Official
Appendix to Paper No. 18-63
Wandsworth Electric Vehicle Recharging Strategy 2016-2025
Executive Summary
Wandsworth borough is an Air Quality Management Area, with residents frequently
experiencing levels of particulate matter (PM10) and nitrogen oxides that can be harmful to
human health, by worsening respiratory conditions. Both the UK Government and the Mayor
of London are promoting the uptake of ultra-low emissions vehicles as a means of reducing
pollution in cities and towns. Electric vehicles are one type of ultra-low emission vehicle and
these have been promoted in London by successive Mayors and Transport for London. An
increasing number of Wandsworth residents are asking for electric vehicle charging points
near their homes in the borough. Wandsworth has one of the larger potential take-up rates
for electric vehicles in London, according to analysis by TfL. The absence of accessible
charging facilities is a constraint on potential take-up and realising of air quality and noise
reduction benefits.
This strategy acknowledges the latent and potential demand for EVs and addresses the
concerns of EV users. Our vision is that Wandsworth’s residents and businesses will be able
to use electric vehicles every day and for any purpose. They will be confident that they will
be able to recharge them quickly and conveniently, taking advantage of their lower cost
operation and in doing so helping to improve air quality in the borough.
To realise our strategic objectives, we will:
-
Provide a network of lamp column chargers to support home charging
-
Provide a dedicated network of faster chargers for residential and commercial users
-
Provide rapid charging hubs, predominantly for commercial vehicles
-
Promote the electrification of car clubs in the borough
-
Work with providers to trial new technologies
-
Raise awareness of the EV market so people can understand the options for and
benefits of EV ownership.
We aim to have less polluting traffic on our roads, contributing to an improvement in air
quality across the borough.
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1.
INTRODUCTION
1.01 The majority of vehicles on the streets of Wandsworth today run on either petrol or
diesel fuel. However, this situation is changing. Petrol and diesel are known to cause
pollution, which is dangerous to public health and contributes to climate change.
Petrol and diesel also present challenges in terms of security of supply and the safety
of its extraction, transport and storage.
1.02 For these reasons both vehicle manufacturers and other innovators are working and
investing to build interest in and use of alternative fuels. A desire to use these is
growing in areas such as Wandsworth, with an increasing number of residents making
enquiries about the availability of electric vehicle charging points and requesting the
introduction of more points in the borough. These requests are expected to continue to
rise in future, particularly as EV technology becomes more widely available and usage
grows.
1.03 In the second quarter of 2017, 353 electric vehicles were registered in Wandsworth,
up from 222 from the same quarter in 2016 and 127 in the same quarter of 2015. By
2025, as many as 10,000 residents may own electric vehicles and by 2050 it is
assumed that virtually all current resident permit holders, most of whom do not have
off-street parking, will be running electric cars.
1.1
Policy context
National
1.1.1 The UK’s Climate Change Act 2008 set out a long-term strategy for the UK’s reduction
of carbon dioxide (CO2) emissions. The Government subsequently set out its plan of
action for greenhouse gas reduction in the Carbon Plan in December 2011. The plan
identifies that transport has a critical role in meeting the Climate Change Act
obligations.
CO2 emissions
Transport
Industry
Domestic
Figure 1.1: Carbon dioxide emissions in Wandsworth borough (DECC, 2014).
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1.1.2 The Government published ‘Making the Connection: the Plugged-In Vehicle
Infrastructure Strategy’ during 2011. At the time of this strategy, the Government
envisaged most EVs being recharged overnight, at homes or in vehicle depots. If such
an approach was successful, this could have the benefit of balancing the demand for
electricity across the day, increasing the energy savings offered by the uptake of EVs,
while creating lower infrastructure cost. Charging at work would be a second option for
drivers. The strategy highlighted ‘range anxiety’, the concern about running out of
battery power while making a journey, as a key barrier to the uptake of EVs; a small
number of public charge points were envisaged to be provided, primarily as top-up
locations, preferably offered and funded privately.
1.1.3 In 2013, the Government published ‘Driving the future today: a strategy for ultra-low
emission vehicles in the UK’, in which it said that its vision was for almost every car
and van in the UK to be an ultra-low emission vehicle by 2050, with the UK at the
forefront of their design, development and manufacture. In this the Government
pledged to work with partners to achieve the switch to ultra-low emission vehicles,
including expanding the provision of vehicle charging facilities beyond that envisaged
in 2011. In the 2017 Queens Speech, the Government announced an “Automated
and Electric Vehicles Bill” would be introduced aimed at encouraging all new vehicles
to be zero emission by 2040, and all road vehicles zero emission by 2050.
