EV Charging Infrastructure for Managed Properties: Planning, Regulations & Implementation

Part S of the Building Regulations came into force on 15 June 2022 and introduced mandatory requirements for electric vehicle charging infrastructure in new and renovated buildings in England. For property managers, understanding Part S is essential because it affects both new developments and major renovations within existing portfolios.

New residential buildings:

Part S requires that every new dwelling with an associated parking space must have at least one EV charge point installed. The charge point must:

• Have a minimum rated output of 7 kW
• Be fitted with a universal socket or tethered cable compatible with all EVs currently on the market
• Have an untethered socket complying with BS EN 62196 (typically a Type 2 socket) or a tethered cable with a Type 2 connector
• Be capable of smart charging in accordance with the Electric Vehicles (Smart Charge Points) Regulations 2021

New non-residential buildings:

For new non-residential buildings (offices, retail, leisure) with more than 10 associated parking spaces, Part S requires:

• At least one EV charge point to be installed
• Cable routes (ducting and containment) to be installed to at least 20% of the total parking spaces, to enable future charge point installation without major building work
• The installed charge point must meet the same 7 kW minimum output and smart charging requirements as residential installations

Major renovations:

When a building undergoes a major renovation (defined as a renovation where more than 25% of the building envelope is renovated, or the cost of the renovation exceeds 25% of the building value excluding land), and the building has more than 10 associated parking spaces, Part S requires:

• At least one EV charge point to be installed
• Cable routes to at least 20% of the total parking spaces

Exemptions:

Part S includes several exemptions that property managers should be aware of:

• Buildings owned by SMEs (fewer than 250 employees and turnover under £44 million or balance sheet under £38 million) — note this exemption is being reviewed
• Where the cost of grid connection exceeds £3,600 per charge point, the requirement is reduced to cable routes only
• Listed buildings where charge point installation would unacceptably alter the character of the building
• Buildings where the electrical infrastructure cannot support charge points without significant upgrade — though cable routes must still be installed

Compliance with Part S is a Building Regulations matter, enforced by building control bodies. Property managers planning new developments or major renovations should discuss EV charging requirements with the project architect and building control at the earliest stage of design to avoid costly retrofitting.

Effective infrastructure planning is the key to avoiding costly mistakes when implementing EV charging in managed properties. The decisions made at the planning stage — particularly around electrical capacity, containment routes, and the charging model — determine the scalability, cost-effectiveness, and user experience of the installation for years to come.

Demand assessment:

Start by assessing current and future demand for EV charging at each property. Consider:

• Current EV ownership among residents, tenants, and staff — conduct a survey to understand existing demand
• Growth projections — EV sales in the UK are growing rapidly, and the ZEV mandate requires at least 80% of new car sales to be zero emission by 2030. Plan for significant growth in demand over the next 5-10 years
• Usage patterns — residential properties typically need overnight charging (8-12 hours, lower power is acceptable). Commercial properties may need daytime charging for employees and visitors (faster charging may be preferred for shorter dwell times)
• Parking arrangements — dedicated parking spaces vs shared parking, underground car parks vs surface parking, proximity to the electrical supply

Phased implementation:

Rather than installing charge points for every parking space immediately, plan a phased approach:

• Phase 1 — install charge points to meet current demand plus a growth buffer (typically 10-20% of parking spaces)
• Phase 2 — install cable routes and containment to a further 30-40% of spaces, enabling rapid expansion when demand grows
• Phase 3 — future-proof by ensuring the electrical infrastructure (main switchgear, submains, and transformer capacity) can support the ultimate build-out

Technology choices:

• AC vs DC charging — for most managed properties, AC charging at 7 kW (single-phase) or 22 kW (three-phase) is appropriate. DC rapid charging (50-150 kW) is expensive and typically only justified for commercial forecourt applications or properties with very high turnover (e.g., supermarkets, motorway services)
• Socket vs tethered — untethered Type 2 sockets are more versatile (compatible with all EVs) and less prone to damage than tethered cables. However, tethered units are more convenient for users who do not want to carry their own cable
• Smart charging — all new charge points must comply with the Electric Vehicles (Smart Charge Points) Regulations 2021, which require smart functionality including the ability to delay or adjust charging in response to signals, provide usage data, and implement randomised delay at installation to manage grid demand
• Load management — dynamic load management systems distribute available electrical capacity across multiple charge points, reducing each unit's power output when demand is high. This enables more charge points to be installed without upgrading the electrical supply

Physical infrastructure:

Plan the physical containment routes carefully. Underground car parks require fire-rated containment and may have limited space for cable routes. Surface car parks may need trenching for underground cables. Consider the locations of distribution boards, the routing of submains, and the positions of future charge points even if they will not be installed immediately.

