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Our new report demonstrates inconsistencies in local authorities’ EV charging approach and highlights concerns for “On-Street” household
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Despite growth in electric vehicle charging infrastructure over the past 2 years, a new report demonstrates inconsistencies in approach and outcomes between local authorities, and highlights concerns for “On-Street” households, which account for 35% of all households in Great Britain.
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Key Findings
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- Coverage has improved by 42%, which is significant but not as significant as the 68% increase in ORCS chargers.
- Coverage is still inconsistent with London Boroughs achieving an average of nearly 60% coverage while Metropolitan councils average less than 14%.
- Increases in coverage are very inconsistent across different councils with limited evidence of any contributing trends.
- EV adoption is broader than commonly perceived, particularly if EVHS residential data is used as a proxy for EVs outside of built-up areas. 293 councils have seen an average 50% increase in residential chargers since 2020.
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More information can be found on our detailed interactive map or download our research report
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Overall change
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The total number of On-Street households in Great Britain has predictably remained relatively stable, increasing slightly from 9,651,595 to 9,777,254.
This accounts for 35% of all households, or 32% of households outside of London, very similar percentages to 2020.
National Coverage, the percentage of On-Street households within 5 minutes’ walk of a public EV Charger has risen from 12% to 17%, an increase of 42%.
This increase is relatively consistent across all council types, with Districts increasing by 57% (7% to 11%), London Boroughs 46% (41% to 60%), Metropolitan Districts by 40% (10% to 14%) and Unitaries by 45% (11% to 16%).
The On-Street challenge is often just a pronounced in rural areas as it is in urban, and our published data covers all council types, but it is worth understanding the differences between our major cities.
We would always expect a difference between London and some of the less affluent areas of Britain, but the coverage difference between 60% and 13% for the rest of the country is stark.
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Methodology
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A residential charger requires an EV to be parked close enough to a property so that a charge cable can be connected to the vehicle and not cross a public right of way. The study defines households that do not have this capability as On-Street households. The study analyses households rather than properties. A property may include multiple households, such as flats.
A robust binary dataset was created to determine the households that did or did not have enough space to park and charge an EV on their property. Using Ordnance Survey’s highly detailed OS MasterMap® Topography and AddressBase datasets, all 27 million households in GB have had their properties and adjacent land parcels identified and divided into segments. This initial technical analysis was then supplemented with over 1,000 field surveys to validate and improve the modelling and also create an understanding of any known modelling issues.
This analysis enabled the identification of households that have the space to accommodate home-charging of an electric vehicle. What we are unable to determine is how that space is used and whether local bylaws enable the space to be used for parking and charging.
We then utilized Zap-Map’s leading charger data to identify where all the charging sites were in Great Britain and counted the individual sites of the chargers rather than the number of connectors, as different types of devices provide access to different numbers of connectors in different ways. Therefore, we could not be confident how many connectors would be available at any one time. As the core of the analysis is to understand walkable access then we were comfortable with this assumption.
The core of our research was to understand how many On-Street households are within walking distance of a charger. We aggregated the 30,443 chargers into 19,187 sites and then our algorithm defined how far a person could walk for 5 mins in every direction from each site, these journey end points can be joined together to create a polygon called an isochrone. We analysed how many On-Street households were within each charger Isochrone. We termed this Catchment. In most areas multiple charger catchments can overlap and thereby cause double counting. Therefore, we adjust the corresponding counts for an overall region to create a total count, which we term Coverage.
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Download our report
On-Street Households:
Charging Coverage Review – 2 Years on
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Complete the form for a copy of the report to be sent to your email address.
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