Regional
1.1.4 The Mayor of London’s Air Quality Strategy (2010) aims to reduce pollution in London,
particularly the level of PM10s and nitrogen dioxide (NO2), both pollutants that can
cause respiratory problems if people are overexposed to them. Policy 2 of the strategy
promotes the transfer to and use of low emission vehicles – such as EVs - for private
and freight transport, which is in line with the objectives of this strategy.
1.1.5 Transport for London launched the Ultra-Low Emission Vehicle Delivery Plan in July
2015. The action plan within the document focuses on, among other things:
Gaining stakeholder support of EV charging networks to provide charging
infrastructure; Increasing public awareness and acceptance of EVs;
Offering attractive incentives to increase uptake of EVs;
Supporting the demonstration and testing of new technologies and approaches
(e.g. lamp column charging);
Identifying priority charging and refuelling infrastructure locations, based on
research and stakeholder insight;
Working with car clubs to achieve a target of 50 per cent ULEVs in the London
car club fleet by 2025;
Deploying a rapid charge point network;
Streamlining the ULEV and charging infrastructure procurement processes;
Achieving zero emission capable taxis and PHVs on London’s streets from
2018; and
Increasing the uptake of ULEVs in freight and fleet organisations.
1.1.6 TfL also commissioned a Plug-in Electric Vehicle Uptake and Infrastructure Impacts
Study into the future uptake and impacts of EVs in 2015. This concluded that forecast
demand for EVs could reach about 8% of all vehicle purchases in Wandsworth by
2025.
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Wandsworth
1.1.7 The whole borough was declared an Air Quality Management Area for NO2 and PM10
in 2000, and Putney High Street and Clapham Junction are both Air Quality Focus
Areas as defined by TfL.
1.1.8 Provision for electric vehicle charging is incorporated into the policies within the Local
Plan. The Council currently requires developers to install electric vehicle charging
facilities in new developments in line with the standards set out in the London Plan.
The London Plan standards require 20% active provision (i.e. fully installed from the
outset) plus 20% passive provision (i.e. cabling provided for easier future installation
of charging equipment) in residential developments, and 10% active provision plus
10% passive provision in all other developments. These proportions are likely to have
to rise to accommodate the emission free future.
1.1.9 However, the current level of charging provision is too small to meet the projected
level of demand; lacking coverage across the borough and previously being spread
over several suppliers or schemes with little interoperability. Overnight charging is
possible for residents living in homes with private off street parking, but a substantial
number of the residents we expect to be interested in purchasing EVs live in areas
without off-street parking.
1.2
Technology
1.2.1 The UK has seen a surge in demand for ultra-low emission vehicles, including EVs,
and 2016 saw a record year of sales with the strongest growth in London and the
South East. ULEVs currently account for just over 1% of market share for new
vehicles registered in London, but the pace of demand and ever changing technology
means that by 2025 this is expected to have increased significantly. The majority of
ULEVs are electric cars, and projections indicate that there will be around 100,000
ULEV cars on London roads by 2025.
1.2.2 These cars are broken down into three types:
• Battery Electric Vehicles (BEVs) – these rely solely on battery power and can
travel between 100 and 300 miles on a single charge. Current examples seen on
our roads include the Nissan Leaf, BMW i3 and the Tesla S saloon. 2015 saw a 48
per cent increase in pure electric registrations compared to 2014
• Plug-in Hybrid Electric Vehicle (PHEV) – these employ a conventional petrol or
diesel engine alongside an electric motor. They have a relatively short range on
electric power (20-40 miles) but the use of both motors can return figures in excess
of 130 miles per gallon equivalent. Examples include the Mitsubishi Outlander
SUV, the newer Toyota Prius PHEV and the BMW i8 sports car. 2015 saw a 137
per cent increase in plug in-hybrid registrations compared to 2014
• Hydrogen Fuel Cell Electric Vehicles (FCEV) – still currently at a development
stage with limited production due to the difficulties of hydrogen production, storage
and refuelling. A charging station is open at the National Physical Laboratory in
Teddington with around 50 or so FCEVs in London. As no charging is needed,
these are not being considered as part of this document but will be a future factor
in ULEV uptake in the borough.
