pushes the car rather than pulls it is a pretty major midlife change. However, Polestar says it both makes the car more efficient and more engaging to drive.

I haven’t had a chance to try the single-motor version yet, so I’ll reserve judgement on how much of an improvement that setup is but the official numbers are certainly impressive – a 22% increase in range (to 406 miles), 9% less energy usage and 34% faster charging thanks to 205kW DC capability.

I have, however, driven the range-topping all-wheel-drive version. Polestar positions itself as a performance brand and the Long Range Dual Motor with Performance Pack (to

give it its full name) certainly has the stats to back that up.

Regular dual-motor cars pack 416bhp but the £5,000 Performance Pack takes that up to 469bhp and 546lb ft of torque. In a straight line that’s good enough for a 0-62mph time of 4.2 seconds and a top speed of 127mph. The BMW i4 M50’s extra 90bhp gives it a 0.3-second edge but the thrust of acceleration from the Polestar 2 still caused my driving companion to utter a curse on more than one occasion.

My drive was on rain-soaked Scottish B-roads, not famous for their forgiving nature. Tight twists, awkward crests, massive potholes and lane-wide puddles quickly expose a car’s weaknesses but the Polestar acquitted itself impressively.

The Performance Pack comes with adjustable Ohlins dampers as standard. Ours were on the default factory setting which did an admirable job keeping the car settled, flat and relatively comfortable over some unpleasant surfaces.

Three stages of steering with pleasing weight and the optional single-pedal drive add to a feeling of

complete control, although you’re always slightly aware of the two-tonne-plus kerb weight.

The BMW i4 has more edge to it and more engagement but there’s no doubt that the Polestar 2 can cover ground quickly, confidently and securely without feeling compromised. And on the inevitable stretch of dull motorway slogging, it’s smooth, quiet and effortless, with the likes of adaptive cruise control to ease the boredom.

On a more prosaic note, the long-range model’s 79kWh battery should return up to 352 miles per charge – an improvement of more than 50 miles over the old version. Like the long-range single motor, DC charging at up to 205kW means a 1080% top-up in less than half an hour.

POLESTAR HAS BEEN REALLY SMART WITH ITS UPDATES TO THE 2

15 POLESTAR 2 REVIEW

The Polestar 2 range starts at £44,950 for a standard range (67kWh) single motor model. A £4,000 step adds the bigger battery and another £4,000 brings a second motor.

There’s only one trim level, backed up with three options packs, one of which is the £5k Performance Pack. All versions of the Polestar 2 come with safety kit ranging from cruise control and lane keep assist to blind spot assist with active steering and intersection collision avoidance.

Heated seats, dual-zone climate control, and LED headlights are also standard and buyers have a choice of vegan Weavetech, embossed textile or Nappa leather upholstery. You can read more about how the ecoconscious Polestar is ensuring the sustainability of its leather interiors on the next page.

The £2,000 Pilot pack adds pilot assist adaptive cruise and lane centring, plus adaptive headlights, while the £4,000 Plus brings everything from fully electric seats and upgraded sound system to a heat pump, panoramic roof and tinted rear glass.

VERDICT

Polestar has been really smart with its updates to the 2. Rather than messing about with the already excellent styling, comfort and technology, it has focused on giving drivers more of what they want – range and performance. In that way it has ensured the Polestar 2 remains a hugely attractive option in the premium EV market.

POLESTAR 2 LONG RANGE DUAL MOTOR PERFORMANCE PACK

PRICE: £57,950 (£63,950 as tested)

POWERTRAIN: Two-motor, all-wheel-drive

BATTERY: 79kWh

POWER: 469bhp

TORQUE: 546lb ft

TOP SPEED: 127mph

0-62MPH: 4.2 seconds

RANGE: 352miles

CONSUMPTION: 3.7m/kWh

CHARGING: up to 205kW

SUSTAINABILITY The drive to

The subject of leather in cars is a sometimes touchy one. Long a symbol of a luxury specification, some manufacturers are shying away from it, with a few even vowing to go 100% leather-free as part of their drive towards more sustainable vehicles.

For a brand like Polestar, which sets such store by its green credentials, ditching leather might seem like an easy choice, especially with innovations in upholstery made from recycled plastics and textiles. But the performance EV brand still sees a place for it in the premium sector, as long as it’s made the right way.

Which is how I found myself driving a Polestar 2 from the brand’s new Glasgow retail ‘Space’ to the Bridge of Weir tannery in the Renfrewshire countryside.

Bridge of Weir’s association with the car industry is almost as old as the motorcar itself. In 1911, its founder Arthur Muirhead sat down with Henry Ford and, if the stories are to be believed, thrashed out a deal over whisky and cigars that would see the Scottish firm supply leather upholstery for the new Model T.

17 BRIDGE OF WEIR

Since then, it’s become the go-to leather maker for everyone from Ford, BMW and Land Rover to Aston Martin, Rolls-Royce and, of course, Polestar. The brand prides itself on not only being the purveyor of the finest automotive leather but also being at the cutting edge of production, environmental awareness and sustainability, making it the ideal supplier to the Swedish EV maker.

Last year it opened a new £14m ‘super-tannery’ which has cut its energy and water use by 82% and 42% respectively and where it is developing and introducing new processes to make its products more sustainable.

The new site represents a massive investment for this relatively small business but sales director and great-grandson of Arthur, James Muirhead, says it was done to ensure the brand could meet the increasingly high standards set by clients like Polestar.

“The auto industry is fast moving, complex and highly demanding,” he told me. “It takes a different mindset to other areas of production and we’re continuously investing in ways to optimise and improve our productivity, quality and sustainability.”

That ranges from how it sources the energy that powers the factory to the chemicals used in the tanning process. But the first and arguably most sustainable element of the whole process – and one that Muirhead is at pains to emphasise – is that all Bridge of Weir’s hides are already a byproduct. All its hides come from animals slaughtered for the food industry and it takes around 30% of all UK hides which would otherwise go to landfill.

Unlike some leather makers who source their raw materials from global markets, 98% of the firm’s hides come from the UK and Ireland, with nearly half coming from within Scotland.

Bridge of Weir prides itself on not only being the purveyor of the finest automotive leather but also being at the cutting edge of production, environmental awareness and sustainability, making it the ideal supplier to the Swedish EV maker

On average, Muirhead tells us, the hides travel less than 60 miles from supplier to tannery. And with guaranteed 100% traceability Bridge of Weir can, if asked, track every piece of leather back to the farm where the animal was reared.

Before the rawhide becomes a beautifully finished seat or dashboard, there’s a huge number of processes for it to go through, not least the initial tanning. This is potentially the most wasteful and harmful stage as a 45kg hide is stripped down to the final 4kg product using a variety of chemicals.

These chemicals have, historically, been packed with harmful heavy metals but among the latest innovations from Bridge of Weir are two new methods – Biotan and Freetan – which aim to clean up the process. The technologies help remove fossil fuel, oil-derived components and heavy metals from the process to make it less polluting and create a more biodegradable product. Bridge of Weir’s ultimate ambition is to have an all-biological tanning process and fully compostable finished product.

While some car makers are improving the sustainability of their models by using reclaimed plastic in seat and carpet fabrics other firms are exploring “leather” made from a variety of organic substances –pineapple leather, anyone?

In combination with cleaner tanning chemicals, a zero waste policy sees every off-cut and byproduct reused. With a finished hide weighing just 11% of the original skin, there’s a lot of potential waste but the unwanted elements find their way into everything from energy to the pharmaceutical industry.

