Making the right connections. General procurement guidance for electric vehicle charge points

Making the right connections General procurement guidance for electric vehicle charge points

UK EVSE Association Innovation Centre Science and Enterprise Park Holywell Park Loughborough University LE11 3AQ T: +44 (0)1509 635 750 F: +44 (0)1509 635 751 E: info@ukevse.org.uk www.ukevse.org.uk Authors: Myles Barker Cenex Robert Evans Cenex This guide does not necessarily reflect the views of the UK EVSE Association, nor should such opinions be relied upon as statements of fact. While all due care has been taken in preparing this guide, neither the UK EVSE nor Cenex, its authors or contributors, accept any liability for the accuracy of the contents and opinions expressed therein and no responsibility can be accepted for inaccuracies. The data contained in this document is for general information only. Readers are advised that the law and practice may change from time to time. This document is provided for information purposes only and does not constitute legal advice. Professional legal advice should be obtained before taking or refraining from any action as a result of the contents of this document. Contents 1.0 Introduction and Executive Summary 1 1.1 Who and what is this guide for? 1 1.2 Nationwide policy context 1 1.2.1 The Plug-in Car and Van grants 1 1.2.2 Charging infrastructure grants 1 1.2.3 National planning policy 1 1.3 Charge Point project implementation the six P s 2 1.3.1 Placement 2 1.3.2 Product 2 1.3.3 Price 2 1.3.4 Pay As You Go 2 1.3.5 Project Management 3 1.3.6 Publicity 3 2.0 EV Charge Point products 3 2.1 Introduction 3 2.2 Types of Charge Point 3 2.2.1 Slow or standard charging 3 2.2.2 Fast charging 4 2.2.3 Rapid charging 6 2.2.5 Supercharging 7 2.2.6 Vehicle-side connectors 7 2.2.7 Charging speeds 7 2.3 Charge Point system components 9 2.3.1 The Charge Point Management System 10 2.3.2 CPMS operations and Host responsibilities 10 2.3.3 Charge Point equipment components 11 3.0 Charge Point access and Pay As You Go charging 11 3.1 Introduction 11 3.1.1 Charge Point access methods 11 3.1.2 Pay As You Go options 13 4.0 EV Charge Point placement 14 4.1 Introduction 14 4.2 Types of location 14 4.2.1 Workplace 14 4.2.2 Public car park 14 4.2.3 On-street 14 4.3 Permissions 15 4.3.1 Legal agreements 15 4.3.2 Planning consent 15 4.3.3 Advertising consent 15 4.3.4 EV parking bay layout 15 4.3.5 EV parking bay enforcement 17 4.3.6 The site impact of your Charge Point installation 18 4.3.7 Resident or neighbour business consultation 18 4.4 Energy supply 18 4.4.1 Using the Charge Point Host s energy supply 18 4.4.2 Installing a new energy supply 19

General Procurement Guidance for Electric Vehicle Charge Points 5.0 EV Charge Point Project Management 21 5.1 Introduction 21 5.1.1 Project Management and work items 21 5.1.2 Charge Point and installation service providers 21 5.1.3 Timescales 22 6.0 Charge Point price and procurement 23 6.1 Introduction 23 6.2 Typical Charge Point capital equipment costs 23 6.3 Typical Charge Point revenue costs 25 6.4 Charge Point installation costs 26 6.5 Charge Point procurement 26 6.5.1 Quotes and tenders Price 26 6.5.2 Quotes and tenders Quality 28 6.5.3 Local or Public Authority Charge Point procurement 29 6.5.4 Private business Charge Point procurement 30 7.0 Charge Point maintenance and warranty 31 7.1 Introduction 31 7.1.1 Who performs maintenance and when? 31 7.1.2 Maintenance of publicly accessible Charge Points 31 7.1.3 Service Level Agreements for public Charge Point maintenance 31 8.0 Marketing and publicity 33 8.1 Introduction 33 8.1.1 Making your employees aware of Charge Points at work 33 8.1.2 Making the public aware of your Charge Points 34 9.0 Appendix 36 A1.0 Plug-in vehicle market growth in the UK 36 A1.1 Other incentives for Plug-in vehicles 36 A1.2 Charge Point equipment components 37 A1.2.1 Public fast Charge Point equipment components 37 A1.2.2 Rapid Charge Point equipment components 38 A1.3 Energy supply and site survey requirements 38 A1.4 Distribution Network Operators 40 A1.5 Glossary of Terms 41 A1.6 Normative References 49 A1.7 Other References 49 A1.8 UK EVSE Factsheets 50 Figure 1.0 A typical Mode 2 EV charging cable 3 Figure 1.1 A typical slow Charge Point installation 4 Figure 1.2 A typical Mode 3 EV charging cable 4 Figure 1.3 A typical domestic Type 2 socket Charge Point installation 5 Figure 1.4 A typical AC current Type 2 plug and Charge Point socket 5 Figure 1.5 A typical public Type 2 socket Charge Point installation 5 Figure 1.6 A typical rapid Charge Point installation 6 Figure 1.7 The three rapid Charge Point EV connectors 6 Figure 1.8 EV vehicle-side AC plugs and sockets 7 Table 1.0 EV connection types, charging speeds and suggested site suitability 8 Figure 1.9 Charge Point system architecture 9 Figure 2.0 The steps commonly involved in obtaining a charge from a public Charge Point 12 Figure 2.1 EV parking bay layout 16 Figure 2.2 The P660x9 EV sign 18 Table 1.1 Charge Point types, charging times, and energy supply requirements for workplace and public locations 20 Table 1.2 Charge Point project stakeholders and their suggested tasks 22 Table 1.3 Charge Point types, brief specification and indicative cost 24 Table 1.4 Indicative running costs for EV Charge Points 25 Table 1.5 Charge Point project capital purchase items Questions to keep in mind 27 Table 1.6 Charge Point project revenue (annual) purchase items Questions to keep in mind 28 Table 1.7 Potential quality questions to ask a tendering/quoting organisation 28-29 Table 1.8 What to look out for in a maintenance SLA for public Charge Points 32-33 Table 1.9 A typical Charge Point information event agenda 34 Table 1.10 Vital Charge Point location information to gather 35 Figure A1.0 Plug-in Car Grant Eligible New EV Registrations 36 Table A1.0 Low Emission car Benefit in Kind taxation changes 37 Figure A1.1 Typical fast Charge Point components 37 Figure A1.2 Typical rapid Charge Point components 38 Table A1.1 Information to be gathered during a Charge Point site survey 38-39 Table A1.2 UK District Network Operators 40

