On-Street Residential Chargepoint Scheme guidance for local authorities
Updated 1 December 2022
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This publication is available at https://www.gov.uk/government/publications/grants-for-local-authorities-to-provide-residential-on-street-chargepoints/grants-to-provide-residential-on-street-chargepoints-for-plug-in-electric-vehicles-guidance-for-local-authorities
About the On-Street Residential Chargepoint Scheme
Our vision is to have one of the best electric vehicle (EV) infrastructure networks in the world. This means a network for current and prospective EV drivers that is affordable, reliable, accessible and secure.
Local authorities have a crucial role to play in enabling the transition to EVs in their areas, including:
- proactively supporting and delivering the rollout of electric vehicle chargepoints
- helping to ensure the transition is integrated into wider local transport and community needs
Local authorities across the United Kingdom are invited to submit applications to the On-Street Residential Chargepoint Scheme (ORCS).
The purpose of the scheme is to increase the availability of on-street chargepoints in residential streets where off-street parking is not available, thereby ensuring that on-street parking is not a barrier to realising the benefits of owning an EV.
The scheme gives local authorities access to grant funding that can be used to part-fund the procurement and installation of on-street EV chargepoint infrastructure for residential needs, in line with the minimum technical specifications. We encourage local authorities to apply for and take advantage of this funding, while it is available, to help prepare for and support the transition towards zero-emission vehicles.
As demand for on-street charging infrastructure grows, we expect the private sector to invest more to build and operate a thriving, self-sustaining public network. It is essential that local authorities facilitate commercial models being put in place to ensure networks can continue to expand and improve, to serve residents needs. Local authorities are encouraged to explore all commercial options available to them when planning EV infrastructure.
Greater information and guidance on the rollout of EV charging infrastructure is available.
The role of our support body
Energy Saving Trust, Cenex and PA Consulting are administering this scheme on our behalf.
The support body can provide free, impartial advice and guidance to local authorities:
- throughout the UK on the preparation of an eligible and successful On-Street Residential Chargepoint Scheme application
- throughout the UK on best practice and technological options for chargepoint installations
- in England on developing an EV chargepoint strategy through Energy Saving Trust’s Local Government Support Programme
Changes made to this guidance for the 2022 to 2023 financial year
Amendments have been made to the scheme to:
- ensure more local authorities benefit from the funding
- improve the consumer experience of charging
- allow for chargepoint installations on more types of suitable land
The changes are:
- To reflect market developments and to ensure funding is available for more projects, the scheme will now provide up to a maximum of 60% of project capital costs. We anticipate that many projects will require less than 60% public funding, particularly in areas of high EV uptake where commercial investment is more viable. Applications, both draft and final, submitted to Energy Saving Trust prior to 1 April 2022 are eligible for funding up to the previous level of 75%.
- All chargepoints installed through this scheme must have a minimum payment method, such as contactless, as we are working to make EV charging as accessible as possible. This requirement will apply to all applications approved after the date that regulations mandating the minimum payment method for chargepoints above 7.1 kW are laid in Parliament (currently scheduled for later in 2022).
- Chargepoints may be installed on land not owned by a local authority. It is hoped this is particularly beneficial for rural local authorities, where community-owned land (for example, a village hall car park) is often well suited to providing charging infrastructure. This will be considered on a discretionary basis where it can be demonstrated that a lack of suitable local authority land poses a barrier to the installation of residential chargepoints.
Funding and eligibility
Funding available
We have allocated £30 million of funding in 2022 to 2023 for the scheme. This funding is available to local authorities for eligible projects as specified.
Funding is for up to 60% of eligible capital costs. We expect many projects to require less funding. Total funding provided will not exceed £7,500 per chargepoint unless electrical connection costs are exceptionally high. In these cases, funding up to £13,000 per chargepoint may be provided.
Any applications, draft or final, received by Energy Saving Trust prior to 1 April 2022 will be eligible for funding at the previous level of up to 75% of the capital costs.
There is no strict maximum or minimum project size.