Half of the biological waste is repurposed on-site to power the tannery’s thermal energy system while fat from the hides is rendered down into valuable biodiesel. Other elements are processed for use in the food industry – enjoy that protein bar – and cosmetics, where collagen has many uses. The commitment to reducing its impact extends to the water used in the production process.

While the site gets through a million litres of water a day – half the industry standard – it is sourced from the tannery’s own reservoir and 40% is filtered and used again in the production process. And, as you’d expect, all its energy comes from renewable sources.

While we were spared the noise and smells of the tanning facility itself, we did get to see where the hides are prepared, coloured and finished. Walking around the factory I saw the evidence of the investment, from massive dyeing drums to a state-of-the-art quality testing lab where every batch is checked for colour retention, durability and even smell.

Among recent innovations are a 3D printing system that incorporates patterns into the leather part-way through production rather than sticking a design to the finished hide. This is showcased in the new Polestar 3, where the leather’s carbon footprint is proudly displayed on the seatback.

19 BRIDGE OF WEIR

That overall carbon footprint is another key element for Bridge of Weir, which has cut the CO2 emissions from 10.9kg per hide in 2003 to 1.3kg in 2021. It aims for all its leather to be zero carbon by 2025 without any recourse to offsetting schemes.

While some car makers are improving the sustainability of their models by using reclaimed plastic in seat and carpet fabrics other firms are exploring “leather” made from a variety of organic substances – pineapple leather, anyone? But Muirhead believes that there will always be a place for high-end leather.

“People deserve a choice regarding what type of material goes into their vehicles. It’s just a matter of being able to compare materials both in terms of sustainability and durability,” he says.

“Commodity leather might be replaced by alternatives but true sustainable leather will maintain its place.”

Polestar certainly agrees and while it offers wool and animal-free upholstery in its cars, it is also committed to giving customers the option of a sustainably produced leather interior.

Fredrika Klaren, head of sustainability at Polestar said: “We were really happy to be able to work with Bridge of Weir around the leather in Polestar 3, which is an amazing company in terms of sustainability ambition.

“At Polestar, we believe in more sustainable choices. That’s why we offer our customers a choice of traceable, chrome-free, and animal welfare secured

People deserve a choice regarding what type of material goes into their vehicles. It’s just a matter of being able to compare materials both in terms of sustainability and durability

Nappa leather, bio-attributed MicroTech vinyl, or animal welfare-certified wool for their Polestar 3 upholstery.

“Only the best materials, with transparent origins, for our customers.”

With client backing like that and a commitment to ever greener production techniques, it seems that we’ll still be hearing car makers boasting of their Bridge of Weir interiors for a long time to come.

BMW

BMW IS ON A MISSION

TO HAVE A CAR IN ALMOST EVERY SEGMENT BUT DOES THE COUPE VERSION OF ITS SMALLEST ELECTRIC SUV MAKE SENSE?

The BMW X2 name isn’t a new one, it’s been around as the sportier styled sibling to the previous generation X1 since 2017. However, the i part – BMW’s identifier for its all-electric cars – is new for 2024, as is the entire car.

The battery-powered iX2 shares its underpinnings with the iX1 and petrol-powered X2, so this isn’t a

dedicated EV platform, but does that hold back BMW’s smallest electric model in its competition with the Audi Q4 e-tron Sportback, Polestar 2 and Tesla Model Y?

Although the iX2 and iX1 are closely related under the skin, on the surface only the door mirrors are shared. BMW says the iX2 is the ‘design-led’

BMW

partner to the more practical iX1. In real terms, that means it gets a pointier nose, swooping roofline and longer overall body.

In the right colour combination, the massive kidney grille set in a sloping front end with its sharp bumper angle is bearable. But choose the wrong spec with a chrome grille and it’s awkward and gawky. And most of the problems lie behind the big grille, as the dipping roofline looks clumsy and slab-sided thanks to massively thick C-pillars.

Thankfully, if you buy one you can climb inside, where things are far better.

BMW consistently manages to strike the right balance between the clinical high-tech of Audi and the gaudy chintz of Mercedes, with its modern but

clean design. The iX2 is the latest application of that. Apart from some dramatic door pulls that jut out into the cabin, it’s a sensible, straightforward approach. BMW’s trademark textured trim breaks up the black elsewhere and there’s a pleasing lack of the now over-used gloss black plastic.

There’s an open central console with a clever upright phone charger and cupholders, which flows into a useful low level stowage space with a semi-floating upper section.

There’s no iDrive rotary controller here and, sadly, no physical heater controls, but the touchscreen is big and responsive and fitted with the latest and smartest BMW operating system. Later this year, BMW is bringing controller-based gaming and an on-demand video app to the system while charging.

Those up front are well catered for in terms of leg and headroom and the sports seats are deep, supportive and comfortable. It’s a surprise, though, that they’re manually adjustable in a £57,000 car.

Rear passengers will find space is acceptable for adults rather than generous and the transmission hump and large centre console mean it’s really only a four-seater. The boot is 525 litresmarginally up on the iX1’s 490 litres.

The iX2 comes with two motor options, one distinctly more potent than the other but both equipped with a 64.8kWh battery.

The entry point for the iX2 is the eDrive20. This uses a single front-mounted motor with 201bhp. That gets it from 0-62mph in a respectable 8.6 seconds, while range for this less powerful model is 283 miles.

Above that is the xDrive30. The x denotes that there’s a second motor, providing all-wheel-drive and a total output of 302bhp and 364lb ft. That translates to a 0-62mph time of just 5.6 seconds but range drops to 267 miles.

On the road, the xDrive30 feels seriously punchy, with strong instant acceleration from any speed. It seems churlish to complain about a car being over-endowed but the xDrive does almost feel quicker than it needs to be.

The eDrive is noticeably slower but is still no slouch and, I would estimate, perfectly adequate for most users. BMW agrees, predicting 80% of buyers will opt for the two-wheel-drive setup. In both versions, a boost paddle unlocks all the power for a 10-second burst if you’re in a more eco-focused drive mode. Alternatively, you can select sport from the modes menu, which also brings a more positive steering feel.

On the move, the iX2 is quick and responsive with sharp steering. It’s not a classic BMW ‘driving machine’ but it is a lot more dynamic than many rival cars. The payoff for that is a slightly stiffer ride and a faint jitteriness that never completely vanishes.

To accompany your progress, the iX2 features BMW’s Iconic Sound - a synthesised noise developed in collaboration with famed composer Hans Zimmer. If you’ve seen the 2021 film Dune you’ll have experienced Zimmer’s overbearing and overwrought soundtrack and unfortunately, he’s brought similar levels of pretension to BMW.

Acceleration is accompanied by what sounds like a hammed-up horror movie soundtrack of rising synth-fuelled dread. At lower speeds the slightest variance in throttle leads to a noise like a dragging brake disc. Thankfully you can disable the cacophony and live with the minor but noticeable whine from the motors.

Prices for the iX2 start at £51,695 for the eDrive20 and £57,445 for the xDrive30. Both are only offered in M Sport trim. Across the range, it’s between

BMW IX2 XDRIVE30 M SPORT

PRICE: £56,540 (£66,569.99 as tested)

TRANSMISSION: Two-motor, all-wheel-drive

BATTERY: 64.8kWh

POWER: 302bhp

LAST LAP DRAMA SEES TAKE ROUND 7 WIN IN WEHRLEIN MISANO

TAG HEUER PORSCHE MADE AMENDS FOR THEIR RACE ONE STRIFE IN MISANO WITH PASCAL WEHRLEIN MEASURING A DRIVE TO HIS SIXTH FORMULA E WIN, THE GERMAN STEALING BY OLIVER ROWLAND (NISSAN) ON THE FINAL LAP OF THE RACE WHILE REIGNING CHAMPION JAKE DENNIS (ANDRETTI) WOUND UP SECOND WITH JAGUAR TCS RACING’S NICK CASSIDY PINCHING THIRD AT THE FLAG.