1 General Procurement Guidance for Electric Vehicle Charge Points 1.0 Introduction and Executive Summary 1.1 Who and what is this guide for? This document provides a general overview of the procurement, processes and procedures required to complete a Charge Point project from equipment considerations to location choice, planning, power supplies, servicing and maintenance and revenue opportunities. It is intended for public organisations and private companies wishing to purchase Electric Vehicle (EV) Charge Points to support staff, visitors and residents that possess (or have recently ordered) a Plug-in EV. It is intended only as a guide and the reader is reminded that use of the information is at the reader s risk. Please note that legal advice must be sought by the reader if an agreement or contract is needed between parties in a Charge Point project. The relevant Local Authority departments must be consulted for planning and advertising consent and Traffic Regulation or Management Order (TRO/TMO) changes. Stakeholders that may find this guide and its related Factsheets useful are: ffbusinesses wishing to install Charge Points for their, or their employees /visitors vehicles; ffreal estate developers wishing to install Charge Points for their tenants, clients or customers vehicles; ffcar clubs and low carbon taxi firms wishing to install Charge Points to support their fleets; ffbus companies wishing to run Plug-in electric buses; ffvehicle franchise dealers wishing to install Charge Points for their, and their customers vehicles; fflocal Authorities (e.g. County, Borough and City Councils) wishing to install Charge Points to support their, or their employees /visitors vehicles; ffpublic Authorities (e.g. Police, Fire and Ambulance services) wishing to install Charge Points to support their, or their employees /visitors vehicles. 1.2 Nationwide policy context The UK market for EVs has grown dramatically since 2010. This is mainly due to vehicle manufacturers offering a range of Plugin vehicles, several incentive support measures offered by the UK Government and increasing public awareness of the impact of road transport emissions on the environment. There are now (as of January 2015) over 22,000 pure Battery Electric Vehicles (BEVs), Plug-in Hybrids (PHEVs) and Extended Range Electric Vehicles (EREVs) on UK roads (see Figure A1.0 in Appendix A1.0) and over 7,500 Charge Points in towns and city centres, at motorway service stations and across the UK to serve these vehicles. The growth of the UK Charge Point sector has also been supported by UK Government incentives together with private sector activities. 1.2.1 The Plug-in Car and Van grants The UK Government (Office for Low Emission Vehicles or OLEV) introduced a package of support measures in 2010 to stimulate market uptake of low emission Plug-in vehicles. The Plug-in Car and Van Grants offer 35% (up to 5,000)* and 20% (up to 8,000) off the purchase price of a new Plug-in car or van (with <75gCO 2 /km at the tailpipe), respectively. Both of these grants will have already been applied to the sales price that you see in a dealership showroom. Please note that Enhanced Capital Allowance (ECA) is applicable to both Plug-in cars and vans, but specific rules apply to Plug-in vans bought by a business and written off against tax in the first year. Currently (January 2015), a business wishing to purchase a Plug-in van must choose either to use the Plug-in Van Grant or opt for the ECA route. It is important that you weigh up these options before making a decision on an electric van. Other incentives are discussed in Appendix A1.1. * The Plug-in Car Grant percentage will change from 25% to 35% from April 1st 2015. 1.2.2 Charging infrastructure grants If you are a business or a public sector organisation considering purchasing and installing EV charging infrastructure, but are struggling to find the budget to do so, it is definitely worth researching whether you are eligible for Charge Point grant support from OLEV or the Department for Transport (DfT) Local Sustainable Transport Fund (LSTF). More details of the grants available are provided in the UK EVSE Charge Point Grant Funding Factsheet (please see www.ukevse.org.uk or contact the Secretariat for further information). 1.2.3 National planning policy The National Planning Policy Framework (2012) sets out that local Planning Authorities should support development which facilitates the use of sustainable modes of transport through the provision of infrastructure. In addition, the London Plan (2011) states that residential developments and workplaces should have 20% of parking spaces available for EVs. For retail locations this must be 10% allocation for EVs. As a result, most Local Authority planning departments now have planning policies that incorporate Charge Points. This is one of the reasons