We reserve the right to:
- cap the amount that will be funded in any one project to ensure funds are available to as many authorities as possible
- offer funding below the amount requested
- refuse to provide any funding where we consider the proposals entail unacceptable risk, offer poor value for money or are viewed to be undeliverable in the proposed project timescales
- require any funds awarded towards the project to be returned, in the unlikely event that a project is not completed
- terminate or change the grant scheme at any time. In these cases, we will aim to provide 4 weeks’ notice
- stop considering applications for chargepoints located in car parks at any point
Additional funding beyond the £30 million for this financial year and for subsequent financial years is not guaranteed.
Remaining capital costs
The residential EV charging market is developing quickly. Many chargepoint operators are now willing to invest capital into local authority projects, provided terms are offered that will allow investment to be recovered over time. Before completing an application to the scheme, market testing is recommended to understand the level of public funding required for your project.
Our support body is well placed to advise on attracting investment into chargepoint projects.
The remaining costs can also come from local authority budget, if, for example, the local authority is going to own and operate the infrastructure.
Who can apply
Applicants must:
- be a relevant local authority or authorities within the UK
- have the explicit support of the relevant highway authority (or landowner) with responsibility for maintenance of the areas where the chargepoints are to be located
- inform us of any other funding received for EV charging infrastructure, for example, the Go Ultra Low Cities Scheme
- agree, once funding is accepted, that the sites of the proposed chargepoints must not change without permission from us – information on altering chargepoint location is available
- be able to complete projects by 31 March 2024
Where projects span multiple local authorities the application must be made by an allocated ‘lead’ authority.
How we allocate funding
We will assess the relative merits of applications against our application criteria.
This scheme is demand-led and we reserve the right to prioritise applications that:
- are installing infrastructure in areas with particular air quality challenges (where this is made clear within the application)
- have not received Go Ultra Low Cities Scheme or other sources of funding for on-street residential infrastructure
Costs eligible for funding
Capital funding will be provided for the installation of the chargepoints. The capital items that are eligible for claim are limited to:
- the purchase cost of the chargepoint up to 22 kW
- the purchase cost of electrical components related to the chargepoint, including distribution network operator (DNO) connection costs
- the cost of civil engineering works related to the installation
- labour costs of the installation
- hardware costs of the installation
- where applicable, the capital costs of a parking bay and traffic regulation orders (TROs) (paint and signage)
This scheme does not cover:
- non-capital costs
- the upgrade or maintenance of existing chargepoints
- the installation of passive charging infrastructure
- the installation of chargepoints for the primary use of EV car clubs, taxi fleets or other commercial undertakings, given the residential focus of the scheme
- the installation of chargepoints connected to an individual’s domestic electricity supply
Car park-based projects
The scheme is primarily focused on the installation of chargepoints in on-street locations. However, we recognise the pressures that may be faced by local authorities when allocating parking spaces for EVs on residential streets.
Therefore, we will consider applications for chargepoints situated in car parks owned by:
- the local authority
or
- another group, where long term leasing agreements are in place between the landowner and the local authority (for example, village hall associations). This will be considered on a discretionary basis where it can be demonstrated that a lack of suitable local authority land poses a barrier to the installation of residential chargepoints
Such applications will be assessed against the application criteria detailed.
Application criteria
All the following criteria must be met and evidenced as part of your application.
1. Applications must be made for one or more chargepoints, up to 22 kW.
2. The chargepoints will be located in residential areas, this may, for example, be demonstrated by providing maps indicating the relevant use classes of the surrounding buildings. Where areas include a mixture of residential and commercial buildings local authorities must be satisfied that the chargepoints will be used primarily to meet the needs of local residents.
The scheme does not support chargepoints intended to be used primarily by commuters or visitors to destination-style locations such as shopping centres.
3. The proposed location or locations must lack off-street parking. For example, this can be done through provision of photographs or maps.
4. The location or locations will meet current or anticipated future demand. For example, a record of the multiple requests for charging infrastructure from local residents wishing to purchase plug-in vehicles or strategic plans to promote EV ownership in a particular area.