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1.2.3 There are currently three power levels associated with EV charging. These are:
• 3kw: this is the oldest standard and can typically be supplied by a standard
household 3-pin plug or via a street light charging point. A typical full charge of an
electric vehicle takes between 7 and 8 hours, meaning that it is most suited for
overnight charging at or near home or work, and the number of users in a 24 hour
period is low (typically 1 – 2).
• 7kw: a newer standard that requires a dedicated power source and connecting
cable type. A typical full charge on an electric vehicle takes 3-4 hours, meaning
that 3 or 4 users a day could fully charge. This supply is becoming common in
many current on-street or public car park charging points, as well as in
supermarkets and businesses. 99 of these charging points exist in Wandsworth as
part of the Source London network.
• 22 – 50kw (rapid): a high power rapid charging option to suit the needs of users
who need to charge their electric vehicle quickly to keep them in use, such as
taxis, commercial vehicles or company cars. A full charge typically takes 30-40
minutes, allowing for a high number of charges per day. Rapid points are now
available at most motorway service stations and are being planned by TfL as part
of their own network. Although smaller designs are becoming available, these units
are relatively large compared to lower power units and require significant local
power network capacity, so are more suited to off street provision.
lamp charging 3kw charging point Source London 7kw rapid charger
Figure 1.2: Examples of charging point technology in the UK 8
2.
CHALLENGES AND OPPORTUNITIES
2.1
Current situation in the borough
2.1.1 London Boroughs are currently working with BluePointLondon Ltd to deliver fixed
electric vehicle charging points as part of the Source London network. These are
parking bays in which electric vehicles only may park and only for the purpose of
charging. At December 2017 there are 99 street charging points for EV owners/users
across the borough in 33 locations, as shown in the table below. In addition to these
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points there are several borough residents with home charging stations who rent out
their driveways to commuters or visitors, via websites such as Parkopedia or ZapMap.
Approximately, 3,000 charge points have been consented with development.
Faster street (SoureLondon) chargers in Wandsworth (January 2018)
Brudenell Road (Tooting)
Albert Bridge Road (St. Mary’s Park)
Bramfield Road (Northcote)
Broomhill Road (Southfields)
Cabul Road (Latchmere)
Chartfield Avenue (West Putney)
Clonmore Street (Southfields)
Commondale (Thamesfield)
Coverton Road (Tooting)
Danebury Avenue (Roehampton)
Edgel Street (Fairfield)
Este Road (Latchmere)
Fallsbrook Road (Furzedown)
Grant Road (Latchmere)
Haldane Place (Earlsfield)
Heathfield Road (Wandsworth Common)
Hillbury Road (Bedford)
Keswick Road (East Putney)
Longwood Drive
Openview (Earlsfield)
Pountney Road (Shaftesbury)
Prince of Wales Drive (Site I) (Queenstown)
Prince of Wales Drive II (Queenstown)
Putney Leisure Centre (Thamesfield)
Rectory Lane (Furzedown)
Sistova Road (Balham)
St Johns Ave (East Putney)
Sutherland Grove (West Hill)
Vicarage Crescent (St Mary’s Park)
Waldron Road (Earlsfield)
Wandle Recreation Car Park
Waterman Street (Thamesfield)
Wimbledon Road (Tooting)
2.2
Projected growth in demand for EVs in Wandsworth
2.1.2 To understand likely growth in the longer term, in 2015 TfL commissioned a Plug-in
Electric Vehicle Uptake and Infrastructure Impacts Study into the future uptake of EVs.
The objectives were as follows:
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- Map where EV uptake is most likely to occur across London for cars, vans,
powered two wheelers and taxis
- Map the energy and power demand from EVs across London, to inform the London
Energy Plan
- Understand the infrastructure demand and impacts
2.2.2 Mapping was undertaken by Medium Level Super Output Area (MSOA) using data
supplied by the National Statistics Service. Each MSOA is generated automatically by
zone-design software using census data. They have a minimum size of 5,000
residents and 2,000 households with an average population size of 7,500. They fit
within local authority boundaries. There are 983 MSOAs in London, of which 37 are in
Wandsworth.
2.2.3 Two uptake scenarios were used for the study. In both scenarios, ULEVs represent
100 per cent of sales by 2050, as per the Committee on Climate Change (CCC)
projections (and now as per Government and Mayoral expectations). The projections
are shown in the table in Figure 2.2.
Figure 2.2: Baseline and high uptake scenarios (TfL).