General Procurement Guidance for Electric Vehicle Charge Points 2 why you now see arrays of Charge Points at new supermarket stores. If you are a public or private organisation planning a new build, please contact your local planning department to confirm your obligations. To make the planning process easier for Charge Point installations at existing properties or locations, there are currently a number of exemptions that apply to Charge Points under the permitted development rights set out in Statutory Instrument 2056. This means that an organisation may not need to obtain planning permission for installing Charge Points at an exempt location. Further information on national and local Government policy that may affect or assist you in installing Charge Points is provided in the UK EVSE National and Local Government Policy Support for EV Charge Points Factsheet (please see www.ukevse.org.uk or contact the Secretariat for further information). 1.3 Charge Point project implementation the six P s Charge Point installations are based on six main aspects. The Placement of the equipment, the type of Charge Point Product wanted, the Price of the equipment and installation, whether to make the equipment Pay As You Go, the Project Management required to make sure the project runs smoothly and the Publicity required to ensure that the equipment is used. 1.3.1 Placement The most important P is Placement, this is because finding the right location for a Charge Point is vital to make sure the costs of installation are kept down and that the equipment is convenient for the EV driver and will be used. Typical placements (besides at home) include workplace car parks, publicly or privately owned car parks (e.g. city council or shopping centre car parks, respectively) or on-street locations. Placement depends on the purpose of the equipment and the location s characteristics (for further information see section 4). 1.3.2 Product It is important to consider the type of equipment that you want to install when wishing to support EV charging. Section 2 discusses the different charging levels and technologies, but essentially there is a choice of equipment with AC or DC current output that allows a 100% charge over a wide time range including overnight, during working hours, in half a day or down to one to two hours or even in 30 minutes. The technologies and speeds are typically chosen based on the placement site characteristics including who the Charge Point is meant for (staff or public or both), the power availability, opening hours and amenities at the site and whether there is an intention to obtain revenue from the equipment. Other aspects to consider include the exposure to weather the units will endure, what vandal and graffiti protection the equipment offers, its impact on the local environment including noise and aesthetics and how easy the unit is to maintain. Please note that inductive (or wireless) charging technologies are not addressed in this document. 1.3.3 Price The cost of the equipment is important, but should not be used alone when making a decision on equipment and installation service providers. A common mistake seen in procurement is that an organisation chooses the least expensive Supplier with little emphasis on the quality of the equipment and aftersales service. It is very important to consider the experience of the companies tendering for your project, how they look after their customers during and after installation and whether there is any independent past experience that you can draw upon to help you make your decision. This is particularly useful for private organisations purchasing equipment, but not necessarily for Public or Local Authorities who must only use the returned tender documentation to make a decision. This is why writing a tender specification carefully can help Public or Local Authorities avoid making the wrong choice of Supplier and Installer (for further information see section 6). The largest cost variable is the capital cost associated with installation. It is very difficult to provide a rough cost for installation as it will depend on the site characteristics such as whether an energy supply exists and has enough capacity or needs an upgrade, how far the installation is from a suitable energy supply, what surface the Charge Point is to be mounted on and what vandal, graffiti and accident protection is needed to keep the unit safe. 1.3.4 Pay As You Go As a potential Host of a Charge Point, you must consider whether to bill your EV-driving staff or visitors for the use of the equipment. In some circumstances you will not have a choice and must deploy a payment solution. Pay As You Go (or PAYG) is a general term that people associate with non-contract mobile phones. PAYG for Charge Points is quite similar and most of the Charge Point Suppliers (CPSs) or Charge Point Network Operators (CPNOs) offer one or more solutions to allow you to generate revenue from your equipment. For clarity, the PAYG service provided by the Supplier or Network Operator includes a means of access to Charge Points with an add-on of billing the EV driver for Charge Point use and a means of settlement with the Charge Point Host (CPH). This is a natural add-on to a Charge Point Management System (CPMS) that provides access to, and monitors, Charge Points (see section 2.3.1). PAYG options, tariffs and considerations are discussed later in section 3.

3 General Procurement Guidance for Electric Vehicle Charge Points 1.3.5 Project Management The penultimate P is Project Management. This is important to make sure that your Charge Point project runs smoothly and finishes on time. As with any project involving several stakeholders, there must be a knowledgeable and contactable individual or external organisation responsible for monitoring progress and organising everyone. Installations of one or two charge points may be managed internally without too much additional work. However, installations at multiple locations and with several site Hosts must be managed by a dedicated individual or external organisation to avoid mistakes and delays. Project Management is discussed in section 5.1.1. 1.3.6 Publicity is used and PAYG revenues are maximised (if enabled). This can be done by a variety of means. Hosts typically take advantage of the CPNO service provider s own website and smartphone App map and information channels such as Twitter, Facebook and their member base. Other opportunities such as advertising or press articles in local publications can help, but the best solutions include providing location information to mapping services and information days. For those Hosts with a promotion budget and publicly accessible Charge Points, it makes sense to set up information days for local public and employers to explain to them what EVs and Charge Points are. The CPS or CPNO may be able to help with this type of event. Most Charge Point Host organisations usually add information to their own websites (for further information see section 8). Last, but not least, is getting the word out that there are new Charge Point installations. This is particularly important for publicly accessible Charge Points to ensure that the equipment 2.0 EV Charge Point products 2.1 Introduction This section is intended as a brief guide to the Charge Point infrastructure and services available to the potential Host. The technologies and charge access methods are described along with requirements and suitability of equipment for certain locations. Please note that inductive (wireless) charging is not discussed in this document. 2.2 Types of Charge Point One major consideration when choosing a Charge Point is its compatibility with EVs. Charge Points can offer Alternating Current (AC) or Direct Current (DC) or both AC and DC ranging from 13Amps to 335Amps current. Please note that when a charging time is referenced in this document it is based upon charging a 24kWh lithium polymer traction battery. More detailed installation examples (including earthing considerations) and checklists are available in the IET Code of Practice for Electric Vehicle Charging Point Equipment Installation. (RCCBO) in addition to the circuit breakers in the existing distribution board and the main building fuse. This type of Charge Point will usually charge an EV from flat to 100% in 8-12 hours and is not recommended because the UK household plug and socket connection (BS1363-1) was not designed for continuous loads of 10-13Amps. Charging performed using this equipment with a vehicle cable that has a pilot signal between an in-line control box in the vehicle cable and the EV is called Mode 2 charging (see Figure 1.0 below). Figure 1.0 - A typical Mode 2 EV charging cable 2.2.1 Slow or standard charging Generally speaking; a slow or standard Charge Point refers to a 13Amp AC three pin domestic socket (conforming to BS1363-1) on a separate circuit to other sockets (a radial circuit from the distribution board). The plug socket is usually protected by a Residual Current Circuit Breaker with Overcurrent protection Image courtesy of EV connectors. Other connection types including the blue or red industrial Commando connectors (EN60309-1; single phase and three phase, respectively) are also used in Mode 1 and 2 charging