5. The chargepoints will be accessible to local residents. The local authority must be satisfied that any plans will ensure local residents will be able to access the chargepoints.
This may be via resident parking schemes or permits to ensure that local residents are assured that they will be able to charge their vehicles on a regular basis.
6. The chargepoints must be available for use on a 24/7 basis. Arranging a dedicated parking bay in residential streets is not required, but we would strongly encourage local authorities to consider it, especially in locations where residents who own a plug-in vehicle may have problems accessing the point due to parking congestion.
Dedicated EV bays would require a traffic regulation order (TRO) (PDF, 2MB) that could restrict access to EVs only. If you wish to claim any of the capital costs for the TRO, you must wait for it to be completed before making your final claim.
You must commit to:
- keeping usage under review
- consider restricting access to EVs only, for some or all the time, if residents are struggling to access the chargepoints
7. The chargepoints must adhere to our technical specifications.
8. From later in 2022, the chargepoints must have a minimum payment method, such as contactless.
9. Must adhere to procurement rules and value-for-money considerations.
10. Provide details of operating arrangements.
11. The project being completed within reasonable timescales.
13. For car park installations additional requirements exist.
Procurement rules and value-for-money considerations
Demonstrating that you have considered value for money is crucial. Costs and the way that you plan to engage the market will be scrutinised.
Full evidence will be required in the form of:
- quotes including DNO quotes
- cost breakdowns
- evidence of discussions with suppliers
- invoices (if available)
It is our view that double-headed chargepoints, capable of charging 2 vehicles at once, should be installed wherever possible to maximise value for money.
You are responsible for ensuring that your projects comply with procurement and subsidy control rules.
Procurement:
- timelines should be considered before submitting an application, and details should be outlined within the application
- of any third party should not involve any exclusivity arrangements for infrastructure provision in the wider local authority area
Our support body can provide advice on engaging the market and procurement best practice.
Minimum payment method
Our response to the consumer experience at public electric vehicle chargepoints, announced with the EV Infrastructure Strategy, includes mandating a minimum payment method (a non-proprietary, non-phone payment method, such as contactless) for all new chargepoints at or above 7.1 kW.
We have subsequently announced our intention to consult on similar requirements for chargepoints below 7.1 kW (PDF, 673KB).
The regulations mandating a minimum payment method will be laid in Parliament later in 2022 and come into effect about 3 months later. From the date the regulations are laid, we will require that all chargepoints installed through ORCS (including those below 7.1 kW) have a minimum payment method such as contactless.
This means that for any new ORCS applications approved after this date, the proposed chargepoints must have a minimum payment method, such as contactless.
ORCS applications for the installation of 7.1 kW chargepoints and above without a minimum payment method that are approved before this date will be subject to the regulatory requirements, unless they are installed before the regulations come into effect
Provide details of expected operating arrangements
We require grant recipients to report on the arrangements put in place between the local authority, CPO and end user. This includes reporting on:
- the type of operating model which will be used for the infrastructure (for example, is there a concession agreement in place?)
- how much drivers will be charged to use the infrastructure
- any agreed revenue shares between local authority and CPO
- the ownership of the assets, both above ground and below ground
Applicants are required to provide information to the best of their ability at application, and agree to provide this information in full upon project completion, as part of the claims process.
The project must be completed in reasonable timescales
Projects must be completed by the 31 March 2024, and should take between 6 to 12 months from making an application to installing the chargepoints. Local authorities will be challenged on their timescales to ensure robust delivery plans.
Delivery plans must include:
- a high-level project or programme plan providing timescales and milestones, project dependencies and their impact on deliverability
- a Gantt chart
- a risk register
If you think a project will take longer than 6 to 12 months, provide rationale for this in your application.
Meeting ongoing commitments
It is a condition of the funding that:
- any chargepoint must be maintained in a serviceable condition and accessible for 7 years from the date of installation
- usage data is made available to the Office for Zero Emission Vehicles (OZEV) directly from the chargepoints or CPO systems for at least 3 years, you must ensure that your delivery partners can supply this information
We require grant recipients to report on the arrangements put in place between the local authority, CPO and end user as per expected operating arrangements.
