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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
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:
Local authorities across the United Kingdom are invited to submit applications to the On-Street Residential Chargepoint Scheme (ORCS) and the £10 million local EV Infrastructure fund pilot.
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.
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:
Amendments have been made to the scheme to:
We have allocated £20 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:
Additional funding beyond the £20 million for this financial year and for subsequent financial years is not guaranteed.
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.
Where projects span multiple local authorities the application must be made by an allocated ‘lead’ authority.
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:
Capital funding will be provided for the installation of the chargepoints. The capital items that are eligible for claim are limited to:
This scheme does not cover:
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:
Such applications will be assessed against the application criteria detailed.
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) 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.
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.
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:
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.
Our support body can provide advice on engaging the market and procurement best practice.
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.
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
We require grant recipients to report on the arrangements put in place between the local authority, CPO and end user. This includes reporting on:
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.
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.
If you think a project will take longer than 6 to 12 months, provide rationale for this in your application.
It is a condition of the funding that:
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:
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).
For installing chargepoints in locally owned car parks:
In this situation you will:
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:
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.
To obtain permission for a chargepoint or chargepoints site change, you must submit to our support body as soon as possible:
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.
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.
All questions and submissions should be sent to: onstreetchargepoints@est.org.uk
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.
This specification is for the charging equipment only and not the final installation.
But the final installation must be carried out in accordance with:
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.
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 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:
BS EN 61851 Mode 1 or Mode 2 charging equipment is not compliant with this specification.
Charging equipment must use either:
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.
Charging equipment with embedded generation capability (V2X)
Charging equipment with embedded generation capability:
The design of the charging equipment must permit installation and use taking into account the requirements of BS 8300-1 and BS 8300-2.
Slow AC (less than 3.5kW)
Slow AC charging equipment outlets must:
Standard AC (3.5kW to 7kW)
Standard AC charging equipment outlets must:
Fast AC (7kW to 23kW)
Fast AC charging equipment outlets must:
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.
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:
Charging equipment status must be indicated using lights, light-emitting diodes (LEDs) or display.
When installed in an unrestricted (public) location, charging equipment must:
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:
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.
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.
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.
This specification is for the charging equipment only and not the final installation.
But the final installation must be carried out in accordance with:
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.
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 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:
BS EN 61851 Mode 1 or Mode 2 charging equipment is not compliant with this specification.
Charging equipment must use either:
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.
Charging equipment with embedded generation capability (V2X)
Charging equipment with embedded generation capability:
The design of the charging equipment must permit installation and use taking into account the requirements of BS 8300-1 and BS 8300-2.
Slow AC (less than 3.5kW)
Slow AC charging equipment outlets must:
Standard AC (3.5kW to 7kW)
Standard AC charging equipment outlets must:
Fast AC (7kW to 23kW)
Fast AC charging equipment outlets must:
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.
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.
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.
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:
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.
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.
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:
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.
Submission should be provided on the following dates:
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.
Don’t include personal or financial information like your National Insurance number or credit card details.
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