General Procurement Guidance for Electric Vehicle Charge Points 4 of EVs (including electric buses), or to connect mobile rapid Charge Points to the energy grid. They are designed to carry greater currents than a domestic BS1363-1 connection (usually 16-32Amps single or three phase). The Commando connection will not be discussed in further detail in this guide. For further information please see the UK EVSE Electric Bus Charging Factsheet (available at www.ukevse.org.uk). A typical slow Charge Point installation with RCCBO protection and an optional timer is depicted below in Figure 1.1. A functional switch is sometimes installed between the distribution board and the Charge Point. This type of installation is usually only installed at domestic properties where overnight charging times are achievable and where the installation is very cost sensitive. Figure 1.1 - A typical slow Charge Point installation Main Fuse Energy Meter Distribution Board Timer Charge Point Switch 2.2.2 Fast charging Figure 1.2 A typical Mode 3 EV charging cable A fast Charge Point refers to equipment that charges an EV from flat to 100% in about four to six hours and usually supplies AC energy at 16 or 32Amps. Please note that the speed of charge also depends on the vehicle on-board AC to DC converter for power supplied to the EV from an AC Charge Point. The EV communicates with the Charge Point via a pilot signal conductor built into the charging cable. This is termed Mode 3 communication and a typical charging cable is shown in Figure 1.2. Mode 3 charging allows earth continuity and other safety parameters to be checked before allowing the vehicle to charge (as per EN61851-1). A typical domestic installation with a Type 2 socket configuration and an additional timer (when this feature is not built into the vehicle or Charge Point) is depicted below in Figure 1.3. New components are typically installed after the existing distribution board. Image courtesy of EV connectors.

5 General Procurement Guidance for Electric Vehicle Charge Points Figure 1.3 A typical domestic Type 2 socket Charge Point installation Main Fuse Energy Meter Distribution Board Timer Switch Charge Point Fast Charge Points generally possess seven pin Type 2 sockets and are of a relatively small size suitable for ground or wall mounting (typically 300mm W x 300mm H x 200mm D for a single Type 2 socket wall unit or 300mm W x 1200mm H x 300mm D for a ground mounted unit). The Type 2 connector is an infrastructure standard (EN62196-2) adopted by the UK and the EU to serve most EVs charged by single or three phase AC energy. An example of the plug and socket is given below in Figure 1.4. Figure 1.4 A typical AC current Type 2 plug and Charge Point socket Male Plug Pin-out Male Plug Proximity Pin Control Pilot Earth Neutral Female Socket Live 1 Live 3* Live 2* *typically used on a three phase AC current connection only. The proximity pin of a Type 2 plug disconnects the power before the plug is removed if charging is still underway and the driver tries to unplug from a Charge Point without a locking socket. The control pilot pin is used in Mode 3 communication between the Charge Point and the EV. Most Charge Points lock the Type 2 plug into the socket whilst charging in order to prevent premature removal. Wall mounted fast Charge Points (like the one depicted in Figure 1.3) are normally installed either at home or at a workplace where there is control over access to the location. Other fast Charge Point variants are usually installed in car parks or onstreet. An example of a public fast Charge Point installation is given below in Figure 1.5. This type of Charge Point requires greater power access control, communications circuitry, weather and vandal proofing than domestic or workplace solutions and is usually more expensive for these reasons. The installation may require a new energy supply connection and feeder pillar with a new energy meter and distribution board, which also adds to the cost (see section 4.4 for further information). Figure 1.5 A typical public Type 2 socket Charge Point installation Energy Meter Distribution Board Main Fuse Charge Point 1 2 Feeder Pillar 3 1 LED indicator lighting; 2 Display; 3 RFID card reader. Figure not to scale.

