Agenda item

Report ES18010

Agreement was sought to trial residential on-street charging points and increase the 2018/19 LIP budget allocation for the trial to £20k.

Through the Source London Scheme, EV Public Charging Points were already installed at the following locations (funded from TfL LIP monies):

Upon each charging bay unit being active for a year, L B Bromley receives £300 annually per bay from BluePoint London (BPL). As such, £6k will be received in 2018/19, of which part will be necessary for annual maintenance of the units (estimated to be £100 per unit per annum). Penalty tickets for misuse might also bring additional revenue.

Customers pay a monthly subscription for Source London membership and are able to charge their vehicle at any Source London location. L B Bromley incurs no costs for the chargers and electricity use is paid by customers (normal parking charges continuing to apply in public car parks). In certain locations, not subject to pay and display parking, and following consultation with the Portfolio Holder and Ward Members, further potential charging point locations under Source London are proposedfor installation in the next year (again funded by existing TfL LIP monies). The sites are listed below  and income of £7.2k should be received during 2019/20.

For residents with off-street parking, the Government currently offers a grant of up to £500 towards a home charging unit, with some manufacturers offering units at no additional cost when purchasing a new electric/ULEV vehicle. For those without off-street parking, a number of Councils, including

R B Kensington and Chelsea, L B  Westminster and L B Hounslow, have successfully trialled trickle-charging points in lamp columns using funds from the Go Ultra Low City Scheme (GULCS). Similar residential charging points were proposed for roll-out in L B Bromley (funded initially from £20k LIP funding) with a trial commencing in 2018/19 for 8 to 20 charging points (some locations possibly using bollards rather than lamp columns if necessary). As the charging points are separate from Source London they will not attract £300 income per charging point. But as income from BPL charging points (under Source London) comes on-stream in 2018/19, the balance of resources after maintaining the BPL sites can fund any additional trickle charge sites, with no further call upon LIP or L B Bromley funds. A proposed £1 fee per charge (additional to a resident’s energy payment to the supplier) was expected to yield sufficient income to cover the annual maintenance cost for each charging unit, estimated at £100 per annum. Net surplus income could be ring-fenced for additional trickle points (subject to future review given the Council’s financial position) and parking income would be maintained in view of new sites being away from pay and display bays.

BPL were also progressing the installation of charging points for electric taxis at no cost to L B Bromley (see below) with income of £2.4k to be received during 2019/20.

In discussion, Members were advised of a recent scheme by the Office for Low Emission Vehicles where up to 75% of the cost of procuring and installing charge points is available to councils with remaining costs funded by councils through public and private sources. Given the level of grant available, the scheme would be even more favourable to the Council.

The Portfolio Holder highlighted the importance of EV Charging Points for the borough, supporting a trial of lamp column charging units for residents without off-street parking, but suggesting that a £1 fee per charge might need further consideration with a policy first developed and trialled. As an interim measure, the Portfolio Holder was content for surplus BPL income to be ring-fenced for additional trickle–charge points subject to a successful trial and to seeing how technology might change e.g. development of any charging stations. 

Supporting residential charging points, a Member suggested that the level of charge points covered in Report ES18010 seemed small given the extent of likely future demand for EVs consequent upon a ban of new petrol/diesel cars and vans from 2040. A change to EVs was huge and the Member suggested a working party to gain more knowledge on the subject. The Portfolio Holder highlighted a policy development need for residential charge points, questioning whether the Council should forecast a future market or await developments. Supporting a PDS Working Group on the matter, he suggested a need for Member input now rather than delay until the future is clear. The greatest demand for residential charging is probably in the north of the borough and he felt the trial should proceed with officers engaging Members to see how it goes. Members were advised that fuel companies are also making developments in the provision of charging points (at fuel stations). 

With charging points at the Burnt Ash Lane Car Park (Plaistow and Sundridge) not as well used as others, Members were advised that BPL choose locations which are then put to the Council for agreement. There is no cost to L B Bromley for the charging points or for charge points for Zero Emission Capable (ZEC) taxis (such charging points being identified in consultation with taxi drivers). Although usage appeared to vary widely, it was thought helpful to understand BPL’s methodology for charge point locations and to know the extent of BPL success. Knowing the location of Source London/BPL members for any clusters of users would also help as would the impact (of charging points) on matters such as car park revenue.

Under the Source London/BPL scheme, charging point installations are undertaken by energy supplier, SSE, who also liaise with UK Power Networks. Consultation/dialogue takes place across London. Officers also meet regularly with Enterprise who are keen to explore EVs for their Car Club. Under rapid charge, ZEC taxis can charge within 15 minutes. As well as rapid charge, other levels of charging comprise a longer standard charge and an overnight trickle charge.

Supporting EVs, a Member preferred not to move ahead too quickly, considering it important to see how the market develops for alternative fuels; Volkswagen were understood to be investing heavily in hydrogen powered vehicles. The Chairman highlighted that costs for lamp column charging are reducing and technology could advance. Although a rapid charge might not be possible from lamp columns, a rapid charge might be available from units in bollards. Should they not be wanted, charging units can be removed from lamp columns.

Appendix 1 to Report ES18010 highlighted the top eight London boroughs for low emission vehicle registrations, and the top six for EV registrations, and a check would be made on whether the registration information can be narrowed by post-code. Information/evidence to help confirm areas for residential charging points would be helpful. The Portfolio Holder asked for Member comments on whether spaces outside of lamp columns should be reserved.

A Member suggested that the experience of central London boroughs be considered; another recommended that the proposed trial include reservation of spaces and monitoring of (charging point) usage. It was confirmed the units would be protected from vandalism being contained within a lamp column.

With reservations on a £1 cost per charge for residential charging, the Chairman had concerns about financial sustainability. Although it might be possible to call upon grant income, a net surplus of BPL income was not certain for installing additional charge points. It was good practice to ensure that costs covered themselves; only at that point any (surplus) funds could be returned to investment strategies. In response, Members were reminded of recent information from the Office for Low Emission Vehicles, potentially providing a new funding stream.

RESOLVED that the Portfolio Holder be recommended to:

(1)  note progress made in developing a network of public charging points;

(2)  note the need to make provision for residents who own EV/ULEV vehicles but have no access to off-street parking to charge their vehicles on-street;

(3)  investigate locations with Ward Councillors to trial the installation of lamp column trickle charging points in an area or areas agreed with respective Ward Councillors;

(4)  investigate tariff strategies for lamp column charging based upon further work; and

(5)  investigate other strategies that can be used (e.g. new information) to install additional trickle charging points (following a successful trial) rather than ring-fence any net surplus of income from BPL (paragraph 4.4 of Report ES18010).