You must also ensure OZEV and our support body are kept informed of changes of lead staff.
For audit purposes, participating local authorities must retain the following for a period of 6 years:
- evidence that a chargepoint was appropriately procured
- a record of expenditure funded partly or wholly by the grant and all income generated by the project
You will make this information available at any reasonable time for inspection by officials from us or by the comptroller and Auditor General (or their representatives).
Chargepoints installed in car parks
For installing chargepoints in locally owned car parks:
- you must explain or show why they are not being installed in residential streets
- you must either own the car park, or have a long-term lease arrangement in place for chargepoints to be installed in the car park
- they must be accessible on a 24/7 basis
- local residents must be able to access the car parks for free overnight between 6pm and 8am
- each chargepoint must have its own dedicated EV bay enforced by a TRO
- EV bays in the car park must have a minimum ‘maximum stay’ time of 4 hours during the day to ensure residents have access to a substantial charge
In this situation you will:
- commit to keeping usage under review and consider restricting access to local residents for some or all the time if residents are struggling to access them
- produce a communications strategy that raises awareness of chargepoints to local residents
Application process and anticipated timetable
The application process is:
- Contact our support body to discuss your application needs.
- After discussion complete the application form.
- Send application by email to onstreetchargepoints@est.org.uk.
Our decision
If your application is:
- accepted you will receive a grant offer letter from us
- rejected we will explain the reasons for this decision allowing you the opportunity to amend your application and reapply
Delivery phase and payment
Upon acceptance, we will pay 75% of the grant within around 25 working days.
The remaining 25% of the grant will be paid in arrears upon completion of the project, which you can claim by once again contacting our support body, which will supply the appropriate guidance and grant claim form.
The grant claim form requires you to provide an itemised breakdown of capital costs, including invoices obtained from chargepoint operators, installers and the DNO, of:
- Chargepoint hardware costs – this includes the cost of the chargepoint units and any associated hardware (such as guard rails or barriers).
- Labour and installation costs – this includes the costs associated with installing the hardware and civil engineering.
- Electrical connection costs and associated labour – this includes the DNO cost, the labour involved in installing an electrical connection and associated civil engineering work (such as trenching).
Chargepoints must be added to the National Chargepoint Registry (NCR), which is an open resource listing publicly accessible chargepoints in the UK designed for use by website and smartphone app developers, as well as satellite navigation system (sat nav) manufacturers.
The relevant field on the NCR must also be populated to inform users when the chargepoint is restricted to residents or subject to parking restrictions, such as ‘residents only’ parking zones or time limits.
If, for unexpected reasons, you do not spend your full grant amount, any unspent funds must be sent back to us.
Changing chargepoint locations
To obtain permission for a chargepoint or chargepoints site change, you must submit to our support body as soon as possible:
- the new site location or locations
- parking details
- photographs
- maps
- evidence of demand
- the reason or reasons for the site change or changes
Site change requires our explicit approval for any grant funding to be paid with the new location required to meet all of the relevant conditions of the grant.
Help with wider responsibilities of property owners and managers
The Regulatory Reform (Fire Safety) Order 2005 requires property managers and owners to assess potential fire risks and put in place adequate and proportionate fire protection measures to mitigate against the risk to life from fire and then maintain them. This should be updated when installing EV chargepoints.
We are producing guidance to aid this assessment for electric vehicle fires. This will identify mitigations and measures that can be taken when installing electric vehicle chargepoints in enclosed car parks. As such, it will help building owners meet their existing duties under the Regulatory Reform (Fire Safety) Order 2005.
Enquiries and contact
All questions and submissions should be sent to: onstreetchargepoints@est.org.uk
Minimum technical specifications
Unrestricted on-street residential chargepoints
This section defines the specification for electric and plug-in hybrid electric road vehicle conductive charging equipment with unrestricted (public) access.
Manufacturers or suppliers of proposed charging equipment must demonstrate compliance with the following technical specifications.