General Procurement Guidance for Electric Vehicle Charge Points 6 2.2.3 Rapid charging A rapid Charge Point will provide either 80% or between 80% and 100% battery charge in up to one hour and may supply AC or DC energy, but not always both at the same time or to the same vehicle (this is site energy supply and Charge Point model dependent). EVs that are capable of accepting a DC rapid charge rely upon an off-board charger situated within the Charge Point. In this case, the off-board charger communicates with the EV in order to determine traction battery parameters and whether it is safe to charge. Rapid Charge Points are usually ground mounted and resemble a conventional petrol pump. The units possess similar components to fast Charge Points (such as a Radio Frequency ID, or RFID, card reader, display module and GPRS modem). However, on the DC side the similarity stops there. The equipment has an internal or off-board charger that converts and conditions AC into DC energy suitable for charging an EV battery directly (for DC charging). The AC rapid charge connection contains similar components to a fast Charge Point, but for a higher output current and over three phases. Rapid Charge Points also have tethered plugs to connect to an EV, and at the time of writing there were three connectors competing for support from vehicle manufacturers. Please see Figures 1.6 and 1.7 below for further details. One rapid Charge Point connector utilises the previously mentioned Type 2 plug format at a higher AC Amp and power rating (43kW three phase output). The other two are dedicated DC connectors providing DC energy at up to 100kW output. The Japanese JARI JEVS G105 connector is one standard and is used by most CHAdeMO Association compliant charging equipment (usually 125Amps and 50kW output). The third connector is the Combined Charging System (aka CCS or Combo 2) DC connector. Figure 1.6 A typical rapid Charge Point installation Charge Point Energy Meter Distribution Board Main Fuse 1 2 3 4 Feeder Pillar 1 LED indicator lighting; 2 Display; 3 RFID card reader; 4 Tethered plug receptacle. Figure not to scale. Figure 1.7 The three rapid Charge Point EV connectors Male Plug Female Plug Female Plug Female Socket Male Socket Male Socket CHAdeMO JEVS G105 Type 2 Combo 2 CCS Left CHAdeMO JARI JEVS G105 DC plug and vehicle socket; middle Type 2 plug and vehicle socket; right Combo 2 or CCS plug and vehicle socket.

7 General Procurement Guidance for Electric Vehicle Charge Points This is similar to the Type 2 connector, but with none of the AC power pins and an additional two DC power pins incorporated into the plug below the Type 2 section. Importantly, vehicles possessing the CCS socket can obtain a charge from a tethered Type 2 plug Charge Point (the first option in the rapid Charge Point connectors listed). However, the ability of the vehicle to properly utilise the high power available via the tethered Type 2 plug on a rapid Charge Point will largely depend on the vehicle s on-board charger (i.e. the power rating of the vehicle s own AC to DC rectifier). All three rapid charging methods communicate with the EV to make sure that it is safe to charge the vehicle. Charging using the tethered Type 2 connector utilises the Mode 3 communication protocol in a similar way to fast chargers. DC charging using the JEVS G105 connector is often termed Mode 4 communication. This is where the Charge Point communicates with the vehicle via the vehicle CANbus. Charging via CCS utilises Power Line Communications (PLC; HomePlug Green PHY) to communicate between the Charge Point and the EV under a separate standard to the JEVS G105 connection (ISO 15118 series). 2.2.5 Supercharging At the time or writing (January 2015) Tesla had started installing Superchargers across the UK to provide charging facilities for their vehicles. The charging equipment is bespoke to Tesla with an adapted Type 2 tethered plug that can provide DC energy at up to 145kW, 450Volts and 335Amps. The tethered Type 2 plug is physically compatible with other EVs with a Type 2 vehicle socket that accepts AC energy. However, charging will not take place because both the DC current output offered to the EV by the Supercharger and communication between the EV and the Supercharger are not compatible. The installation is not insignificant. It usually requires a new energy grid transformer, housing for the power electronics (AC to DC rectifier and power conditioning) and room for the Charge Points themselves. Installations of this nature on public or private land are likely to need planning permission and extensive work with the District Network Operator (DNO) to obtain enough power capacity. However, it will be worth the effort to provide a Supercharger facility to draw visitors in to your site. 2.2.6 Vehicle-side connectors It is worthy of note that there are two main vehicle-side sockets utilised by vehicle manufacturers for fast AC current charging (please note that AC and DC rapid charging vehicle sockets are shown in Figure 1.7 above). These are namely the Type 2 male socket and the J1772 or Type 1 five pin male socket. The vehicleside Type 2 socket is an inversion of the plug and socket setup used at the other end of the detachable cable used by the EV driver to plug into the Charge Point and can allow three phase AC charging where this is possible. The J1772 socket can only accept single phase AC energy limiting the vehicle s kw power acceptance. The J1772 socket is usually found on its own on PHEVs and EREVs, but can also be found on some BEVs that accept a DC rapid charge utilising a separate socket for the JEVS G105 plug. It should be noted that some newer PHEVs on the market have started to include rapid charger sockets and some also use the Type 2 male socket. Please see Figure 1.8 below for further details on vehicle-side AC connectors. 2.2.7 Charging speeds As previously indicated, EV charging speeds vary depending upon the charging infrastructure power output, the Charge Point connector type, the vehicle-side connector type, the EV battery chemistry, State of Charge (SOC) and capacity, and the on-board charger kw power rating (for AC charging). Table 1.0 below attempts to summarise the different connections, charging speeds and site suitability. Figure 1.8 EV vehicle-side AC plugs and sockets Female Plug Male Socket Female Plug Male Socket Control Pilot Proximity Pin Earth Live 1 Live 2/N Live 1 Earth Recess for plug lock Neutral Live 2* Control Pilot Live 3* Proximity Pin Release button and hole for padlock Left Type 2 female plug and male vehicle socket; right J1772 female plug and male vehicle socket. *typically used on a three phase AC current connection only.

