Only One in Four UK Councils Provide Accessible On-Street EV Chargers, FOI Data Reveals
New Freedom of Information (FOI) data obtained by Vauxhall and shared exclusively with Motoringresearch has laid bare the scale of Britain’s accessible EV charging gap. Of the 194 councils that responded to the FOI request, only 49 confirmed they currently offer on-street chargers specifically designed for drivers with accessibility needs. That means three out of four local authorities have no provision at all for disabled electric vehicle owners.
The findings are part of Vauxhall’s ongoing 'Electric Streets' campaign, which aims to accelerate the rollout of on-street charging nationwide. While the overall number of accessible chargers in disabled parking bays has more than doubled since 2024—from 105 to 245 devices across Britain—the absolute figures remain tiny. The research also reveals a stark postcode lottery: London accounts for 2,131 on-street chargers of all types, yet Scotland has just 14 accessible chargers in total. The North West region, despite having its own clusters of demand, has only a handful of accessible on-street devices.
Standards are another glaring issue. Only 14 percent of the on-street chargers that could be used by disabled drivers comply with the British Standards Institution’s PAS 1899:2022 accessible charging specification—a benchmark covering everything from connector reach and cable length to clear space around the vehicle. Eurig Druce, managing director of Vauxhall and Stellantis UK, described the doubling of council participation as encouraging but stressed that “three quarters of councils still do not provide chargers that are specifically adapted for disabled drivers or conform to recognised accessibility standards.”
Behind the Numbers: Regional Disparities and the Slow Rollout of Inclusive Charging Infrastructure
Regional Disparity: Why London’s Charger Count Dwarfs the Rest
The FOI responses paint a picture of uneven infrastructure that mirrors broader inequalities in public EV charging. London’s dense population and strong demand have spurred rapid installation—2,131 devices in the capital alone—while many towns and rural areas have almost no accessible on-street options. Scotland’s reported total of just 14 accessible chargers, even when considering its lower population density, suggests that drivers with disabilities face significant barriers outside the South East. The North West’s minimal presence highlights a failure to align charger deployment with areas where disabled drivers actually live and travel.
The Standard Gap: Why PAS 1899 Matters
The BSI’s PAS 1899:2022 standard defines requirements such as sufficient clear area, easy-to-read screens, adequate lighting, and lowered payment terminals—features that enable safe, independent use by wheelchair users and people with visual or dexterity impairments. That only 14% of chargers thought to be accessible meet this benchmark signals a systemic underinvestment in inclusive design. Without regulatory compulsion, charge-point operators have little commercial incentive to exceed minimal requirements, perpetuating a cycle where disabled drivers are effectively excluded from the transition to electric vehicles.
Vauxhall’s Campaign: Business Opportunity or Reputational Play?
Vauxhall’s push for accessible charging is not purely altruistic. Stellantis is betting that making EV ownership feasible for the UK’s 14 million disabled people—a large pool of potential car buyers—can create a competitive edge. The campaign’s twin-track approach, encouraging drivers to register their charging needs while simultaneously pressuring councils, positions the brand as an ally of inclusive mobility. However, if the data fails to translate into faster rollout, the initiative risks being seen as little more than PR.
What This Means for Councils, Operators, and Disabled Drivers
For local authorities: The FOI responses make clear that accessible charging is not embedded in most council strategies, despite over half claiming to consider disabled residents. Authorities should immediately incorporate PAS 1899 compliance into all new on-street charging contracts and retrofit programs, particularly in disabled parking bays. The research shows that where councils have acted, the number of accessible chargers has doubled in a year—so rapid progress is possible if prioritised.
For charge-point operators: With only 14% of on-street chargers meeting the PAS 1899 standard, there is a clear commercial opportunity to differentiate by offering genuinely accessible hardware. Operators that secure council contracts with inclusive designs—covering easy-to-reach connectors, tactile interfaces, and unobstructed ground space—can capture a segment of drivers that competitors are ignoring.
For disabled drivers and campaigners: Vauxhall’s platform allows individuals to highlight locations where accessible charging is needed. Coupled with the hard FOI data, this creates a powerful tool to lobby local councillors and MPs. By referencing the 49:194 ratio of councils with provision, residents can push specific authorities to explain why their area is not yet included.
For automakers: Vauxhall’s findings underscore a risk for any EV brand: if public infrastructure excludes a significant portion of the population, the government’s 2030 phase-out of new petrol and diesel cars could face legal and social challenges. Early investment in accessible charging partnerships can both protect against future regulation and open up an underserved customer base.
Risk & Opportunity Assessment
| Commercial Risk | Medium | With 3 in 4 councils offering no accessible chargers, a substantial pool of potential EV buyers—disabled motorists—may delay or abandon electric car purchases. This limits the addressable market for manufacturers like Vauxhall and could slow overall EV adoption, impacting fleet emissions targets. |
| Competitive Risk | Medium | Vauxhall’s campaign is a first-mover play. If rival brands invest more quickly in accessible charging solutions or partner with councils on inclusive policies, Vauxhall’s early positioning could be overtaken. The gap between London’s provision and other regions also creates a competitive divide among charging operators seeking local authority contracts. |
| Regulatory Risk | Medium | The 14% compliance rate with PAS 1899 exposes a vulnerability: the government could mandate accessibility standards for all publicly funded chargers, requiring retrofit costs for councils and operators. Failure to act now could lead to abrupt regulatory burdens later. |
| Reputation Risk | Medium | For Vauxhall, the Electric Streets campaign raises expectations. If accessible charger numbers remain stagnant, the company risks being accused of greenwashing or tokenism. For councils, the FOI data could be used by advocacy groups to name and shame those with zero accessible devices, damaging their image as inclusive local authorities. |
| Technology Disruption | Low | The core issue is not emerging tech but a failure to deploy existing, proven solutions. No immediate disruptive technology threatens to make the current accessibility standards obsolete, so the risk is one of slow adoption rather than obsolescence. |
| Commercial Opportunity | High | A huge, underserved market exists: 14 million disabled people in the UK, many of whom would benefit from accessible home and on-street charging. The FOI numbers make a concrete case for new products and partnerships—operators that design for PAS 1899 from the outset can secure council contracts and brand loyalty from a group that traditional EV charging has largely ignored. |
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