2.2.4 The study found that Wandsworth currently has an EV share of about 1:500 of total
car sales, and 1:2500 of total van sales.
2.2.5 The study identified several key characteristics that correlate with the current
distribution of EV sales in London. This can help boroughs and charge point network
providers to identify where future EV uptake is likely to be in the short-medium term.
The key identifying characteristics were found to be, in order of weighting:
•
Employment – persons employed per household
•
Local EV policy – presence of supportive policy, for example, free parking for
EVs
•
Hybrid sales share – identifying where potential early adopters of new vehicle
technology live
•
High earning households
2.2.7 Uptake in future years was predicted by applying these characteristics to projected
population and car sales. The results for 2025 are shown in Figure 2.3.
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Figure 2.3: Predicted uptake in Wandsworth (baseline scenario to 2025)
2.2.7 The 2011 Census showed that approximately 87,000 cars were owned by borough
residents. Using the projections above, it can be estimated that by 2025 some 10,000
of these could be EVs. In addition increases are likely to be seen in neighbouring
boroughs as well as additional vehicles belonging to commuters and visitors. But the
future challenge is far greater again; most resident permit holders do not have access
to off-street parking and all these permit holders are predicted to be running electric
vehicles in a generation.
2.2.8 When compared against our neighbours we can see that Wandsworth is predicted to
have the highest EV numbers in South West London, save Richmond, as seen in
Figures 2.5 -2.6.
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Figure 2.4: Baseline TfL Scenario
Figure 2.5: High uptake TfL Scenario
2.3
Reaching the ‘tipping point’ for EV sales in Wandsworth
2.3.1 The study found that currently Wandsworth has an EV share of less than 1% of total
car sales and under 0.5% of total van sales. This is at level comparable with the rest of
London. Between December 2015 and January 2016 Populus interviewed over 1100
EV owners in London. They found that:
Most users are between 40 and 49 years old (29%) with the second highest age
bracket being between 30 and 39 years old (24%)
Most users are male (this was also reflected in the response to this strategy’s
consultation)
The average annual income of a user is £66,000
The highest barrier to using an EV is the lack of charging points
2.3.2 Figure 2.6 shows where the London market currently is on the EV growth trajectory.
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Figure 2.6: The London EV market development stage
2.3.3 The most critical factor in encouraging EV take-up in the borough is the network size,
speed and availability of suitable charging points. Too few options will stunt the growth
of EV ownership and usage by residents, discourage visitors, and potentially impact
on local businesses. Too many and there will be an issue with spaces left empty for
long periods of the day and constraints on parking.
2.3.4 Due to the low level of existing on-street provision, the majority of existing EV owners
in the borough have access to off-street charging at home or work or make use of the
other options, although there is mounting evidence of cables being run across and
over the pavement.
2.3.5 Looking forward to 2020 and beyond, in order to support further uptake a greater
percentage of EV buyers will need access to on-street charging. With an estimated
60% of households in the borough with no off-street parking, and an estimated 5-
10,000 EVs in the borough by 2025, this suggests a theoretical maximum of 6,000
residents who would require some form of on-street charging facility at that time whilst
EV owners with off-street home charging would still expect access to charging facilities
when out and about. While this is not a firm figure it gives a realistic assumption to
work to.
2.4
Usage and charging speed
2.4.1 As with any vehicle, usage will vary according to journey purpose and lifestyle, so not
all EV owners will need to charge every day. With a mixture of short journeys typical in
a London borough, and EV ranges varying between 120 and 300 miles depending on
the size and battery capacity, some users may only need to charge once or twice a
week, while others will need to either fully charge overnight or top up on a more
frequent basis.
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2.4.2 As noted in the charger types section above, the slow 3kw chargers can realistically
accommodate no more than 2 full charges within a 24 hour period, whereas the faster
7kw and 22kw chargers could accommodate between 4 -6 full charges in that time.
50kw rapid units have a theoretical maximum of 36-48 charges a day, although in
practice this is more likely to be 12-15 given that overnight usage will be light and
some vehicles will take longer than others. Each charge point should therefore be able
to accommodate a number of users in the course of a day or week.
2.4.3 Some chargers are likely to be more popular than others in the early stages, and this
will help shape the ongoing rollout of additional chargers in those locations. As usage
builds, the demand for chargers is likely to expand, with the need to keep apace of this
demand.