General Procurement Guidance for Electric Vehicle Charge Points 8 Table 1.0 EV connection types, charging speeds and suggested site suitability Charge Point type and power output Charging time (0-100%)* Charging mode Charge Point plug type Vehicle plug type Suitable locations Slow or Standard; 2.4kW or 3kW 8-12 hours 2 Standard Three Pin Plug Standard Three Pin Plug Five Pin Type 1/J1772 Plug Seven Pin Type 2 Plug Domestic; Workplace (Emergency) Domestic; Workplace (Emergency) Fast; 3.7kW or 7kW 4-6 hours Seven Pin Type 2 Plug Five Pin Type 1/J1772 Plug Domestic* 1 ; Workplace; On-street; Public Car Park Tethered Lead Five Pin Type 1/J1772 Plug Fast; 3.7 or 11kW 2-6 hours 3 Tethered Lead Seven Pin Type 2 Plug Domestic* 1 ; Workplace Fast; 11kW or 22kW AC Rapid; 43kW 1-2 hours 30 minutes (0-80%) Standard 3 pin 7 pin type 2 Seven Pin Type 2 Plug Seven Pin Type 2 Plug Domestic* 1 ; Tethered Lead Seven Pin Type 2 Plug 3 Workplace; On-street; Public Car Park Standard 3 pin 7 pin type 2 JEVS G105 Type 2 Socket 2 CCS 5 pin type 1 Type 2 Socket JEVS G105 2 CCS DC Rapid; 20-50kW 20-30 minutes (0-80%) at 50kW 4 Tethered Lead Heavy Duty JEVS G105 Plug Workplace; On-street; Public Car Park 20-30 Tethered Lead Heavy Duty Combo 2 CCS Plug DC Rapid; 20-50kW minutes (0-80%) at 50kW ISO 15118 DC Supercharger; 130kW 30 minutes (0-70%) Tesla Proprietary Tethered Lead Tesla Adapted Type 2 Plug Workplace; On-street; Public Car Park * Charging times are based on a 24kWh traction battery except for the Tesla Supercharger where an 85kWh traction battery is assumed. Row colour change signifies both an increase in power demand from the grid and power output to an EV. * 1 Up to 7kW single phase only at 32Amps AC output from a typical household single phase AC energy supply.

9 General Procurement Guidance for Electric Vehicle Charge Points 2.3 Charge Point system components Charge Points are sophisticated pieces of equipment that are usually connected to a server over the GPRS mobile phone network and internet. The whole system encompasses the Charge Point equipment and its connection to the national energy grid, the Back Office system (or Charge Point Management System) that controls access and allows remote diagnosis of Charge Point issues, connection to banking networks for PAYG functionality and possibly connection to an umbrella Charge Point Management System, or ucpms, that allows roaming of a User independently of the Charge Point equipment manufacturer, model, primary CPMS and geographic location. Figure 1.9 below shows a simplified summary of the overall system components (excluding the national energy grid network). Figure 1.9 Charge Point system architecture Umbrella CPMS VPN VPN VPN CPMS 1 Banks CPMS 2 VPN VPN GPRS Network VPN VPN VPN VPN Supplier 1 Charge Points Supplier 2 Charge Points EV User Pool VPN Virtual Private Network.

General Procurement Guidance for Electric Vehicle Charge Points 10 Figure 1.9 depicts the ability of a ucpms to draw together several networks and offer a payment clearing solution for each of the separate networks. This is a way of simplifying the access and payment methods for an EV driver so that one RFID card or one smartphone App allows access to multiple networks in several different regions and countries. With over a dozen different Charge Point equipment Suppliers in the UK and upwards of 100 different equipment models and around a dozen Back Office/CPMSs available, keeping the access methods simple for an EV driver is difficult. However, at the time of writing, consolidation had started with the entrance of ucpms companies into the UK market. 2.3.1 The Charge Point Management System A Charge Point Management System (CPMS) is a remote Back Office system run by CPNOs that contains a database of all Charge Points and Users on/of the Charge Point network concerned. It also monitors the health of the Charge Point equipment, activates and terminates charging events, initiates PAYG transactions and collects usage data from, Charge Points. The way in which Charge Points connect to the CPMS usually involves the use of a GPRS modem within the Charge Point which is connected to the mobile network and internet which is in turn connected to the CPMS servers by a Virtual Private Network (VPN) using data encryption. In locations with poor mobile network signal, connection to the CPMS can be made either via hardwiring the Charge Point to an internet router or by utilising a mobile network signal booster (local facility dependent). Please consider the extra cost of the equipment required to connect the Charge Point to the internet if using the mobile network is not possible. The way the Charge Point actually communicates with the CPMS depends on what command protocol the Charge Point Supplier and CPMS uses. Some equipment installed in the UK utilises a Charge Point Supplier specific protocol. However, there is a move towards the use of Open Charge Point Protocol (OCPP) which provides a universal protocol for the CPMS and Charge Point to request and confirm actions between them. The major advantage of using OCPP is that it theoretically allows connection of OCPP Charge Point equipment from any Charge Point Supplier to any OCPP CPMS, but in reality, the standard is still young and open to interpretation. As a result, connections and remote OCPP commands must be tested. OCPP V1.5 includes the ability to reserve Charge Points, send vendor specific data to the CPMS and allow the Charge Point to synchronise the authorised User list (RFID card number whitelist) with the CPMS, amongst other features not present in V1.2. The reservation function is particularly important for EV fleets that share a rapid Charge Point or other similar situations that create a lot of demand on a limited number of Charge Points. However, it should be noted that enforcement of reservations may prove difficult. It raises questions such as; 1. How long is a reservation valid for after the start of the reservation period when the EV has not arrived? 2. What happens if the reservation time is not long enough and the charge is terminated before the User wants it to be? Reservation is relatively easy to instate from a system point of view. 2.3.2 CPMS operations and Host responsibilities The CPMS gathers data and monitors the health of Charge Points connected to it. The level of intervention when problems arise generally depends on the Service Level the Charge Point Host has paid for with the CPNO or Charge Point Supplier. Most Hosts only pay for data collection, annual maintenance checks and a reactive service when a problem is reported to the CPNO. This means that the Host is really responsible for keeping an eye on the equipment installed and reporting problems to the CPNO. If this level of service is procured, it is the view of UK EVSE that the Host takes an interest in the health of the equipment and regularly checks to see if it is working. HANDY HINTS Charge Point Hosts Check your equipment! For workplaces and private locations, Facilities Management should be responsible for checking Charge Point equipment. For Councils, the best candidates for checking that Charge Points are working and for reporting faults are the Civil Enforcement Officers (CEOs) that issue Penalty Charge Notices (PCNs) to drivers contravening Traffic Regulation or Management Orders (TROs or TMOs). They must check that parking meters are functioning and so checking Charge Points is a natural add-on to this role and should not take more than a few minutes per day. EV drivers will report faults, but this is not an ideal situation because it shows that the monitoring procedures have failed. If the organisation paying for the equipment has applied for and used Government funding, some of the conditions require that the equipment is maintained, provides anonymised charging event data and that any faults are rectified quickly. If the Host fails to meet these requirements, the Host runs the risk of grant claw-back by the Government.