Wehrlein played his hand perfectly, and looked to be in the box seat with 10 laps to go as the Porsche sat some 2& to the good on all those around him in terms of usable energy. The German had decided it more prudent to follow early leader and polesitter Jake Hughes through the early stages then JeanEric Vergne (DS PENSKE) and Nico Mueller (ABT CUPRA) before Nissan’s Oliver Rowland made the jump for P1 on Lap 20.

On an energy critical circuit such as Misano, this looked to be the best policy and entering the final stages it didn’t look possible that Rowland would be able to hold the lead and finish the race given Wehrlein’s energy advantage. Onto the final lap, though and over radio, Porsche had informed Wehrlein that his powertrain was deratingregulating itself in the heat - leaving the German seemingly unable to challenge Rowland’s lead.

THAT VICTORY DRAWS

WEHRLEIN LEVEL WITH DENNIS AT THE TOP OF THE DRIVERS’ STANDINGS ON 89 POINTS WITH PRIOR LEADER ROWLAND FALLING NINE POINTS BACK TO THIRD. JAGUAR TCS RACING HEADS THE WAY IN THE TEAMS’ TABLE - 16 POINTS CLEAR OF ANDRETTI.

The Brit was indeed holding fast but it wouldn’t last; Nissan seemingly miscalculating his usable energy remaining - through a technical issue rather than human error - seeing his car crawl to a half way around Lap 26 with the chequered flag seconds away - a reprieve for Porsche, and doubly so with Wehrlein taking Round 7 after the team’s Round 6 disappointment.

Dennis did well to clamber from ninth at the start to second at the flag for Andretti, with Cassidy jumping from eighth to third with a last-ditch, final corner move on ABT CUPRA’s Nico Mueller for the final spot on the podium - breaking the

German team’s hearts with metres left to race. Mueller had earlier led the race - previously only sitting P1 across three laps in his Formula E career. Still, ABT’s best result since Lucas di Grassi won in London for the team in 2021.

Nissan’s Sacha Fenestraz came home fifth, Sergio Sette Camara impressed again for ERT with sixth position - following up teammate Dan Ticktum’s fifth in race one, a six-season high for the Anglo-Chinese squad. Jean-Eric Vergne (DS PENSKE) followed in seventh, with polesitter Hughes only able to round eighth after running wide.

Maximilian Guenther continued his perfect Season 10 scoring streak with ninth for Maserati MSG Racing on home soil while teammate Jehan Daruvala scored maiden points with 10th. That marked the first points for an Indian driver since Karun Chandhok finished in the top six in Formula E’s first two races all the way back in 2014.

That victory draws Wehrlein level with Dennis at the top of the Drivers’ standings on 89 points with prior leader Rowland falling nine points back to third. Jaguar TCS Racing heads the way in the Teams’ table - 16 points clear of Andretti.

JAGUAR TCS RACING DOMINATES MONACO E-PRIX WITH EVANS ROUND 8 VICTORY

Executing their team’s strategy flawlessly, Evans and Cassidy surged to the front of the pack on Lap 11, overtaking their rivals, including early leader Stoffel Vandoorne of DS Penske. Strategic deployment of ATTACK MODE boosts further bolstered their lead, allowing Evans to maintain control amidst challenges such as an early Virtual Safety Car period triggered by Edo Mortara’s incident at Swimming Pool.

As the race unfolded, Evans relinquished the lead to Cassidy on Lap 14 before reclaiming it on Lap

17, ultimately clinching a well-deserved victory. DS Penske celebrated a podium finish with Vandoorne, marking a significant achievement for the team in front of their home crowd.

Evans’ triumph catapults him to fifth in the drivers’ standings, solidifying his status as a frontrunner for the championship in Season 10, while Jaguar TCS Racing maintains its impressive lead in the Teams’ standings.

Behind the dominant Jaguar duo, Jean-Éric Vergne of DS Penske secured fourth place, followed by Pascal Wehrlein of TAG Heuer Porsche in fifth and

IN A STUNNING DISPLAY OF STRATEGIC PROWESS AND TEAMWORK, MITCH EVANS SECURED HIS MAIDEN VICTORY IN THE 2024 MONACO E-PRIX, LEADING JAGUAR TCS RACING TO A COMMANDING ONE-TWO FINISH ALONGSIDE TEAMMATE NICK CASSIDY. THE TRIUMPH MARKED A BREAKTHROUGH FOR EVANS , WHO HAD NARROWLY MISSED OUT ON VICTORY IN FOUR PREVIOUS ATTEMPTS DESPITE LEADING THE RACES.

Oliver Rowland of Nissan Formula E Team in sixth. Antonio Felix da Costa of TAG Heuer Porsche claimed seventh place, with Nissan’s Sacha Fenestraz and Maserati MSG Racing’s Maximilian Günther securing eighth and ninth places respectively. Norman Nato of Andretti Formula E rounded out the top ten.

Reflecting on his victory, Mitch Evans expressed elation and relief at finally clinching his first win in Monaco, highlighting the significance of the achievement for himself and the team. His teammate, Nick Cassidy, echoed the sentiment, emphasizing the collective effort behind their remarkable success.

As the season progresses, the stage is set for further excitement and intense competition on the track, with the next rounds scheduled to unfold in Berlin on May 11 and 12.

REFLECTING ON HIS VICTORY, MITCH EVANS EXPRESSED ELATION AND RELIEF AT FINALLY CLINCHING HIS FIRST WIN IN MONACO, HIGHLIGHTING THE SIGNIFICANCE OF THE ACHIEVEMENT FOR HIMSELF AND THE TEAM. HIS TEAMMATE, NICK CASSIDY, ECHOED THE SENTIMENT, EMPHASIZING THE COLLECTIVE EFFORT BEHIND THEIR REMARKABLE SUCCESS .

SCOTT VOLTAGE eRIDE 900

The latest addition to Scott’s electric mountain bike lineup, the Voltage eRIDE, shares its name with the brand’s dirt-jump bike but sets itself apart with integrated rear suspension offering 155mm of travel and a TQ HPR50 Mid Motor drive system generating 50Nm of torque.

Positioned above the Lumen eRIDE in terms of suspension capability, this £10,099 / $10,999.99 / €10,999 Voltage eRIDE 900 Tuned resides at the upper echelon of the range, boasting a tantalizing specification featuring touches of Kashima and SRAM’s wireless GX AXS Transmission.

Ascending, the motor delivers potent yet discreet power, swiftly propelling riders towards trailheads and prompting onlookers to question the bike’s electric nature.

Despite the added weight, the Voltage eRIDE handles descents adeptly, feeling right at home on steep, rugged enduro trails where electric mountain bikes sometimes falter. The plush and supportive suspension plays a pivotal role here, providing ample travel without leaving riders longing for more on most downhill routes.

For those seeking a lightweight electric mountain bike with versatile capabilities, the Voltage eRIDE 900 Tuned warrants serious consideration.

Scott’s meticulous craftsmanship extends to the full-carbon fibre frame, crafted using the brand’s HMF composite, while 29-inch wheels ensure optimal performance. Unlike many counterparts, the Voltage eRIDE foregoes a flip chip in the linkage for mullet setup compatibility.