2.5
Other challenges in providing charging points
2.5.1 There are a number of other challenges that need to be overcome in order to provide
new charging points in the borough:
•
Controlled Parking Zones – use of a CPZ does not grant the user any
automatic right to park outside their own home, and aside from bays for
disabled drivers the Council does not at present reserve separate bays for
individuals. When providing faster charging infrastructure within a CPZ the bays
will need to be clearly marked as ‘EV only’ to allow scheme users to access the
charging points. It is likely that most will be at the start or end of a CPZ bay
•
Location of equipment – Many residential pavements are narrow and are
subject to existing numbers of streetlights, signposts and telecom cabinets. Any
installations will need to allow sufficient footway clearances. Options to
overcome these issues include using charging points mounted on street light
columns where these are at the kerbside or, where additional verges or wider
pavements permit, a series of kerbside posts.
•
Utilities (gas, electric, telecom) cables and pipes tend to be located either under
the pavement or close to the edge of the carriageway, which may preclude
installation of new pillars in some locations.
•
Heritage or Conservation areas – in these areas the colour and type of street
furniture used is subject to scrutiny.
•
Power requirements - The primary usage in residential areas is expected to be
overnight and therefore the need for more powerful rapid charging facilities is
low (see ‘Charger Types’ above). As such this type of charging might well be
delivered through a combination of 7kw pillars and 3kw street light-mounted
charging points. In locations closer to retail areas, usage is likely to be more
consistent through the day and night. In determining precise locations for all
types of charger, the power capacity of the local network will be a significant
consideration, and this will need to be assessed with UK Power Networks as
part of the survey process prior to installation. UKPN will also require all
charging infrastructure to be licenced for use. All electricity cost should be met
by the operator or user and will not be subsidised by the Council.
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3.
VISION, OBJECTIVES AND ACTIONS
3.1
Wandsworth’s residents and businesses will be able to use electric vehicles every day
and for any purpose. They will be confident that they will be able to recharge them
quickly and conveniently, taking advantage of their lower cost operation and in doing
so helping improve air quality.
3.2
Strategic Objectives
1.
To facilitate EV ownership and use amongst the following user groups through
an expanded charging network across the borough:
• Residents
• Businesses and their suppliers
• Car club operators
• Taxi and private hire fleets
2.
To provide a range of types of charging point to meet the needs of different user
groups
3.
To continue to trial new technologies as they evolve to ensure that charging
infrastructure keeps pace with vehicle technology and the needs of residents
and businesses
4.
To require private developers and landowners to provide EV charging on their
sites
5.
To raise awareness of the benefits of EVs and the charging infrastructure that is
available
3.3 Summary of Actions
1.
Provide a network of lamp column chargers to support the core needs of
residents
2.
Provide a network of faster chargers for both residential and commercial users
3.
Provide a number of rapid charging points, predominantly for commercial
vehicles
4.
Investigate how best to meet the charging needs of car clubs in the borough
5.
Work with providers to trial new technologies and work with TfL and operators
to achieve interoperability between systems
6.
Raising awareness of the EV market so people can understand options for EV
ownership
3.4
Details of actions
Action 1 - Provide a network of lamp column chargers
•
Residents who are potential EV drivers may also need other, more convenient
forms of charging in addition to the fast charging network. Some residents may
have requested that the borough install charging devices closer to their homes,
with priority in usage given to residents over visitors to the area. A number of
operators are developing EV charging systems that enable charging points to
be installed onto existing lamp columns. These tend to be slower-charging, 3kw
devices, which allow vehicles to be charged overnight. It should be noted that
lamp column chargers can only be fitted to lamp columns located at the kerb
side to avoid cables being trailed across the footway.
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•
LB Hounslow and LB Richmond upon Thames have trialled such a scheme with
Ubitricity and installed two prototype 3.5kw sockets as a retrofit on existing
street lamp columns. The borough is currently exploring similar systems with
other providers, with a view to trialling this technology in Wandsworth. Trials
could take place in Controlled Parking Zones, which would enable usage to be
restricted to residents and permit holders. Residents’ parking signage would be
attached to the columns. However, there are currently a number of legal,
regulatory, funding and parking questions regarding this type of EV charging
which need to be addressed prior to roll out.
Action 2 - Provide a network of faster chargers
•
At present, 73% of all EV users charge at home and 62% also charge in public,
with the majority of these using on-street facilities at least once a week.