11 General Procurement Guidance for Electric Vehicle Charge Points Other Service Levels are available such as 24/7 proactive monitoring of the equipment, ticketing and automatic dispatch of engineers when a problem arises. These services can be costly, but are the most convenient and require the least input from the Host. It is very important for the Host to have a plan in place for how to deal with problems if they arise. Please note that if you have not paid for a proactive equipment monitoring service, where Charge Point equipment is constantly monitored for issues by a control centre, you will need to keep an eye on the equipment yourself. 2.3.3 Charge Point equipment components Charge Points that provide AC or DC energy to an EV contain a variety of safety and functional components that protect, monitor equipment and help the EV driver to obtain a charge. The external interface that the EV driver sees and uses is generally a display screen and buttons, RFID card reader and LED status indicators to show whether the Charge Point is available (usually blue), charging (usually green) or out of order (red). Charge Points also contain a GPRS modem to communicate with the CPMS and an energy metering solution to monitor energy usage. Further details are provided in Appendix A1.2. 3.0 Charge Point access and Pay As You Go charging 3.1 Introduction This section explains how an EV driver accesses a Charge Point and what Pay As You Go billing for EV charging is. 3.1.1 Charge Point access methods Charge Points can be open access where there are no restrictions on energy usage. This means when the EV driver plugs in, charging immediately starts without any further interaction between the driver and the Charge Point. This type of equipment is found at workplaces, hotels and sites that have restricted vehicular access. The downside is that there is usually no means of monitoring energy usage or recovering the energy cost from the User. Charge Points in public places, or at workplaces with limited vehicular access control, generally have restricted access to charging. The EV driver can usually plug the vehicle in (if the Charge Point does not have magnetically locked sockets), but charging does not start until they have identified themselves in one way or another. The most common method of activating a charge is for the EV driver to touch an RFID card (whose unique details are registered with the Charge Point s CPMS) to the RFID card reader on the unit and wait for the Charge Point to respond (and open the magnetically locked socket, if enabled). The driver then follows any additional on-screen instructions and starts the charging event. The same card is then used to terminate charging. Importantly, other cards cannot be used to terminate the charging event. More recently, some Charge Point Suppliers have developed Charge Points that can accept contactless payment credit/ debit cards or contactless payment enabled mobile phones as an alternative to RFID cards. Units with contactless payment enabled may also possess a chip and pin device to be able to use conventional credit/debit cards to initiate and terminate a charging event. Some CPNOs have released smartphone Apps that allow the EV driver to utilise their smartphone to initiate and terminate charging. In this case, the EV driver parks and simply searches for the site based on postcode or the unique Charge Point identifier number on the equipment and activates charging by touching an onscreen button. Terminating a charging event is similar and cannot be performed by another EV driver s smartphone. The smartphone essentially communicates with the CPMS server to identify the User and the server then sends a request to the Charge Point to activate charging from a certain socket or tethered plug. Charging termination is similar. Some other access methods also include SMS text messaging, Interactive Voice Response (IVR) or coin activated/operated charging. Figure 2.0 below details the steps involved in utilising a typical Charge Point.