Employing Scott’s Integrated Suspension Technology, the bike conceals the rear shock

Scott’s Voltage eRIDE delivers ample climbing prowess, coupled with remarkable handling and adept bump absorption on the descent.

within the seat tube, purportedly enhancing suspension and handling by lowering the center of gravity and centralizing forces around a robust bottom bracket area.

The collaboration with Fox extends to the shock, with the Voltage eRIDE featuring a Fox Nude 6T, and the Tuned variant equipped with a Fox Float-X NUDE Piggyback shock, boasting Scott’s TracLoc technology for customizable damping adjustments.

Powered by the TQ HPR50 Mid Motor drive system and a 360Wh battery, extendable with an optional

range extender, the Voltage eRIDE caters to a wide range of riders across four frame sizes.

On the trail, the Voltage eRIDE impresses with its nimble handling and efficient power delivery. Climbs are dispatched with ease, thanks to the TQ system’s smooth yet potent assistance, while descents showcase the bike’s prowess in devouring rough terrain with confidence-inspiring stability.

SRAM’s GX Eagle AXS Transmission ensures seamless shifting, complemented by the Code Silver Stealth 4-piston disc brakes for reliable

stopping

While the Voltage eRIDE commands a premium price, its integration and performance make it a compelling choice for riders seeking the pinnacle of electric mountain biking. Despite its advanced design, the Voltage eRIDE remains a joy to ride, reaffirming Scott’s commitment to innovation and excellence in the realm of electric bicycles.

power. The Syncros Duncan Dropper Post 1.5S enhances rider control, while the Syncros Tofino saddle adds comfort to extended rides.

KIA SOUL EV

FROM £7,000

The Soul’s looks are unconventional but beneath the surface it’s a surprisingly spacious and practical choice. The first generation (2014-2020) offers a roomy but slightly cheap-looking interior, 110bhp motor and a 27kWh battery (later 30kWh) good for around 132 miles. You can pick one of those up for as little as £7,000. Second-gen cars start at £17,000 and keep the unique styling but with a nicer interior, nearly twice as much power and a 64kWh battery, good for 280 miles.

ELECTRIC CARS BEST USED

Love the idea of an electric car but not so keen on the sometimes steep asking prices?

Then the used market is the place to go. 2024

With the growing maturity of the EV market there are more and more secondhand options available, from fun-filled city cars to practical family SUVs, all at a more affordable price than when they were brand new. Here we run down 10 of our favourites.

HYUNDAI KONA FROM

£13,000

Hyundai is one of the car makers that has most successfully embraced the EV transition and the Kona has helped spearhead that. On sale since 2018, this mid-sized SUV is a practical family-friendly option with a high

RENAULT ZOE FROM

The Zoe has been on sale for a decade, meaning it’s an affordable way into EV ownership. While its compact size means it’s not a great family car it is stylish and decent to drive. Early cars made do with a 22kWh

£3,000

battery and range of around 130 miles, but this was upgraded twice, eventually offer 240 miles of range. Just be aware of cars with a battery lease deal attached.

PEUGEOT E-208

The Peugeot e-208 seems to have taken a hefty hit in depreciation since it launched in 2020. That’s bad news for those who paid £30k+ for a brand new one but great for those looking at used examples. A budget of £15,000 gets you your pick of low-

FROM £15,000

mileage 2021 examples, which all come with high specifications and good looks. These early cars use the older 50kWh battery and 134bhp motor, which aren’t as efficient as the latest model but should still return more than 200 miles of range.

MINI ELECTRIC FROM £13,000

The first-generation Mini Electric was hard to recommend as a brand-new purchase due to its high price and low range. But with prices for a four-yearold example less than half the original cost, it’s a more attractive choice. The

32kWh battery is still only good for a little over 100 miles of real-world range but there’s a lot to love. Aside from the looks and stylish interior, there’s the go-kart driving experience that’ll put a grin on almost anyone’s face.

NISSAN LEAF

The Nissan Leaf has been around since 2010, which means you can pick up very early examples of this mid-sized hatchback for as little as £2,000. That’s a very cheap way into an EV but these older cars feel pretty

FROM £2,000

low-tech now and their already small range is likely to have dropped noticeably. Newer second-gen cars start at around £7,000 and offer newer technology, more power and a longer range.

TESLA MODEL 3 FROM £16,000

The Model 3 arrived in the UK in 2020, which means there are plenty of excompany cars now flooding the secondhand market, with prices starting at around £16,000. Tesla’s brand image might put some buyers off but the

Model 3 offers seriously impressive performance and range, plus access to the excellent Supercharger network. Build quality is also far better than the troublesome Models S and X, although insurance can be shockingly high.

SKODA ENYAQ FROM

Skoda excels at using a shared platform to offer more space and value than its VW Group stablemates and the Enyaq is another example of this. It’s a roomy, practical and stylish family SUV with up to 311 miles of range.

£20,000

There are multiple powertrain choices and there have been a confusing array of trim levels and interior packages over the years, so check the specification of every car carefully.

BMW I3 FROM £7,000

BMW’s i3 was a groundbreaking car back in 2013 and even today looks fresh. It’s a sharp-handling premium hatchback packed with radical ideas. It saw various upgrades over the years, with the battery growing

from 22kWh to 33kWh and eventually 42.2kWh, with ranges of 80, 121 and 165 miles, and 2019’s i3s got a power boost too. Some versions overlapped, so look closely at the spec of any potential purchase.

JAGUAR I-PACE FROM £18,000

The I-Pace was Jaguar’s first (and so far only) electric car but it hints at plenty of promise. It’s a large, luxurious five-seater with loads of space, a high-tech interior and plenty of power. With 395bhp it has Jag’s traditional

pace and handles remarkably well for a heavy SUV. It also offers around 300 miles of range from its 90kWh battery. The only note of caution is Jaguar’s less-than-stellar reputation for reliability.

TAXING TIMES AHEAD FOR EV OWNERS

One of the many benefits of owning an electric vehicle has, for a long time, been that owners pay nothing in car tax.

Added to cheaper pence-per-mile driving costs and lower maintenance outlay, being tax-free helps save EV owners significant amounts of money every year.

But that is set to change from next year, bringing additional bills for every EV driver and potentially adding hundreds of pounds to the cost of running an electric car.

Officially known as vehicle excise duty (VED) and often wrongly as ‘road tax’, car tax is an annual levy on drivers of most petrol, diesel and LPG cars. Costs vary depending on the age of the car, its CO2 emissions, fuel type and even original purchase price but until now the charges haven’t applied to electric cars.

WHAT IS CHANGING?

From April 2025 EV drivers will have to pay the same annual car VED as every other driver.

Electric cars already need to be taxed every year but the cost of that is currently £0 as they sit in Band A of the VED system.

From 1 April, 2025, Band A is being scrapped and all EVs will be liable for tax. At the same time, the government is scrapping the £10-per-year discount for hybrid vehicles and removing the Expensive Car Supplement exemption from EVs.

It is also changing the rules on electric vans and motorcycles. From April 2025, most zero emission vans will move to the standard annual rate for petrol and diesel light goods vehicles, currently £290.

Zero emission motorcycles and tricycles will move to the annual rate for the smallest engine size – £22.

HOW MUCH WILL CAR TAX COST FOR AN ELECTRIC CAR?

The cost of electric car tax will vary slightly depending on the age and purchase price of the vehicle.

New EVs registered from 1 April 2025 will be liable for the lowest first-year VED rate - currently £10.

From the second year, they will move on to the standard VED rate of £180 a year. This is also how much owners of EVs registered before April

THE RULES AROUND CAR TAX ON ELECTRIC CARS ARE CHANGING FROM 2025. HERE’S EVERYTHING YOU NEED TO KNOW.

