EV charging costs fell modestly in the first half of 2026, according to Rightcharge’s latest fleet charging report.
Home charging rates dip while public prices stay high
The average price for charging an electric vehicle at home was 23.8p/kWh, down from 24.5p/kWh a year earlier. Public charging for fleet vehicles averaged 80.9p/kWh, a slight decline from 81.5p/kWh in 2025. The report, based on more than 1.5 million kWh consumed on the Rightcharge platform between January and June 2026, shows a persistent gap between domestic and public charging.
Home sessions remain far cheaper, costing roughly one‑third of what drivers pay at public stations. The data also reveal that the blended unit rate for fleet charging rose from 40.5p/kWh to 46.9p/kWh because a larger share of energy moved onto public networks.
Public network pricing varies widely
Among the busiest charge‑point operators, rapid‑charging rates ranged from 55p/kWh to 91.5p/kWh in H1 2026. For a typical 30 kWh session, that translates to a cost difference of £16.50 versus £27.45 for the same amount of electricity.
Rapid chargers delivering 50 kW or more advertised rates of 68.9p/kWh, while slower 22 kW chargers were priced at 49.3p/kWh. When weighted by actual usage, DC fast charging cost 82.6p/kWh and AC charging cost 68.5p/kWh, closely matching the advertised rapid‑charging premium.
Rightcharge’s Gold Card bolt‑on, introduced earlier this year, offers fleet vehicles a fixed rate of 49p/kWh for fast charging and 59p/kWh for rapid and ultra‑rapid sessions across four partner networks, with additional operators joining next month.
These figures illustrate how charging speed carries a premium that can be larger in practice than the published rates.
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Drivers who need to top up mid‑shift often rely on public chargers, but some use them even when a slower, cheaper option would suffice.
Freddie Winterbotham, head of strategic partnerships at Rightcharge, said, “The savings from electrification are real, but they’re the reward for managing charging well, not something that happens automatically. They slip away when nobody is watching the numbers.”
Comparing this trend to earlier phases of fleet electrification, the shift toward public charging mirrors the early adoption of diesel trucks, where operators initially preferred on‑site fueling before gradually using third‑party depots as routes expanded.
Fleet managers can influence driver behavior by providing cost visibility, educating staff before rollout, and encouraging the use of slower chargers when time permits. It notes that the decision on which charger to use typically rests with the driver, while the fleet bears the cost.
Drivers watch their bills closely.
High‑speed charging remains essential for drivers who must stay on the road, yet the data suggest that defaulting to rapid chargers for vehicles parked for extended periods inflates expenses. A driver on an EV‑specific tariff might pay as little as 6p/kWh, whereas the busiest rapid chargers can charge up to 91.5p/kWh, a fifteen‑fold difference.
Overall, the share of fleet energy consumed on public networks grew from 28% to 41%, and that portion now accounts for 70% of total fleet charging spend. It points out that while home charging stays the cheapest option, a growing reliance on public infrastructure is changing cost patterns for fleet operators.