Where standards or regulations are mentioned, you must comply with the most current edition at the time of the installation. In cases of apparent inconsistency, the IET Wiring Regulations (BS 7671:2018+A1:2020) take precedence for electrical installation requirements.
Installation
This specification is for the charging equipment only and not the final installation.
But the final installation must be carried out in accordance with:
- IET Wiring Regulations (BS 7671:2018 if installed before 31 July 2020 or BS 7671:2018+A1:2020 if installed after 31 July 2020).
- The recommendations of the IET Code of Practice for Electric Vehicle Charging Equipment Installation.
- Electricity Safety, Quality and Continuity Regulations 2002.
- All other applicable standards.
If you’re installing on a public highway, you must use a contractor registered through the Highway Electrical Registration Scheme (HERS).
Charging equipment must be installed in accordance with BS 7671.
Where a means of earthing or supplementary earth electrodes are provided, they must comply with BS 7671 and BS 7430, and consider the requirements of Energy Networks Association (ENA) Engineering Recommendation G12/4 (PDF, 539KB).
The electrical supply of the final installation must allow the charging equipment to operate at full rated capacity. Where local supply constraints prevent this, the charging equipment shall be classified according to actual output capacity.
The installation design of the charging equipment must permit compliance with the requirements of BS 8300-1:2018 and BS 8300-2:2018.
Charging equipment
Common requirements
Charging equipment must be CE marked in accordance with European Commission (EC) Directive 768/2008/EC and meet all relevant UK legislation at the time.
Details of any precautions necessary to ensure safe operation with active implantable medical devices must be clearly displayed on the charging equipment.
Charging equipment must be compliant with:
- The relevant parts of BS EN 61851.
- Electromagnetic Compatibility Regulations 2016.
- Electrical Equipment (Safety) Regulations 2016 (as amended).
BS EN 61851 Mode 1 or Mode 2 charging equipment is not compliant with this specification.
Charging equipment must use either:
- socket outlets (BS EN 61851-1 case A2 or B2 connection)
- tethered cables (BS EN 61851-1 case C connection)
Where there are multiple outlets, the charging equipment is classified according to the output power delivered at each outlet with all outlets operating simultaneously.
Where multiple connectors are associated with a single outlet, only one connector shall be active – and all other connectors inactive – when the outlet is in use.
AC charging equipment
AC charging equipment must:
- Measure output power at a nominal supply voltage of 230V AC single-phase or 400V AC three-phase.
- Be compliant with BS EN 61851-1:2019 (please note that all requirements from International Electrotechnical Commission (IEC) 61851-22 have been moved to this standard as work on IEC 61851-22 has ceased).
- Use BS EN 61851 Mode 3 charging.
- Use (where applicable) BS EN 62196 Type 2 socket outlets.
DC charging equipment
DC charging equipment must:
- Be compliant with BS EN 61851-23:2014.
- Use BS EN 62196 Mode 4 charging.
Charging equipment with embedded generation capability (V2X)
Charging equipment with embedded generation capability:
- of up to and including 16A per phase must comply with ENA Engineering Recommendation G98 (PDF, 1MB)
- greater than 16A per phase must comply with ENA Engineering Recommendation G99 (PDF, 3.1MB)
The design of the charging equipment must permit installation and use taking into account the requirements of BS 8300-1 and BS 8300-2.
Charging outlets
Slow AC (less than 3.5kW)
Slow AC charging equipment outlets must:
- be rated 230V AC ± 10% single-phase
- have an output that is not above 3.5kW
Standard AC (3.5kW to 7kW)
Standard AC charging equipment outlets must:
- be rated 230V AC ± 10% single-phase
- have an output that is greater than 3.5kW but not above 7kW
Fast AC (7kW to 23kW)
Fast AC charging equipment outlets must:
- be rated 230V AC ± 10% single-phase or 400V AC ± 10% three-phase
- have an output that is greater than 7kW but not above 23kW
Fast DC (10kW to 22kW)
Fast DC charging equipment outlets must have an output that is greater than 10kW but not above 22kW.