However, in areas identified as of potential high future demand, such as
Northcote and Shaftesbury, most homes are without off-street parking. A high
proportion of new users in these areas will require on-street facilities much
more frequently than expected to be the case with current EV users. In areas of
high future demand, a lower level of homes are without on-street parking, but
this will still mean a growth in demand for on-street facilities.
•
The network of on-street charging facilities is limited in the borough. However,
the Council is currently rolling out a network of faster, 7kw charge points
suitable for borough residents, visitors and other owners of EVs.
•
The table in paragraph 2.1 sets out the current provision for on street fast
chargers. Each site will have at least three charging points, with capacity to
expand to five points per site if future demand warrants this. These figures will
be regularly reviewed to assess usage to date and re-evaluate future predicted
growth.
•
All locations where residents have requested EV charging points will be
mapped to ensure that suitable coverage is achieved. Each of the on-highway
sites will require Traffic Regulation Orders in order to proceed, which are
subject to consultation with local residents and businesses in the vicinity.
Parking restrictions introduced at the charging points will include requirements
that only vehicles being charged are allowed to park in the charging point bays.
•
Locations have been chosen to achieve an even spread of charging points
across the borough, taking into account resident requests that have been
received. Many of the sites in the first phase have been located in locations
near retail areas to help raise awareness of the new network and encourage
EV uptake. However, further phases are likely to be in more residential areas. A
number of criteria apply to the sites to overcome the challenges set out in
Section 1 of this strategy (such as minimum footway clearances, distance from
existing utilities etc.
•
Council officers undertook an analysis of the offers available from different
potential fast charging point operators, and concluded Bluepoint was the best
and most cost effective partner for the delivery of the borough’s policy.
Bluepoint operate electric charging points for a growing number of other
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boroughs, with TfL and 14 other boroughs signed-up to the scheme, including
Wandsworth. Capital costs for providing the scheme, including the provision,
installation and maintenance of the charging points, will not fall upon the
Borough. Bluepoint also bear the cost of the electricity used by the charging
points. Bluepoint must discuss the scheme in a formal Annual Meeting with
Council officers.
Action 3 -Rapid Charging Points for commercial vehicles Taxis and Private Hire
Vehicles
•
From 1 January 2018, all taxis licensed for the first time must be zero emission
capable (ZEC). For Private Hire Vehicles (PHVs) the requirements are
staggered, with the ZEC requirement for all new PHVs presented for licensing
being applied from 2020. Regardless of age, all vehicles granted a private hire
licence for the first time after 1 January 2023 will be zero emission capable.
These vehicles are in use for long periods and so require high-speed charging
facilities in strategic or central locations that are convenient for railway stations,
town centres and the main highway network.
•
The growth of the PHV market seems to be moving more towards the use of
freelance drivers who may be able to meet much of their charging demands at
home. Nonetheless, they are still likely to rely to some extent on the ability to be
able to rapidly charge their vehicles if necessary during the day. Other than taxi
ranks at stations and key centres, there is little data available on where cab
drivers park or take breaks, and this will also be a critical issue in site selection.
This may require some surveys amongst licenced drivers and cab companies.
Light Commercial Vehicles (LCVs)
•
Light Commercial Vehicles (or vans) have grown in use (measured in miles)
across London over the last decade. This may be because of the growing
service economy in London, including an increase in demand for deliveries to
homes as a result of Internet shopping. The energy use and therefore demand
for charging per LCV is substantial, because an LCV tends to be in constant
use throughout the week. Some EV LCVs will normally return to a private depot
for charging after use by employees during their shifts, rather than charge
elsewhere, but there is likely to be some potential demand for rapid charging
facilities to enable drivers to charge vehicles while at work, where necessary.
Finally, some car drivers in 21 small-medium enterprises (SMEs) will require
the ability to rapidly charge their cars, for example if their occupation involves
driving between many different destinations each day. Provision of Rapid
Charging Points
•
Considering the demand for rapid charging from a variety of markets, there is a
need for the Council to work with TfL to investigate options for some off-street
rapid charging facilities in areas of high anticipated demand, in addition to our
standard fast charging network. Due to the current size of rapid chargers it is
not envisaged that these can be accommodated on street. Emerging
technologies are potentially capable of a single rapid charger unit being able to
charge six vehicles simultaneously.
•
Alternative locations could potentially be on private land and shared between
commercial and public use at different times of the day.
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Action 4 – Meeting the needs of car clubs
•
Residents and small businesses are also served by car clubs in the borough.