2025 will have to pay, and the same as petrol and diesel drivers.

EVs costing more than £40,000 will also be liable for the Expensive Car Supplement for the first time from April 2025. Commonly known as the luxury car tax, this adds another £390 per year to the tax bill from years two to six and will apply to any EV registered after 1 April 2025.

HOW TO TAX AN ELECTRIC CAR

The way you tax an EV won’t change. As before, you can do it online via the official DVLA website, over the phone or by post. The only difference is that from 1 April, 2025, there will be a cost attached, rather than the wallet-friendly £0 rate you’ve paid until now.

DOES THIS ONLY AFFECT NEW ELECTRIC CARS?

Sadly not. Unlike some tax changes, next year’s new rules will apply to all electric cars, vans and bikes including those already on the road.

WHY ARE EVS BEING CHARGED CAR TAX?

The simple reason is that the more people switch to EVs, the more money the government loses.

As well as VED, fossil fuel vehicles bring in money in the form of fuel duty – currently 52.95p on every litre. It is estimated that in coming years, the reduction in income from this and VED will cost the Treasury £35 billion per year.

So it needs to plug that gap and imposing tax on zero-emissions vehicles is a quick and simple way to make a start. The Treasury estimates that in 2025-26 alone, it will bring in an additional £515 million and by 2027-28 will be worth £1.5bn.

When it announced the plan the Treasury said that removing the VED exemption “will marginally reduce the incentive to switch to electric vehicles, but the impact should be minimal given the marginal cost of VED compared to the overall cost of a vehicle”.

It also said that it would maintain incentives such as low company car tax rates.

Benefit in Kind tax on EVs is currently 2% and is set to rise by 1% per year from 2025 to 2028. In comparison, the lowest BiK on a petrol or diesel car is 15%, rising to 18% in 2028, making EVs particularly attractive to company car drivers

37 OPINION

Talk is cheap but we need action over charging accessibility

Making charging accessible for all is more than a box-ticking exercise, says

Stuart Douglas, managing director of

PoGo Charge

Accessibility is rapidly becoming the new flagpole around which some businesses within our sector are keen to pin their colours. It is, in a sense, fast becoming the new ‘green’.

Much like organisations have felt it important in the past (and currently) to stress their environmental credentials, as a way of gaining a competitive advantage, now they are leaning into accessibility to give them a point of difference, and potentially seize the moral high ground.

The challenge with accessibility, however, is that it can mean different things to different people. There are also different ways in which it is being measured and assessed, which is leading to understandable confusion and disappointment within the industry and amongst drivers.

While to some, accessibility is seen only through the comparatively narrow lens of a Blue Badge, I think it is much bigger than that. It shouldn’t be about paying lip service to best practice or ticking a box for regulatory compliance to a specific Guideline or

Act, simply to put a logo on a website. I see accessibility rooted in delivering an exceptional customer experience that everyone, regardless of their individual needs, can enjoy.

Of course, charging bays need to be physically accessible. We always strive to give all drivers more space, not less, wherever we can and where the environment and local conditions allow. That means more room alongside the parking bays to get in and out of the car without the fear of little bumps and scratches. More room to move around comfortably, with prams, shopping bags, and mobility aids. And more room to charge without obstructions. More room means less stress, which will be the benchmark for all our bays on a site, and not just one.

But to my thinking, accessibility should not be limited to the physical space. It’s also about choosing the most accessible technology. For me this means chargers with screens that are at the right height and the right size, that can be easily read from a seated position and where

your instructions are clear with high-contrast text.

It also means chargers with long cables, long enough for any type of electric vehicle. And industry leading cable management systems to take the weight off your mind because we know that ultra-rapid cables can be heavy and cumbersome - for all of us.

And it’s about accessible payments, and payment terminals that are in easy reach. It’s about enabling customers to use contactless cards or contactless payment (via mobile wallet, PoGo mobile app, our partner apps like Electroverse and Paua, or via webpay), so you can always choose whatever suits you best.

While the desire to create fully accessible spaces is always there, it is not always within the gift of the charge point operators to achieve it. Not every site allows for full accessibility, perhaps because of existing bollards or kerb structures, for example, but what we should all promise is to be informed by guidance from PAS 1899:2022 and ChargeSafe, to incorporate their requirements into the design areas that are within our control.

Accessibility is rapidly becoming the new flagpole around which some businesses within our sector are keen to pin their colours. It is, in a sense, fast becoming the new ‘green’.

To build confidence not just in our own network, but in all publicly available charging, there needs to be a better understanding of what is and isn’t possible.

To me, accessibility is something to be delivered for the many, not the few, and it is a conversation that needs to be had with greater transparency and honesty to protect the reputation of our industry, and our own individual companies. It is not about scoring points over the competition; it is about making the charging experience better, safer, and more enjoyable for all.

Want more control of your business budgeting?

This is Jasmin. She’s one of many business owners who already use a smart meter to feel more in control of their budgeting, because smart meters help you track your energy use and costs over time.

So like Jasmin, you can spend less time guessing and instead know how much you’re spending on your energy bills.

Search ‘get a smart meter’ today.

+ The latest news and updates for everything Electric Home

SHARE OF ELECTRICITY GENERATED BY FOSSIL FUELS in Great Britain drops to record low

The share of Great Britain’s electricity generated by burning fossil fuels plummeted to unprecedented lows this month, ahead of plans to begin running a “zero-carbon grid” for short periods from next year.

Electricity generated by burning gas and coal fell to a record low of just 2.4% for an hour at lunchtime on Monday 15 April, according to an analysis of data from National Grid’s electricity system operator (ESO).

The same data has revealed that earlier this month the share of fossil fuels in the generation mix taken over an entire day fell to a record low of 6.4%, on 5 April.

The findings lend support to the aims of the ESO to begin the “groundbreaking and world-leading” step of running a zero-carbon electricity grid for Great Britain for short periods from next year.

Craig Dyke, the director of system operations at the ESO, said Britain had made “excellent progress” towards this goal and there had already been periods when the grid had run safely on more than 90% zero-carbon power.

The new records mark a dramatic shift from 15 years ago, when gas and coal power plants made up 75% of the electricity mix, while renewables accounted for only 2%. Last year only a third of Great Britain’s electricity came from fossil fuels, compared with 40% from renewables.

The research, undertaken by Carbon Brief, found a dramatic increase in the frequency of short periods when fossil fuels made up less than 5% of Great Britain’s electricity generation in recent months.

There have been 75 half-hour periods in the year to date when fossil fuels have accounted for less than 5% of the country’s electricity needs, more than four times the number recorded last year. Just five ultra-low carbon half hours were recorded in 2022, the analysis said.

The new record low took place amid a glut of renewable energy, according to the ESO. At the time, wind power made up about half of electricity generation while solar power accounted for just over 30%. Britain’s nuclear reactors generated more than 13%.

The low-carbon generation squeezed gas-fired power to just 1.8% of Great Britain’s electricity generation while the country’s last remaining coal power plant, at Ratcliffe-on-Soar in

Nottinghamshire, generated 0.6%. The plant is due to close in September.

Dyke said: “This is a culmination of a significant amount of effort over a number of years. It’s not just about technologies, it’s about hearts and minds and processes and systems and people working together across the industry, the energy regulator and government.

“Getting to the 2025 ambition has been a significant engineering challenge, which we are solving.”

OCTOPUS INVESTS in floating foundations firm

Octopus Energy’s generation arm has made a strategic investment in Ocergy, a company dedicated to advancing the efficiency and accessibility of floating offshore wind farms worldwide.