Semi-rapid AC (23kW to 43kW)
Semi-rapid AC outlet configurations are not permitted.
Rapid AC (43kW to 44kW)
Rapid AC outlet configurations are not permitted.
Semi-rapid DC (22kW to 50kW)
Semi-rapid DC outlet configurations are not permitted.
Rapid DC (50kW to 62.5kW)
Rapid DC outlet configurations are not permitted.
Ultra-rapid DC (62.5kW to 400kW)
Ultra-rapid DC outlet configurations are not permitted.
Location
When installed in an outdoor location, the charging equipment must meet at least the most onerous ingress protection (IP) and impact protection (IK) ratings set out in BS EN 61851-1:2019 and the relevant parts of BS 7671:2018.
When installed in an unrestricted (public) location:
- AC charging equipment must be fitted with a BS EN 62196 Type 2 socket outlet
- DC charging equipment must provide vehicle connectors compatible with both the CHAdeMO and Combined Charging System (CCS) Combo 2 (BS EN 62196-3:2014) standards, and – when integral to the DC charging equipment – fast or semi-rapid three-phase AC outlets (22kW or greater) are permitted
- rapid charging equipment must be supplied with both AC and DC outlets
User interface
Charging equipment status must be indicated using lights, light-emitting diodes (LEDs) or display.
When installed in an unrestricted (public) location, charging equipment must:
- be fitted with a payment or access control mechanism (as appropriate)
- display instructions for payment or access (as appropriate) and equipment operation
- allow use on an ad hoc (or pay-as-you-go) basis without requiring the user to enter into an ongoing contract or membership scheme with the operator concerned (as required under the Alternative Fuels Infrastructure Regulations 2017) and without limiting the user to a maximum number of charges. When deciding how to achieve this, it should be assumed that all users will have a debit or credit card and a mobile phone
Specific data requirements
When installed in an unrestricted (public) location, charging equipment must allow remote data collection. Each chargepoint outlet must measure energy supplied and output this both to:
- the display
- a remote data acquisition system compatible with OZEV’s usage data requirements
If the outlet uses an electricity meter that is not approved under the Measuring Instruments Directive (MID), details of metering and accuracy must be provided.
Servicing and maintenance
Charging equipment must be supplied with an on-site 3-year warranty on parts and installation. All chargepoints must have a minimum operational life of 3 years.
On-street residential chargepoints restricted to residential use only
This section defines the specification for electric and plug-in hybrid electric road vehicle conductive charging equipment that is restricted to residential use only.
Manufacturers or suppliers of proposed charging equipment must demonstrate compliance with the following technical specifications.
Where standards or regulations are mentioned, you must comply with the most current edition at the time of the installation. In cases of apparent inconsistency, the IET Wiring Regulations (BS 7671:2018+A1:2020) take precedence for electrical installation requirements.
Installation
This specification is for the charging equipment only and not the final installation.
But the final installation must be carried out in accordance with:
- IET Wiring Regulations (BS 7671:2018 if installed before 31 July 2020 or BS 7671:2018+A1:2020 if installed after 31 July 2020).
- The recommendations of the IET Code of Practice for Electric Vehicle Charging Equipment Installation
- [Electricity Safety, Quality and Continuity Regulations 2002].(https://www.legislation.gov.uk/uksi/2002/2665/contents/made)
- All other applicable standards.
If you’re installing on a public highway, you must use a contractor registered through the Highway Electrical Registration Scheme (HERS).
Charging equipment must be installed in accordance with BS 7671.
Where a means of earthing or supplementary earth electrodes are provided, they must comply with BS 7671 and BS 7430, and consider the requirements of ENA Engineering Recommendation G12/4 (PDF, 539KB).
The electrical supply of the final installation must allow the charging equipment to operate at full rated capacity. Where local supply constraints prevent this, the charging equipment shall be classified according to actual output capacity.
The installation design of the charging equipment must permit compliance with the requirements of BS 8300-1:2018 and BS 8300-2:2018.