The electrical supply is often the single biggest constraint — and the single biggest cost — in EV charging projects. A 7 kW charge point draws approximately 32 amps on a single-phase supply. Ten charge points operating simultaneously require 70 kW — equivalent to the entire electrical demand of a small commercial building. Property managers must understand the power supply implications before committing to an EV charging scheme.

Existing supply capacity:

The first step is to assess the available capacity on the existing electrical supply. This involves:

• Reviewing the maximum import capacity (MIC) agreed with the DNO — this is the maximum power the building is allowed to draw from the grid
• Measuring the actual peak demand over a representative period (ideally at least one week, covering peak usage periods) to determine how much spare capacity exists
• Identifying the capacity of the main switchgear, submains, and distribution boards between the incoming supply and the proposed charge point locations
• A competent electrical engineer should carry out a load assessment to determine the maximum number of charge points that can be supported without exceeding the available capacity

Supply upgrade options:

If the existing supply is insufficient, options include:

• DNO supply upgrade — applying to the distribution network operator for an increased maximum import capacity. This may involve upgrading the service cable, the meter, and potentially the local substation transformer. Costs can range from a few thousand pounds for a simple service cable upgrade to six figures for transformer upgrades. Lead times can be 3-12 months or longer
• On-site generation — installing solar PV panels to generate electricity on site, reducing the demand on the grid supply. Solar generation is intermittent and may not align with peak charging demand, but battery storage can bridge the gap
• Battery storage — installing battery energy storage systems (BESS) that charge from the grid during off-peak periods and discharge to support EV charging during peak periods. This can defer or eliminate the need for a supply upgrade
• Dynamic load management — the most cost-effective solution in many cases. A load management system monitors the building's total electrical demand in real time and adjusts the power delivered to EV charge points to keep total demand within the available capacity. This allows more charge points to be installed without upgrading the supply, at the cost of slower charging speeds during peak building demand periods

Wiring regulations:

EV charge point installations must comply with BS 7671, including the specific requirements in Section 722 (Electric Vehicle Charging Installations). Key requirements include:

• A dedicated circuit for each charge point, protected by a Type A or Type B RCD (a standard Type AC RCD is not sufficient for EV charging circuits due to the DC fault current risk)
• Appropriate cable sizing for the circuit length and load, accounting for voltage drop and thermal constraints
• IP-rated enclosures for outdoor installations
• Earthing arrangements that comply with the specific requirements for EV charging — PME earthing may not be suitable for some outdoor installations, requiring a TT earthing arrangement

Property managers should commission a full electrical design from a competent engineer before proceeding with any EV charging installation. The design should cover the supply capacity assessment, load management strategy, circuit design, and compliance with BS 7671 Section 722.

Several government grant schemes are available to help offset the cost of EV charge point installation in managed properties. Property managers should be aware of current funding opportunities and factor them into project budgets.

EV Charge Point Grant (formerly EVHS / OZEV grant):

The EV Charge Point Grant provides funding towards the cost of installing EV charge points at residential properties. As of 2024, the grant is available to:

• Flat owners and tenants — up to £350 per socket, up to 2 sockets per application, for charge points installed at the residential property
• Landlords of rented properties — up to £350 per socket, up to 200 sockets across all properties
• Residential car parks — the grant can cover charge points in communal car parks serving residential buildings, making it directly relevant to property managers of residential blocks

Key conditions include:

• The charge point must be installed by an OZEV-approved installer
• The charge point must have smart functionality complying with the Electric Vehicles (Smart Charge Points) Regulations 2021
• The charge point must have a minimum output of 3.6 kW
• The property must have dedicated off-street parking
• The applicant must have a right to install the charge point (which for leasehold properties may require leaseholder consent or a landlord application)

Workplace Charging Scheme (WCS):

The WCS provides funding for charge point installation at workplaces, available to businesses, charities, and public sector organisations. The grant covers up to £350 per socket, with a maximum of 40 sockets per applicant across all sites. This is relevant to property managers of commercial buildings who want to provide EV charging for tenants' employees and visitors.