Ministers say the project would be the biggest expansion of the sector in 70 years, reducing reliance on overseas supply.

The new plant would quadruple energy supplies by 2050, they say.

But concerns have been raised, with existing nuclear projects already behind schedule and over-budget.

The government’s Civil Nuclear Roadmap is intended to bolster the UK’s energy independence by exploring a new site for another nuclear power station of the size and scale of the £30bn plants under construction at Hinkley Point in Somerset and committed to Sizewell in Suffolk.

Industry sources have told the BBC the leading candidates would include Wylfa on Anglesey or Moorside in Cumbria.

Thursday’s announcement also pledged £300m to produce nuclear reactor fuel in the UK, currently only commercially produced in Russia, which

it said would lower bills and improve energy security.

But recent nuclear projects have been beset by delays, cost overruns and in the case of Sizewell C, continuing local opposition.

In total, the government has now earmarked more than £1bn for the Sizewell C project, building on its original £700m stake as part of its plan to rapidly expand the UK’s nuclear energy sector.

The Association for Renewable Energy and Clean Technology (REA) said all clean energy needed fast-tracking.

Nuclear power currently provides around 15% of the UK’s electricity but many of the country’s ageing reactors are due to be decommissioned over the next decade.

Progress can be slow - to get from planning to “power on” can take nearly 20 years. Consultations for Sizewell took 10 years alone.

The majority of construction there is yet to start and strong local opposition to the project remains.

The government will hope to address such problems by streamlining the development of new power stations. By introducing smarter regulation it anticipates it will be able to deliver new nuclear power plants faster.

Jack Abbott, an expert in the clean energy sector, who is also a Labour candidate in the neighbouring constituency to Sizewell, said the government had been “dragging their feet” on nuclear for too long.

“Fourteen years and not one new site opened, despite inheriting 10 approved sites from the last Labour government. Labour supports expanding the UK’s nuclear power fleet, which must form a critical part of our future energy mix,” Mr Abbott said.

The REA is also sceptical. It said the government had been exploring a new private-led nuclear plant for years. However, the association did commend the government on its plans to commit £300m to produce reactor fuel in the UK.

Policy director Frank Gordon added: “We need to accelerate the deployment of all clean energy sources, especially renewable power from diverse sources, plus supporting the roll-out of the much-needed clean technologies, energy storage working at all scales and duration.”

But the government said the plans would also support thousands of jobs, as well as “pushing Putin out of the global market” to provide a quarter of the UK’s electricity needs.

Prime Minister Rishi Sunak said nuclear was the “perfect antidote to the energy challenges facing Britain”.

Of the two consultations being published on Thursday one will focus on “a new approach” to siting future nuclear power stations, empowering developers to find suitable locations. The other will lead on encouraging private investment.

“Community engagement will remain critical to any decisions, alongside maintaining robust criteria such as nearby population densities,” the government said.

Tom Greatrex, chief executive of the Nuclear Industry Association, welcomed the publication of the roadmap and streamlined regulation but said the UK needed to develop both large and small nuclear generation “at scale and at pace”.

NAVIGATING INCENTIVES AND GRANTS FOR RENEWABLE ENERGY A GUIDE FOR UK HOMEOWNERS

However, while the desire to embrace renewable energy is strong, navigating the complex landscape of incentives and grants can be daunting. From the Renewable Heat Incentive (RHI) to local council schemes, understanding the available support and how to access it is crucial for those looking to make their homes more sustainable. In this feature, we provide a comprehensive guide to navigating incentives and grants for renewable energy, offering tips, advice, and insights to empower UK homeowners in their journey towards a greener future.

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UNDERSTANDING AVAILABLE INCENTIVES AND GRANTS

The first step in navigating the world of renewable energy incentives is understanding what support is available. The UK government offers a range of financial incentives to encourage the adoption of renewable heating systems, each with its own eligibility criteria and application process.

One of the most well-known incentives is the Renewable Heat Incentive (RHI), which provides financial support to homeowners who install renewable heating systems such as heat pumps,

TIPS FOR NAVIGATING THE APPLICATION PROCESS

Once homeowners are aware of the available incentives, the next challenge is navigating the application process. Understanding the eligibility criteria and ensuring all necessary documentation is in order can be time-consuming but is essential for a successful application.

One tip for homeowners is to thoroughly research the eligibility criteria for each incentive and ensure their chosen renewable heating system meets the necessary requirements. For

advantage of available support, homeowners can offset the upfront costs of installation and enjoy long-term savings on their energy bills.

To maximize financial savings, homeowners should carefully consider their options and choose the most cost-effective renewable heating system for their property. Factors such as the property’s energy efficiency, heating requirements, and available space should all be taken into account when selecting a system.

Another tip is to seek advice and support from trusted sources, such as energy advisors, local authorities, or reputable installers. These professionals can provide guidance on the application process, help homeowners understand their options, and ensure they make informed decisions about their renewable energy upgrades.

MAXIMIZING FINANCIAL SAVINGS

One of the key benefits of accessing incentives and grants for renewable energy is the potential for significant financial savings. By taking

Additionally, homeowners should explore all available incentives and grants to determine which ones best suit their needs and circumstances. By combining multiple incentives, such as the RHI and local council schemes, homeowners can further reduce the financial burden of installing renewable energy systems and accelerate their transition to a more s ustainable home.

In conclusion, navigating incentives and grants for renewable energy can be a complex process, but with the right knowledge and support, UK homeowners can access the financial support they need to make their homes more sustainable. By understanding available incentives, tips for navigating the application process, and strategies for maximizing financial savings, homeowners can embark on their renewable energy journey with confidence, knowing they are taking positive steps towards a greener future.

RENEWABLE in UK Towns Transitioning to HEATING SYSTEMS

Transitioning from traditional gas boilers to renewable heating systems is a significant step towards reducing carbon emissions and creating more sustainable homes.

We’ve spoken to UK homeowners who have successfully made the transition, faced the challenges and explored the benefits of adopting renewable heating systems. These homeowners, heating system installers, and energy experts, give valuable insights into different renewable options, their impact on energy bills, comfort levels, and environmental footprint.

THE TRANSITION JOURNEY: REAL-LIFE EXPERIENCES

Meet Sarah and John, residents of a quaint town in the heart of the UK countryside. Concerned about their carbon footprint and rising energy bills, they decided to transition from their outdated gas boiler to a more sustainable heating system. After thorough research and consultations with heating system installers, they opted for a ground source heat pump, harnessing the natural warmth of the earth to heat their home.

Sarah and John’s journey towards transitioning to a renewable heating system was a deeply personal and conscientious endeavour. Living in a picturesque town nestled amidst rolling hills and lush greenery, they were not only attuned to the beauty of their surroundings but also keenly aware of their responsibility to preserve it for future generations. With climate change becoming an increasingly pressing issue, they felt compelled to take action within their own lives.

Their decision to transition from a conventional gas boiler to a renewable heating system was not made lightly. It was the culmination of months of research, deliberation, and soul-searching conversations about the kind of legacy they wanted to leave for their children

45 HEATING SYSTEMS

and grandchildren. They knew that embracing renewable energy was not just an investment in their own future comfort but a commitment to the planet’s well-being.

Sarah and John embarked on their journey by seeking out reputable heating system installers who specialized in renewable technologies. They invited several companies to assess their home’s suitability for various options, considering factors such as available space, insulation levels, and heating requirements. After thorough consultations and weighing the pros and cons of each option, they ultimately decided on a ground source heat pump.