General Procurement Guidance for Electric Vehicle Charge Points 12 Figure 2.0 The steps commonly involved in obtaining a charge from a public Charge Point Search for Charge Point before embarking Use an online Charge Point location map to plan your journey based on where to obtain a charge. Ensure the Charge Point outlet you intend to use is compatible with your vehicle and operational. Ensure you have the correct charging cable in the vehicle and the appropriate RFID card, contactless payment solution or smartphone application on your phone (whichever is applicable at the site). Please note that you may need to register online to obtain an RFID card or set up payment for charging. Navigate to Charge Point and park Input the Charge Point location details into your Satnav and drive to the location (ensuring that you have enough charge to get there). Park in a dedicated EV charging bay denoted by bay markings/signage. Note the time limits and parking fee. Pay for parking and obey the parking rules (where applicable). Take the EV cable from vehicle (if applicable). RFID card and contactless payment method authorised charging or Smartphone application authorised charging or IVR or SMS authorised charging Present appropriate card or phone Search for the Charge Point using Call or text the telephone number to the RFID reader on the Charge the application s map, or via on the Charge Point or its signage. Point and follow the instructions postcode or unique Charge Point Use the instructions provided. provided. PAYG Charge Points will identifier number on the unit s You may be asked to input a debit require a payment method to be sticker. Follow the instructions or credit card if the Charge Point registered to the User s account provided. PAYG Charge Points will is PAYG enabled. when an RFID card is used. require a payment method to be registered to the User s account. Plug in and start charge Plug vehicle in when prompted and wait for the vehicle and Charge Point to acknowledge charging has commenced (e.g. EV dashboard and Charge Point LED status lights change). If a problem occurs and the vehicle stops charging prematurely, please call the helpline on the Charge Point for instructions. If it is safe to do so, it may be worth repeating charging initiation to see if charging is possible (before calling the helpline). Stop charge Return to your vehicle and terminate charging utilising the method you used to start charging. Please note that you must use the same card or phone that you started the charge with. Unplug Unplug your vehicle from the Charge Point when prompted by the onscreen instructions. Close the charging port on the EV, place the detachable charging cable in the vehicle and close the Charge Point socket or ensure the tethered Charge Point plug is safely stowed in its holster (whichever is applicable). In the unlikely event that you encounter a problem during charging, please call the helpline on the sticker on the Charge Point. NB: Chip and pin credit/debit card authorised charging is not shown for simplicity. Most EV drivers will be familiar with chip and pin credit/debit card machine operation.

13 General Procurement Guidance for Electric Vehicle Charge Points HANDY HINTS Charge Point usage oddities and User courtesy There are a few intricacies in using a Charge Point that should not be overlooked. On some occasions Charge Points can be slow at responding to RFID cards or smartphones. This is usually because the equipment has temporarily dropped its connection to the internet due to GPRS network issues. In this situation it is best to wait until the unit resets itself and then retry. Some Charge Points show their connection status on the display which can be a useful tool for the User. Another point worth mentioning is that some Charge Points with tethered plugs automatically unlock the plug when the charging event completes without any User intervention. It is possible that another EV driver may be parked next to the first EV and has unplugged the charger from the first EV driver s vehicle in order to start their own charging event. This may annoy the first EV driver. It is best practice to leave a note or business card in the windscreen (on the dashboard) when charging a vehicle so that if the driver goes for a coffee and the charger stops charging, the second EV driver can offer a courtesy message to the first driver to say they would like to use the charger. An EV may be physically compatible with a rapid Charge Point possessing a Type 2 AC 43kW tethered plug, but the vehicle may not have an on-board charger that is capable of accepting the full power output of the charger. These vehicles solely possess a Type 2 male socket and an onboard charger capable of only accepting 3.7kW, 7kW, 11kW or 22kW per hour. This poses a potential Charge Point hogging risk. Drivers of such vehicles should avoid using rapid Charge Points out of courtesy for other EV drivers that can take full advantage of the charging speed of the equipment. Other fast charging equipment is usually not far away. 3.1.2 Pay As You Go options As a Charge Point Host, you have the opportunity to obtain revenue from the charging equipment you install in order to cover electricity costs and pay off the investment in the equipment that you may have made. For more information please see the Charge Point Usage Revenue Factsheet available at www.ukevse.org.uk. A number of CPMS service providers have chosen to develop smartphone applications that allow the EV driver to link a payment card or billing method to their newly registered PAYG account. Generally, smartphone Apps of this nature are free to download and can be used to search for Charge Points and initiate, terminate or even book a charging event at a chosen Charge Point (where enabled). Alternatively, if the Charge Point only accepts RFID card authentication, then the driver will need to order an RFID card from the appropriate CPNO (usually for a small fee or free) if they do not already possess the right card (see Figure 2.0 above). The driver will need to register a credit/debit card with their EV user account. Some Charge Point Suppliers and/or CPNOs also offer contactless payment method or credit/debit card chip and pin facilities to obtain a charge. EV drivers are usually billed on a monthly basis for using PAYG Charge Points and the Host of the Charge Point usually obtains revenue from charging events minus the transaction processing fee and any other arranged division of the funds raised. This means that it is important for the potential Host to weigh up the PAYG business models offered. Some CPNOs charge an annual fee to the Host for the PAYG service, but give the Host most of the charging fee back, other CPNOs do not charge an annual fee, but take a cut of each transaction to pay for their services and in some cases the CPNO does not take a cut or charge an annual fee at all. Please note that you may be tied to a particular CPNO and PAYG solution if you purchase Charge Point equipment from a particular Charge Point Supplier. Other Charge Point access options such as SMS message and IVR activated charging require credit/debit card details to be provided or can be linked to a PAYG account in a similar way to an account linked to an RFID card. Coin activated charging does not need a PAYG back office solution, but it does require the Host or CPNO to empty the Charge Point coin receptacle on a regular basis. HANDY HINTS Charge Point Hosts Update your site information with your CPNO! For Charge Point Hosts wishing or obliged to set up PAYG on their Charge Points, it is important to make sure that the right tariff is chosen based on the location parameters and the service provided. It is the Host s responsibility to set this tariff with the CPNO, to ensure the tariff is advertised and to carefully observe if future changes in tariff have caused usage to drop off. Previous studies in the UK and US have shown that Charge Point usage is very sensitive to tariff price. Advertising changes to, or introduction of, PAYG tariffs or changes to the access or location of Charge Points are also the responsibility of the Host. Failure to update information can annoy EV drivers and result in poor equipment usage and revenue generation.