Charging equipment
Common requirements
Charging equipment must be CE marked in accordance with European Commission (EC) Directive 768/2008/EC and meet all relevant UK legislation at the time.
Details of any precautions necessary to ensure safe operation with active implantable medical devices must be clearly displayed on the charging equipment.
Charging equipment must be compliant with:
- The relevant parts of BS EN 61851.
- Electromagnetic Compatibility Regulations 2016 (as amended).
- Electrical Equipment (Safety) Regulations 2016 (as amended).
BS EN 61851 Mode 1 or Mode 2 charging equipment is not compliant with this specification.
Charging equipment must use either:
- socket outlets (BS EN 61851-1 case A2 or B2 connection)
- tethered cables (BS EN 61851-1 case C connection).
Where there are multiple outlets, the charging equipment is classified according to the output power delivered at each outlet with all outlets operating simultaneously.
Where multiple connectors are associated with a single outlet, only one connector shall be active – and all other connectors inactive – when the outlet is in use.
AC charging equipment
AC charging equipment must:
- Measure output power at a nominal supply voltage of 230V AC single-phase or 400V AC three-phase.
- Be compliant with BS EN 61851-1:2019 (please note that all requirements from International Electrotechnical Commission (IEC) 61851-22 have been moved to this standard as work on IEC 61851-22 has ceased).
- Use BS EN 61851 Mode 3 charging.
- Use (where applicable) BS EN 62196 Type 2 socket outlets.
DC charging equipment
DC charging equipment must:
- Be compliant with BS EN 61851-23:2014.
- Use BS EN 62196 Mode 4 charging.
Charging equipment with embedded generation capability (V2X)
Charging equipment with embedded generation capability:
- of up to and including 16A per phase must comply with ENA Engineering Recommendation G98 (PDF, 1.1MB)
- greater than 16A per phase must comply with ENA Engineering Recommendation G99 (PDF, 3.1MB)
The design of the charging equipment must permit installation and use taking into account the requirements of BS 8300-1 and BS 8300-2.
Charging outlets
Slow AC (less than 3.5kW)
Slow AC charging equipment outlets must:
- be rated 230V AC ± 10% single-phase
- have an output that is not above 3.5kW
Standard AC (3.5kW to 7kW)
Standard AC charging equipment outlets must:
- be rated 230V AC ± 10% single-phase
- have an output that is greater than 3.5kW but not above 7kW
Fast AC (7kW to 23kW)
Fast AC charging equipment outlets must:
- be rated 230V AC ± 10% single-phase or 400V AC ± 10% three-phase
- have an output that is greater than 7kW but not above 23kW
Semi-rapid AC (23kW to 43kW)
Semi-rapid AC outlet configurations are not permitted.
Rapid AC (43kW to 44kW)
Rapid AC outlet configurations are not permitted.
Fast DC (10kW to 22kW)
Fast DC outlet configurations are not permitted.
Semi-rapid DC (22kW to 50kW)
Semi-rapid DC outlet configurations are not permitted.
Rapid DC (50kW to 62.5kW)
Rapid DC outlet configurations are not permitted.
Ultra-rapid DC (62.5kW to 400kW)
Ultra-rapid DC outlet configurations are not permitted.
Location
When installed in an outdoor location, the charging equipment must meet at least the most onerous IP and IK ratings set out in BS EN 61851-1:2019 and the relevant parts of BS 7671:2018.
Usage data requirements
This section sets out OZEV’s chargepoint usage data requirements.
It is the responsibility of the local authority to ensure that a process is in place to deliver the required utilisation data in the correct format to OZEV and that their CPO is capable of doing so.
Data fields
On-Street Residential Chargepoint Scheme grant recipients are required to make appropriate arrangements with CPOs to collect and submit data on each charging event under each of the following data headings for all their grant-funded chargepoints:
- chargepoint ID
- plug in date and time
- unplug date and time
- charge start date and time
- charge end date and time
- total energy drawn (kWh)
The definition of each data field can be found in Data field definitions
It is expected all data points will be recorded at up to 95% accuracy. OZEV will accept data supplied from units that record energy consumption at intervals of up to a maximum of 30 minutes.