The installation process was not without its challenges. There were logistical considerations to address, such as locating suitable drilling sites for the ground loops and coordinating with contractors to minimize disruption to their daily lives. There were also financial considerations, as the upfront costs of installing a ground source heat pump were significant, albeit offset by the promise of long-term

savings through reduced energy bills and government incentives like the Renewable Heat Incentive.

As the installation progressed, Sarah and John experienced a mixture of excitement and trepidation. They were eager to embrace a more sustainable lifestyle but also apprehensive about whether the new system would meet their heating needs and expectations. However, any doubts they had were quickly dispelled as they witnessed the transformation taking place in their home.

The first time they felt the comforting warmth radiating from their newly installed heat pump, they knew they had made the right choice. Gone were the days of fluctuating temperatures and chilly drafts; instead, they enjoyed consistent warmth and comfort throughout their home, regardless of the weather outside. They reveled in the knowledge that every degree of heat generated by their system was a degree not

sourced from finite fossil fuels but from the Earth’s renewable energy reservoir.

Beyond the tangible benefits of reduced energy bills and increased comfort, Sarah and John found a deeper sense of fulfilment in knowing that they were playing their part in mitigating climate change. They took pride in being trailblazers within their community, inspiring others to consider renewable energy options for their own homes. They hosted open houses and shared their experiences with neighbours, encouraging them to join the movement towards a more sustainable future.

Today, Sarah and John’s home stands as a beacon of hope and possibility—a testament to the power of individual action in the fight against climate change. Their journey serves as a reminder that transitioning to renewable energy is not just about upgrading heating systems but about embracing a new way of living—one that values sustainability, resilience, and stewardship of the planet for generations to come.

DEBUNKING SOLAR

IN THE REALM OF SOLAR ENERGY, MISCONCEPTIONS OFTEN OVERSHADOW THE TRUTH. DISTINGUISHING BETWEEN SOLAR ENERGY FACTS AND FICTION IS CRUCIAL. HERE, WE DEBUNK FOUR PREVALENT MYTHS SURROUNDING SOLAR ENERGY TO ILLUMINATE THIS RENEWABLE ENERGY SOURCE.

MYTH ONE SOLAR PANELS FUNCTION SOLELY IN SUNNY WEATHER

Although solar panels operate optimally under direct sunlight, they remain functional even on overcast days with diminished sunlight. Even during cloudy spells, solar panels adeptly convert sunlight into electricity.

This efficiency stems from solar panels’ ability to absorb energy from the visible light spectrum and wavelengths capable of penetrating clouds. Remarkably, a light drizzle can enhance solar panel performance by cleansing away dirt and debris that might obstruct sunlight.

Moreover, utilising a solar battery facilitates storing surplus energy generated during sunny intervals for later use, such as during nighttime hours. For further insights into solar batteries, consult our comprehensive guide.

MYTH TWO SOLAR ENERGY PROVES PROHIBITIVELY EXPENSIVE

The cost of installing solar panels varies depending on geographical location, chosen installer, and panel specifications. A typical solar system installation may incur around £7,000.

However, post-installation, solar systems typically endure for 25 years with minimal maintenance requirements. Manufacturer warranties typically cover panel faults, though verifying this is advisable prior to installation.

Solar panel systems predominantly produce direct current (DC) electricity, while household appliances require alternating current (AC). Consequently, an inverter is integrated with the system to convert DC to AC. Inverters typically necessitate replacement after approximately 10 to 12 years, costing around £800, contingent on system size and manufacturer.

To gauge potential costs and savings associated with installing solar panels, utilise our solar panel calculator.

SMART EXPORT GUARANTEE

Excess electricity generated by solar panels can be sold back to the grid through the Smart Export Guarantee (SEG), further mitigating energy expenses and expediting installation cost recouping.

Neal McCay, a beneficiary of solar panel installation, attests to substantial financial savings, remarking: “My earnings from generation are now around £1,800 per annum tax free, and I also benefit from free electricity during the day. So, my electricity bills are now only a small fraction of the above earnings.”

Savings and payback periods hinge on roof orientation, locality, and daytime occupancy. For a comprehensive overview of potential savings from home solar systems, peruse our detailed solar panel guide.

MISCONCEPTIONS

MYTH THREE SOLAR INSTALLATION ENTAILS EXCESSIVE HASSLE

Standard solar installations typically conclude within a day or two, with larger projects possibly requiring additional time. Accredited installers certified by the Microgeneration Certification Scheme (MCS) ensure installations adhere to industry standards. Access a directory of certified installers through the MCS website.

We advise obtaining quotes from at least three certified installers before proceeding with installation.

MYTH FOUR ACQUIRING PERMISSION FOR SOLAR INSTALLATION IS ARDUOUS

Solar panel installations generally fall under ‘permitted development’, obviating the need for planning permission. However, exceptions exist, such as listed buildings, warranting verification with local planning authorities.

Renters must seek landlord consent before installing solar panels, while flat owners within communal buildings must obtain approval from relevant authorities, such as building management companies.

Upon approval, solar systems must be registered with the Distribution Network Operator (DNO) to facilitate grid connection. Installers typically handle this registration process on behalf of homeowners.

ILLUMINATING INVESTMENTS:

Do Solar Panels Boost the value of your home?

Solar panels are now becoming increasingly popular in the UK as homeowners seek sustainable energy solutions and strive to reduce their carbon footprint. Beyond environmental benefits, many wonder whether installing solar panels can enhance the value of their property. Let’s shed light on this topic.

Several studies indicate that solar panels can indeed increase a home’s value. According to research conducted by the U.S. Department of Energy’s Lawrence Berkeley National Laboratory, homes equipped with solar panels tend to sell for more than those without. The study suggests that buyers are willing to pay a premium for properties with solar installations due to anticipated energy savings and environmental consciousness.

In the UK, similar trends are emerging. A study by the Centre for Economics and Business Research (CEBR) found that solar panels could increase the value of a UK home by up to £32,459. The analysis attributes this value appreciation to factors such as reduced energy bills, government incentives, and the perceived attractiveness of eco-friendly features to prospective buyers.

Furthermore, solar panels may enhance a property’s marketability and desirability. In a survey conducted by YouGov, over 60% of respondents expressed a preference for homes

affect property value. These include the size and efficiency of the solar installation, local housing market dynamics, government policies and incentives, and aesthetic considerations.

While solar panels can undoubtedly add value to a property, it’s crucial for homeowners to conduct thorough research and consult with real estate professionals before making investment decisions. Additionally, ensuring proper maintenance and upkeep of solar panels is vital to maximising their longevity and value-adding potential.

with solar panels. This preference underscores the growing societal inclination towards sustainable living and renewable energy solutions.

However, it’s essential to consider various factors that influence the extent to which solar panels

While solar panels can undoubtedly add value to a property, it’s crucial for homeowners to conduct thorough research and consult with real estate professionals before making investment decisions. Additionally, ensuring proper maintenance and upkeep of solar panels is vital to maximising their longevity and value-adding potential.

In conclusion, solar panels have the potential to enhance both the environmental sustainability and financial value of UK homes. As renewable energy continues to gain momentum, investing in solar power may prove to be a bright idea for homeowners looking to illuminate their properties’ value while contributing to a greener future.

WHY ENERGY STORAGE IS SET TO BECOME PART OF THE FURNITURE FOR SMART HOMES

With renewable energy installations reaching record highs, we spoke to Jordan Brompton, co-founder and CMO of myenergi, about why energy storage is rising up the priority list for homeowners looking to optimise energy use and streamline spending.

According to data from the Microgeneration Certification Scheme (MCS), 2023 was a recordbreaking year for domestic renewable energy installations in the UK. Upwards of 220,000 systems were fitted and connected during the period – more than any other year on record.