Two car clubs currently operate in the borough, using fleets of conventional
petrol and diesel cars as well as vans. Zipcar and Enterprise Car Club operate
from 139 designated on-street car club bays across the borough. A number of
new operators have come to the market to offer free floating, bay-free car
clubs, including Zipcar Flex, who have recently launched in Wandsworth. This
is where car clubs vehicles can be parked in any bay, and once hired do not
need to be returned to the same bay from which they were picked up.
•
At the moment, due to the lack of infrastructure in the borough no operator has
brought forward detailed proposals for deploying EVs in their local fleets,
although both have said that if infrastructure was provided they would seek to
convert a certain percentage of their fleet to EVs.
•
Under the Mayors Electric Vehicle Delivery Plan, car clubs are required to
contribute to the target of achieving 50 per cent ULEVs in the London car club
fleet by 2025. The Council therefore needs to consider what proportion of the
existing car club bays are capable of being equipped with a charging point, and
to work with providers to identify what their plans are.
•
Depending on the Council’s discussions with the two operators it may be
possible to locate resident charging bays alongside car club bays in order to
economise on the infrastructure needed. There is a likelihood that TfL / OLEV
will fund the provision of EV points in car club bays.
•
An alternative solution for charging car club vehicles, particularly those that
operate under a free floating model, may be mobile rapid charging solutions.
This is where a rapid charger is housing within a van, which travels to the
location where the car club vehicle is parked to rapidly charge it. This could be
a solution for fixed car club bays where there is insufficient footway width to
accommodate the charger or if in future free floating car clubs are operating
within the borough.
Action 5 – Work with providers to trial new technologies and work with TfL and
operators to achieve interoperability between systems
•
The EV market is likely to develop rapidly and innovations are likely to be
brought forward at an increasing rate. These will include different charging
technologies, which can improve the convenience, efficiency and speed of
charging, while mitigating the risk to the electricity network from peaks in
demand. The Council will work with providers to develop the new technologies
and trial them on street.
•
In order to ensure ease of use for drivers, systems must be interoperable. In
particular, the same access and payment methods must work between
providers across all the new EV technologies. The Council will work with
Transport for London to ensure that this is achieved.
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Action 6 - Raising awareness of the EV market
•
Potential EV owners need to feel confident that using an EV will be easy. A
number of national websites already exist which are aimed at established EV
users, for example zapmap.com. However, the borough’s EV web pages need
upgrading and can be developed into a website dedicated to EV users in
Wandsworth. This can offer bespoke advice and can link with local businesses,
for information and to provide special offers for EV users. Related to this, EV
users in areas or in the borough as a whole may be able to communicate with
each other and develop local proposals for suggestion to the borough and other
partners. In this way, raising awareness of the EV market via websites and
other channels can act as a two-way channel.
3.5
Funding of infrastructure
3.5.1 Depending on the type of charging point, the initial cost of purchase, installation and
maintenance of the points are likely to be substantial, as well as the statutory order
costs for equipment siting, bay designation and enforcement. The Council’s view is
that as much of this as possible should be met by the scheme operator and that the
Council should not be subsidising scheme membership or electricity costs for EV
users. The Council will therefore seek to minimise its costs for procuring the charging
point network, and will consider a wide range of potential funding sources. These may
include:
- Private partners and other commercial deals e.g. Bluepoint London
- Mayor’s Air Quality Funding (future rounds)
- Office for Low Emission Vehicles (OLEV) grant funds
– this is currently under review by OLEV
- TfL Local Implementation Plan funding
- Development levies such as section 106 funding or Community Infrastructure Levy
4.
Targets and Monitoring
4.1.1 The monitoring table in this chapter sets out how the Council will keep track of the
delivery of its overall strategy vision, objectives and actions.
Measurement
Baseline
Target 2018
Target 2025
Expansion of
Number of fast
9
129
To be
charging
charging points
determined
network
Number of lamp
0
at least 166
To be
charging points
(and at least
determined
166 in 2019)
Number of rapid 0
5
To be
chargers in
determined
Wandsworth
EV ownership in EV registrations
353
500
10,000
Wandsworth
in Wandsworth
Conversion of
Number of EV
0
1
All
car clubs to EV
car clubs
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Increase private Number of
3,000
3,500
100%
off-street EV
consented EV
consented
parking spaces
parking spaces
spaces from
2025 to be EV
compatible
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