EV Chargers for Car Parks

You have three options. Fully-funded: a charge-point operator (CPO) installs and owns the kit at zero capex to you and pays you a share of the revenue or a ground rent. Owner-operated: you buy the hardware and connection and keep the full margin between the retail price and your energy cost. Hybrid: a blend, often a managed service. The right answer depends on your site's utilisation, your appetite for capex and O&M, and how much control you want over tariffs and brand. This is the single biggest decision and the one we help you make impartially.

Sometimes — it depends almost entirely on utilisation, which is location-driven. UK public chargers average only around two hours' use a day, and industry commentary cites roughly 15% utilisation as break-even and 30-35% as clearly profitable. On a fully-funded deal your income is a share of charging revenue with no capital risk; on an owner-operated scheme you keep the whole spread (UK public prices run roughly 61-92p/kWh) but net margins are thin, so profit hinges on your energy cost and real usage. We model your specific site rather than quote a headline return.

Match power to dwell time. Long-stay bays (workplace, park & ride, hotel, all-day retail) want cheap 7-22kW AC across many spaces; short-stay bays (supermarket run, quick top-up) justify 50kW+ DC rapid on a few. Oversizing DC strands capital and grid headroom; under-powering a short-dwell site loses drivers. We size the count and mix to your dwell profile, footfall and available grid capacity.

Often you can avoid an upgrade. Import-only EV chargers connect via the DNO's demand-connection process (not the G99 generation standard), and dynamic load balancing lets you share your existing supply across many AC sockets. A bank of DC rapids is different — it can need a new HV connection and customer substation, quoted per-site by the DNO and running from tens of thousands into six figures. Since April 2023 you are no longer charged for wider network reinforcement, which caps the historic worst case. We check your capacity before you commit.

It depends on the site. Workplace/staff bays can claim the Workplace Charging Scheme — up to £500 per socket (75% of cost, max 40 sockets, £20,000 cap), confirmed to 31 March 2027 — but it does NOT cover public off-street parking. Public and council car parks look to the LEVI Fund via their local authority. Schools get up to £2,000 per socket. The old staff-and-fleets infrastructure grant closed in 2026, so ignore content that still quotes it. On a serious owner-operated scheme the 100% First-Year Allowance on new charge-point equipment (to 31 March 2027 for companies) is usually worth more than the grant.

Usually not for standard kit. Free-standing upstands in off-street parking are permitted development up to 2.7m high (1.6m near dwellings), and a wall-mounted outlet is permitted where its casing is under 0.2 cubic metres. One equipment cabinet up to 29 cubic metres is also permitted. Larger structures, listed buildings or conservation areas may need a full application. We handle the planning check as part of feasibility.

The Public Charge Point Regulations 2023 apply to any charge point the public can use. You must show the price up front in pence per kWh; and since November 2024, new chargers of 8kW+ (and existing 50kW+) must take contactless, you must run a free 24/7 helpline, publish open data, and hold your rapid (50kW+) network to a 99% average reliability standard. Payment roaming has applied since November 2025. Private, staff-only bays are exempt. A good funded operator carries these duties for you.

'ICE-ing' (internal-combustion cars in EV bays) and post-charge overstay are the top utilisation killers. The tools are clear signage and bay markings, ANPR/enforcement, and an overstay or idle fee in the back-office that charges per minute once a car has finished or exceeded a dwell limit — keeping bays turning and lifting effective utilisation.