Given the volatility of energy prices, exacerbated by ongoing global conflicts and supply insecurity, microgeneration holds great appeal to many. Homeowners are increasingly taking power into their own hands and investing in solutions to minimise reliance on grid energy, while reducing their carbon footprint and saving money on their utility bills alongside.

Why timing is everything

While the sustainable and environmental benefits of self-generating energy at home has always

been an attractive proposition, the falling cost of solar installations is making it far easier and more accessible than ever before for many homeowners.

Indeed, according to Which?, a typical 3.5kWp solar PV array (enough to provide just plenty of power for a family of four) can now be purchased and installed for as little as £5,500. With the average annual energy bill for a three to four-bed property sitting at around £1,936 per year , the payback period is far shorter than many may think.

However, generating renewable energy at home is not without its limitations. Reliant on specific weather conditions, solar and wind have peaks and troughs that alternate throughout the day, season and year. PV panels, for example, only generate power during the daytime, when most users are at work, and generate energy most optimally in direct summer sunshine.

However, the vast majority of the UK’s domestic energy consumption is between 4pm and 7pm –when people are at home; cooking, washing, and watching TV. This means that renewable generation and household energy use are greatly misaligned.

As a result, the average homeowner with PV installed only self-consumes around 45% their

self-generated energy, with the leftover electricity exported to the grid. Not only is this inefficient, but it also means that homeowners must buy the energy back again during peak times, at a far higher price.

But it doesn’t have to be this way. After all, new innovations in energy storage capability are increasingly allowing consumers to take more control of their generation and consumption.

Are home batteries the new norm?

As the technology evolves and prices continue to fall, homer energy storage will become more and more commonplace in the smart properties of the future. As domestic renewable installations continue to rise, government tax incentives are expanded, and more time-of-use energy tariffs enter the market, we expect the use of intelligent energy storage solutions to continue gaining popularity, eventually becoming a standard fitting for all new builds and renovations.

20 WAYS TO MAKE YOUR MORE ENERGY EFFICIENT HOME (AND LIVES)

It doesn’t take much to make a difference – you can reduce your impact on the planet by simply following these 20 steps towards eco-friendly living.

INSTALL CAVITY WALL INSULATION

If your house has cavity walls that are in good condition, adding insulation into the gap between them is an excellent way to cut down on heating usage and costs. A three-bed household with gas heating can save over 800kg of CO2 and hundreds of pounds per year.

CHOOSE A PHOTOVOLTAIC SOLAR PANEL

Even when the weather is cloudy, photovoltaic solar panels can generate electricity from the sunlight to power your home, or sell extra to the National Grid. The estimated carbon saving for UK homes with solar panels is one tonne per year, though areas with more sunshine will reliably produce more energy.

OPT FOR TRIPLE-GLAZED WINDOWS

In the colder areas of the UK, triple-glazed windows are used as a standard to improve energy efficiency. If you’re building a new home or updating the windows in a house with good insulation everywhere else, triple-glazing is a worthwhile investment to reduce ongoing emissions and costs.

CHOOSE ENERGY-SAVING LIGHT BULBS

While there are a few types to choose from, LED energy-saving light bulbs are the newest and most efficient. They are slightly more expensive initially, but they reach full brightness straight away and can last up to an impressive 25 years.

GET YOUR LOFT INSULATED

Lofts are another ideal location for adding materials that will keep your house warmer for longer. For an extra eco-friendly boost, consider alternatives to the traditional fiberglass, such as sheep’s wool and recycled plastic bottles. These options are just as effective but save tonnes of carbon in the manufacturing process.

INSTALL

A HOT WATER SOLAR PANEL

These rooftop panels heat the water used for your taps, showers, and baths. This allows you to significantly reduce the energy being used to power your boiler, which will instead be used as a backup system when sunlight is low.

TURN APPLIANCES OFF, DON’T LEAVE THEM ON STANDBY

When electrical appliances are on standby, they use varying amounts of electricity to keep things running. Many people think that leaving one TV or charger plugged in overnight won’t make a difference, but collectively these all add up, leading to huge quantities of wasted energy across the UK.

INSTALL AN AIR SOURCE HEAT PUMP

This outdoor addition is one of the most effective ways to reduce emissions related to heating, and is particularly recommended for houses outside of the gas grid. The pump can convert any temperature of air into heat for your radiators or underfloor system, using only a small amount of electricity in the process.

51 20 WAYS

GROW YOUR OWN VEGETABLES

Most vegetables that make it to supermarket shelves have travelled across the world on trains, planes, lorries, or boats. This journey emits huge amounts of carbon, as does the industrial farming process, and the manufacturing of packaging. Any vegetables you’re able to grow at home will avoid all of these emissions.

INSTALL A WIND TURBINE

There are various sizes of turbine, right down to single-household options. If you’ve got some land surrounding your house where the wind speeds are typically high, a turbine could be producing enough energy to power your whole home. Like other renewables, they can also be used alongside your current system.

BUY LOCALLY-SOURCED FOOD

Just like home-grown vegetables, locally-sourced food has had a much shorter journey from farm to table, and its flavour tends to pack a bigger punch too. You can find a large range of prices and items at specialist shops, farm stalls, and weekly markets. Many regions have box delivery services available too.

TAKE SHOWERS, NOT BATHS

Filling up a standard bath uses approximately the same amount of hot water as showering for a full thirty minutes. If having a bath is part of your routine, switching to a ten-minute shower will vastly decrease your water consumption.

CHOOSE LOW WATTAGE LIGHT BULBS

In medium household rooms, lower watt or lumen bulbs are often sufficient. Purchasing energy-saving bulbs is the easiest way to save electricity in this way, as they are usually clearly marked with their consumption and best usage details.

BUY CONCENTRATED ECO-FRIENDLY CLEANING PRODUCTS

Many cleaning brands now offer concentrated alternatives to their products, so you will get the same longevity but with far less packaging. This means less plastic is going to waste, and fewer carbon emissions in the manufacturing process too. There are no downsides to making this switch, so it’s a smart first step to take.

REDUCE YOUR AIR TRAVEL

The carbon footprint of a single long-haul flight is as large as six months of emissions from the average UK household. While travelling by plane is unavoidable in some instances, you can reduce the size of your own footprint by choosing alternatives such as trains or coaches where possible.

RECYCLE YOUR RUBBISH

Recycling is one of the simplest eco-friendly habits to form if it is accessible to you. You can reuse things creatively at home, or make use of your council’s recycling collections. Be sure to thoroughly check what can and can’t be recycled, as not all areas have the same rules.

LEAVE THE CAR AT HOME

If you are able to take a bike, walk, or wheelchair then you can cut down massively on your emissions. If your work is close by, check if your employer is part of the Cycle to Work scheme, which supports people with the costs of a bike for their commute.

INSTALL A LOW-FLOW SHOWERHEAD

Some power showers use so much water that they rival baths in terms of consumption. If you have consistent water pressure in your home, installing a low-flow showerhead is a great way to restrict how much water you’re using without impacting your showering experience too much.

PUT ON A JUMPER BEFORE TURNING UP THE HEAT

It seems so simple, but many people who become used to a very warm house expect it to feel the same throughout the year. If you find yourself in shorts and a t-shirt in December, you may be able to reduce heating consumption by wrapping up more.

INSTALL A WATER BUTT FOR KEEPING YOUR GARDEN GREEN

Collecting rainwater in a butt is the best way to get the most out of bad weather. The water is free, suitable for use in the garden, and saves you from consuming lots of water with the garden tap or hose.

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