Data field definitions
| Data field | Description |
|---|---|
| Identifier for chargepoint | Unique identifier for chargepoint. This should match the chargepoint ID used on all forms and claim forms, and be consistent throughout the life of the chargepoint. It is recommended that this is the number associated with the chargepoint found on the NCR. If this is not possible, OZEV requires that a list of the chargepoints with corresponding NCR numbers is provided. |
| Plug in date and time (DD/MM/YYY) (00:00h) | The date and time that the vehicle was plugged in, in 24-hour clock format and using the UK (not US) date format, expressed to the nearest minute possible. OZEV will accept data supplied from units that record connection or disconnection at intervals of up to a maximum of 30 minutes. |
| Unplug date and time (DD/MM/YYY) (00:00h) | The date and time that the vehicle was unplugged, in 24-hour clock format and using the UK (not US) date format, expressed to the nearest minute possible. OZEV will accept data supplied from units that record connection or disconnection at intervals of up to a maximum of 30 minutes. |
| Charge start (DD/MM/YYY) (00:00h) | The date and time that the vehicle began to draw charge, in 24-hour clock format and using the UK (not US) date format, expressed to the nearest minute. OZEV will accept data supplied from units that record energy transfer at intervals of up to a maximum of 30 minutes. |
| Charge end (DD/MM/YYY) (00:00h) | The date and time that the vehicle stopped drawing charge, in 24-hour clock format and using the UK (not US) date format, expressed to the nearest minute. OZEV will accept data supplied from units that record energy transfer at intervals of up to a maximum of 30 minutes. |
| Total energy drawn (0.00kWh) | The electrical energy transferred during the charging event, in kWh, rounded to 2 decimal places and with energy transferred from the charging point to the vehicle being positive and energy transferred from the vehicle to the charging point being negative. If this is not directly measurable and you wish to infer this from other parameters, please contact OZEV to discuss exactly how you propose to estimate the energy transferred. |
Process of providing data to OZEV
You must provide the data on a quarterly basis directly to OZEV by emailing chargepoint.grants@ozev.gov.uk. For monitoring purposes, please also copy onstreetchargepoints@est.org.uk into the email.
How to format your data
Data should be reported to OZEV in .csv format as exemplified in the Data reporting template.
To help OZEV log and amalgamate the data efficiently:
- the subject header for emailed submissions must be in the following format: ‘YYMMDD – On-Street CP usage data – Chargepoint operator name – Local authority’
- the .csv file containing the data should be named using the following format: ‘YYMMDD – On-Street CP usage data – Chargepoint operator name – Local authority’
- all data should be consolidated within one tab of the spreadsheet and not across multiple tabs
OZEV expects local authorities to arrange for the data to be submitted in the required format automatically, without requiring a person to access and draw down the data. This is to ensure that the data is reliably received without prompting. CPOs should work with applicants to enable this.
When to submit data to OZEV
Submission should be provided on the following dates:
- 1 April – data submitted for January to March
- 1 July – data submitted for April to June
- 1 October – data submitted for July to September
- 1 January – data submitted for October to December
Data should be provided to OZEV for 3 years, starting on the date the chargepoint became operational.
In order for the usage data to be utilised, it is important that OZEV receives data in full on the relevant due dates. If the data is incomplete, OZEV is unable to identify trends, develop insights and evaluate policy.
Should data be incomplete, or fail to be submitted as per the schedule above, OZEV reserves the right to require repayment of funding from the grant recipient.
Data reporting template
| Charging event | Chargepoint ID | Plug-in date | Plug-in time | Unplug date | Unplug time | Charge start date | Charge start time | Charge end date | Charge end time | Total kWh |
|---|---|---|---|---|---|---|---|---|---|---|
| 20 | WMP11418 | 03/03/2016 | 15:54 | 03/03/2019 | 20:05 | 03/03/2016 | 15:54 | 03/03/2019 | 16:46 | 2.83 |
| 21 | … | … | … | … | … | … | ||||
| 22 | … | … | … | … | … | … |