Electric Vehicle Infrastructure

s. Policy ID.6 Electric Vehicle Infrastructure The transition to a net-zero transport network will be supported by requiring Electric Vehicle Infrastructure (EVI) that exceeds national minimum standards. In order to support this goal development proposals are required to demonstrate the following principles: A. Prioritising Delivery of EV Infrastructure The Local Planning Authority will prioritise the delivery of EVI: • Within public off-street carparks • In areas with high proportions of terraced housing or social housing where off- street “at home” charging is not physically possible; • Ensuring that all tenures, including affordable and social housing, have access to EVI, and that EVI is barrier-free and accessible to all residents. B. Residential Development For residential development with communal or unallocated parking, proposals must: • Provide active charging points for at least 20% of unallocated spaces, this also means ensuring that there are accessible spaces for drivers and passengers. • Ensure all remaining parking spaces are provided with infrastructure to allow for future connection and compatibility as usage increases. C. Non-residential Development For new non-residential developments with 10 or more spaces, proposals must: • Provide an appropriate amount of active charging points for the type of use proposed to ensure significant proportions of trips can be made through Electric Vehicles. For employment use this means ensuring that there are EV Charge Points installed to allow a significant increase in usage and uptake by employees and customers, exceeding the standards set out by Part S of the Building Regulations. This also means ensuring that there are accessible spaces for drivers and passengers. • Ensure all remaining parking spaces are provided with infrastructure to allow for future connection and compatibility as usage increases, unless it can be demonstrated that a lower level of passive provision would adequately meet anticipated demand over the lifetime of development. D. Car Parks Development proposals for new public car parks or significant refurbishments of existing car parks must provide: • Dedicated rapid or ultra-rapid charging for sites in proximity to the Strategic Road Network • Sufficient safe access for usage by the general public. All EVIs must be well- lit in overlooked areas and clearly signed. Policy Justification 3.2.10 In the Plan Period to 2050, South Warwickshire is expected to see a significant increase in the use of Electric Vehicles (EV), driven nationally by the ban of the sale of combustion engines in 2030 and plug in hybrids in 2035. This will result in a significant increase in the need for infrastructure that must be responded to by the Councils. To deliver this modal shift, it is vital that communities are enabled to undertake it by providing Electric Vehicle Infrastructure (EVI) in public and private spaces. 3.2.11 A key piece of evidence supporting this approach is the Electric Vehicle Infrastructure Feasibility Study, prepared for Warwick District Council and Stratford Upon Avon District Council by Cenex in March 2024. The study considered the feasibility of delivering EVI at council-owned car parks to address the identified need through to 2035. The study recognized a particular need for rapid charging. Most public EV charging points are currently standard charging points, which are relatively inefficient and impractical for public use. 3.2.12 Current trends indicate that by 2035, EVs are projected to represent 75% of cars and vans on the road in South Warwickshire compared to 2.64% in 2024. This transition requires extensive support from key stakeholders, to increase the availability of charging locations. This is particularly important in ensuring equity between different communities in South Warwickshire, given the relative ease of installation of a private charging point for those with driveway access compared to those without. 3.2.13 Therefore, a key aim of this policy is to encourage the provision of EVI on Council- owned land where applicable, and in locations where access is typically more difficult to provide. Most notably, in urban areas with terraced housing and in areas of social and affordable housing, inequality makes private provision less likely. 3.2.14 Part S of the Building Regulations 2021 already mandates significant provisions of EVI, requiring a charge point for each dwelling. However, given the scale of the challenge identified, there is clearly a need to go further and faster to increase the number of available charging facilities, particularly in communal parking areas. A key aspect of the feedback received from the Preferred Options consultation was that the provisions of Part S meant that there was no need for any further adopted standards. However, there are several examples of Planning Authorities exceeding the building regulations, with the acceptability confirmed by the Rights Community: Action Limited judgment where local circumstances provide justification. 3.2.15 A distinction is made between active and passive provision. For residential communal parking, active provision of EVI will be required for 20% of parking spaces. Passive provision involves installing capacity for future connectivity during construction to avoid onerous retrofitting costs in finished car parks. By requiring 100% passive provision in communal areas, as EV adoption increases, the infrastructure provided can be scaled up quickly. 3.2.16 Standardizing a 20% active charging requirement aligns with standards elsewhere, such as the London Plan 2021, and reflects the rapid electrification of commercial vehicles. 3.2.17 Workplace and retail destination charging capacity are critical emerging components in the transport network. For many commuters, the ability to charge at work is a major driver of the decision to purchase an electric vehicle. The Part S building regulations require at least one charging point for a car park related to non-residential use. The intention of the policy is for development proposals to go faster and further to encourage greater uptake. Given the range of uses included within non-residential use classes, and differing circumstances, the extent of the increase remains discretionary, but must be agreed prior to the granting of planning permission. 3.2.18 The number of electric charging points should be considered relative to the type of use proposed. With residential development, all parking should be provided with passive provision. For non-residential, a site-by-site approach will be taken. Ensuring accessibility for all is a key part of the approach that must be taken regarding EVI. Disabled EVIA parking places are required to be in accordance with the British Standards Institution PAS1899 guidance. This sets out the minimum specification for an accessible public charging point. It provides design, procurement and installation guidance, requirements and recommendations to provide accessible public charging infrastructure for EVs. 3.2.19 It is recognized that different locations require different charging speeds. Rapid Chargers (50kW+) and Ultra Rapid Chargers (150kW+) are essential for the Strategic Road Network and major A-roads, allowing long-distance drivers and high-mileage commercial operators to charge in under 20 minutes. The Council will prioritize these high-capacity hubs i