Key conditions include:

• The charge point must be installed at a workplace parking facility
• The applicant must have dedicated off-street parking
• The charge point must meet the same smart charging and minimum output requirements as the residential grant
• The applicant must be a registered business, charity, or public sector body

Local authority funding:

Some local authorities offer additional funding or support for EV charging infrastructure, particularly in areas with poor air quality or where on-street charging is a priority. Property managers should check with the relevant local authority planning and transport teams for any additional schemes.

Grant application strategy:

Property managers should:

• Check current grant availability and terms before finalising project budgets — grant schemes change frequently and funding allocations can be exhausted
• Use OZEV-approved installers to ensure grant eligibility
• Factor grant funding into the project business case, but do not rely on it entirely — design the project to be viable with or without the grant
• Apply for grants early in the project timeline, as processing times can add 4-8 weeks to the schedule
• Combine residential and workplace grants where applicable (e.g., a mixed-use building with both residential and commercial charge points)

Once EV charge points are installed, the ongoing management and billing arrangements determine whether the infrastructure is operationally sustainable and financially viable. Poor management leads to underutilisation, user complaints, and disputes over costs.

Ownership and management models:

• Landlord-owned and managed — the property manager procures, installs, and manages the charge points directly. This provides maximum control over the user experience and pricing, but requires investment in hardware, software, and ongoing management. Electricity costs are typically passed through to users via a pay-per-use or subscription model
• Charge point operator (CPO) model — a third-party operator installs, owns, and manages the charge points at no upfront cost to the property. The operator sets the pricing and retains the revenue, typically paying the property owner a small commission or rent for the parking space. This is low-risk but provides less control and lower returns
• Hybrid model — the property installs the electrical infrastructure (supply, containment, distribution boards) and a CPO installs and manages the charge points. This balances upfront cost with ongoing management simplicity

Billing options:

• Pay-per-kWh — users pay for the electricity they consume, typically at a rate above the wholesale cost to cover infrastructure, management, and a margin. This is the fairest model and is required for public charge points under the Public Charge Point Regulations 2023, which mandate pricing transparency and contactless payment
• Subscription / flat fee — users pay a fixed monthly fee for access to charging. This is simpler to administer but may not be fair if usage varies significantly between users. It works well in residential settings where each user has a dedicated charge point
• Included in service charge — the cost of EV charging infrastructure and electricity is included in the service charge. This spreads costs across all residents (including non-EV owners) and can be contentious. It may be appropriate for basic infrastructure provision but should not cover per-user electricity consumption
• Free charging — some commercial property managers offer free charging as a tenant amenity or employee benefit. This is straightforward but unsustainable at scale and creates demand management challenges

The Electricity (Resale) Regulations:

Property managers who sell electricity to EV charge point users must comply with the Maximum Resale Price provisions. The maximum price at which electricity can be resold is the supplier's published unit rate plus a reasonable administration charge. In practice, this means property managers cannot charge significantly more than the grid electricity rate without justification. However, the regulations allow for a reasonable charge to cover the cost of infrastructure, maintenance, and administration.

Practical management considerations:

• User registration and access control — who can use the charge points? Residents only, visitors, or the general public? Access control through RFID cards, apps, or PIN codes prevents unauthorised use
• Bay management — preventing non-EV vehicles from occupying charging bays is a persistent problem. Consider physical barriers, signage, and enforcement through parking management
• Charging etiquette — establish clear rules about moving vehicles once charging is complete, maximum charging duration, and fair use policies. Communicate these through signage and resident communications
• Fault reporting and maintenance — establish a process for users to report faults and a maintenance arrangement to resolve them. A broken charge point that remains out of service for weeks damages user confidence and reduces utilisation
• Data and reporting — smart charge points generate usage data that can inform future planning, energy procurement, and service charge apportionment. Ensure the charge point management platform provides adequate reporting

Property managers should develop a clear EV charging policy document that covers access, pricing, etiquette, and maintenance. This should be communicated to all building users and included in tenant handbooks and lease schedules where appropriate.