The future beckons (from a thread on Pistonheads):
https://www.pistonheads.com/gassing/topic.asp?h=0&f=247&t=1940962

The next few months may get interesting for EV users with lots of families hitting the road at weekends to go on or return from holidays. The queues for fuel at service stations are often quite lengthy. With the far greater time needed to "fuel" an EV, some hassle looks likely.

tomo: I suspect there may be plenty of unhappy stories. I heard an advert for the AA which emphasised their capabilities wrt EVs.....

Following up on that last post, the AA advert says they don't charge extra for EVs and they have more EV-qualified service personnel than any other provider.
Methinks they can see which way the wind is blowing.....

tomo,
It's my impression that the published test figures are unverifiable in real life. There are far too many variables at play so the test regime has to guess a few scenarios and then measure each vehicle accordingly.
I remember one comment on a PH thread a while back which illustrates the point. The poster had a PHEV which he used to commute to his office. It could do that on battery power alone. So, most weekdays, he used no fuel at all. The weekends were another story however as many trips exceeded battery range and any long runs returned relatively poor figures - as you would expect for a hefty vehicle with all the added EV clobber - and less use of regeneration.
Also it does seem that there is truth in the anecdotes. People have these things as company cars because of the massive tax benefits. Their company pays for fuel so they rarely, if ever, bother with charging. Human nature!
Generally users report that battery-only range is less than advertised: 20 - 25 miles versus a claimed 30+, for example.

tomo: that's a very good point which I had not considered before. The WLTP figures for conventional cars, even mild hybrids, are unrealistic but not massively so and they do seem to reflect the capacity/power/weight/drag/etc of different vehicles.
That's not the case for the majority of PHEVs, if all the anecdotal evidence and road tests are any guide.
There's no obvious solution, other than trying to make the testing more representative; nor is there any way, afaik, to verify that PHEVs run on electric power only when in low emission zones.
The incentives should be phased out.

So the current electric record is where the piston aircraft record was about 100 years ago ( 223 mph in Oct 1922).
If they reach 300 mph, they will have caught up to 1927 (298 mph in Nov 1927).

There's a way to go!

And now the CMA is looking into the recent takeover activity in the charger business, especially the lock-ins with some motorway service companies.

As for taxing EVs, my guess is that the RFL will soon be replaced/supplemented by a mileage based tax, possibly graded by the emission stats of the vehicles. I think I'm right that all new cars have, for some time, been internet-enabled so their mileage can be tracked easily. Older stuff could be picked up via the MOT, lease returns or even an option to fit a tracker.
If/when that happens the EV crowd will squeal but it will be hard to argue against, especially as EVs probably inflict more wear and tear with their extra weight and massive torque.

Now that the holiday season is in full swing, I am waiting to see if there are reports of queues at chargers and/or lots of stranded EVs.
I've seen a rising number of forum comments about the difficulties of finding chargers that are working, unoccupied and able to charge at a high rate. There are tales of woe from folk who had to resort to 22 or even 7 kW units in extremis.

That's a good idea and it's already happening. Apparently there are quite a lot of streetlamp charging points in places like Holland and Belgium. They are starting to appear here too.
It's my impression that most of our streetlamps are set back from the kerb rather than standing right on the edge of the road. That's bound to cause problems with charging leads trailing across the pavement: trip hazards, vandalism, etc..
Also I wonder how strong the circuit is? That beefy cable you mention may not be sufficient when the load becomes many times that of the light itself. Then there are those cheese-paring councils which programme their lights to go off through the small hours to save power.....

That biofuel nonsense reads like something out of one of Ayn Rans books!

One big plus point for EVs which does not get much visibility.....they are rubbish as tow cars!
Indeed many are not certified to even have a towbar fitted which is unfortunate for folk who use towball-mounted bike carriers. Those that are usually have a very low tow weight.

So....what will the caravaners do? Could this mean they will become a rare sight (hopefully)?

tomo: the towing weight is relatively light....
"VW ID.4 Towing Capabilities At the global reveal event for the ID.4 VW stated the car will be able to tow up to 2,700 lbs (1,200 kg). However, as of right now, the first ID.4 which will be coming to the UK is the car in '1st' trim, which is RWD with a towing capacity of 1,000 kg."
I'm guessing that will limit it to pretty small 'vans and trailers.
As the twitter comment said.....what will happen to the range?

Thanks for the aero stuff. I'll keep an eye out.

I liked this reply to the question of queueing etiquette for chargers:
"Good question. Me, being me, goes up and talks to everyone and makes clear what the order is….. then you hover with passive aggression, while yabbering smugly about how pure of soul you are to drive an EV…..

That may work when there are only a few cars but I think they will need to have a "queue park" at busy places. There will always be the sharks who zip into a vacated slot out of turn. In most situations it's not worth making a fuss because the inconvenience is minor. Not so in this case; we can expect reports of "charger rage", imho.