The UK is on the brink of its electric vehicle (EV) revolution. The Government ban on the sale of new petrol and diesel vehicles by 2030 is accelerating both manufacturer investment and driver enthusiasm.
June 2021 SMMT figures reveal that EV sales continue to rise, with pure electric accounting for more than one in 10 registrations. Although the premium Tesla Model 3 tops the purchase charts, recent EV investment announcements from more-accessible brands, such as Nissan and Vauxhall, mean that a host of greener cars, with next-generation batteries, will soon be hitting the UK’s roads.
To achieve the level of uptake required for its ambitious Net-Zero targets, however, the Government has recognised the need to heavily invest in the country’s EV charging network. As such, it has pledged £1.3 billion to drive the EV transition. This includes a £950m fund for rapid chargepoints at every service station on motorways and major A roads, plus an additional £90m to fund local infrastructures.
For forecourt operators, this presents a real opportunity to future proof for a fuel-free world. But of course, installing EV chargers is not as straightforward as plug-in and go. There are a number of challenges to overcome.
Why the forecourt?
Because of their location, accessibility and familiarity to drivers, the forecourt is a logical place to install EV charge points.
While the home has been identified as the primary location for EV charging, BP estimates that by 2030, rapid charging at forecourts will account for 25% of all UK charging. Forecourts will appeal to the estimated one-third of drivers who don’t have access to off-street parking, and those who wish to top-up in transit, much the same as they do at the fuel pump today.
But for the forecourt model to be successful, operators must provide drivers with the speed and convenience of ultra-fast chargers, which mimic the current dwell time of motorists filling up their tanks. An ultra-fast charger with a power of 150kW, for example, could provide a range of up to 70 miles in just seven minutes., and at 300kW, this increases to 120 miles.
The technical challenge
Ultra-fast chargers will undoubtedly put pressure on localised power infrastructures. Currently, many forecourts simply do not have adequate power to support this essential requirement. Consequently, there will be a significant cost associated with grid re-enforcement. This is where operators can take advantage of the £950m Government fund which is intended for upgrading grid capacity.
The Association for Petroleum & Explosives Administration (APEA) Electrical Sub-Group has also identified a number of risks associated with installing EV charge points on traditional forecourts. These risks need to be carefully considered.
· As electrical equipment should not be installed or introduced within identified hazardous areas, the charger and vehicle must be located outside of these zones. If a new electricity supply is required for the EV charger, the supply cable must be routed around the hazardous areas and not run underneath it.
· The full load of charger(s) must be included in any load calculations.
- Where the filling station has a TT earthing system, it must be used for the EV charger earthing system. In this instance, two separate TT earthing systems are acceptable.
- If a separate utility company supply is to be installed to an EV charger, a warning label must be fitted to indicate that the charger supply is fed via a separate source, and a detailed survey needs to be carried out to ascertain the suitability of the location, pending a simultaneous contact risk assessment.
- The supply to the charger must be interlocked with the filling station electrical controls so that the supply to the charger is switched off when the forecourt is closed, or if the emergency stop system for the fuel dispensers is operated for any reason.
What about space?
The cumbersome periphery infrastructure, consisting of the substation, LV panel and power cabinets, takes up a significant amount of forecourt space. One space-saving option could be a battery integrated charger with an incoming grid connection to provide ultra-fast charging with a small footprint. This is perfect for less-busy locations, providing power for up to 20 vehicles per day. However, this option wouldn’t work for high-traffic forecourts due to the rate of battery depletion.
Where to start?
Those forecourt operators who choose to work with strategic partners, which understand the unique requirements of upgrading legacy infrastructure, will be able to overcome the various complexities and remain competitive in the greener future.
Adler and Allan is already playing a major part in the UK’s forecourt upgrades. We were chosen by Motor Fuel Group (MFG) – the largest independent forecourt operator to support a successful £400m project to install ultra-rapid charging points across the country. As the strategic electrical consultant partner, we provide the full end-to-end solution from design, application, civils, electrical works and hardware installation.
The UK is on the brink of its electric vehicle (EV) revolution. . Although the premium Tesla Model 3 tops the purchase charts, recent EV investment announcements from more-accessible brands, such as
required for its ambitious Net-Zero targets, however, the Government has recognised the need to heavily invest in the country’s EV charging network. As such, it has pledged £1.3 billion to drive the EV transition. This includes a £950m fund for rapid chargepoints at every service station on motorways and major A roads, plus an additional £90m to fund local infrastructures.
Because of their location, accessibility and familiarity to drivers, the forecourt is a logical place to install EV charge points.
estimates that by 2030, rapid charging at forecourts will account for 25% of all UK charging. Forecourts will appeal to the estimated one-third of drivers who don’t have access to off-street parking, and those who wish to top-up in transit, much the same as they do at the fuel pump today.
But for the forecourt model to be successful, operators must provide drivers with the speed and convenience of ultra-fast chargers, which mimic the current dwell time of motorists filling up their tanks. An ultra-fast charger with a power of 150kW, for example, could provide a range of up to 70 miles in just seven minutes., and at 300kW, this increases to 120 miles.
The technical challenge
Ultra-fast chargers will undoubtedly put pressure on localised power infrastructures. Currently, many forecourts simply do not have adequate power to support this essential requirement. Consequently, there will be a significant cost associated with grid re-enforcement. This is where operators can take advantage of the £950m Government fund which is intended for
The Association for Petroleum & Explosives Administration (APEA) Electrical Sub-Group has also identified a number of risks associated with installing EV charge points on traditional forecourts. These risks need to be carefully considered.
· As electrical equipment should not be installed or introduced within identified hazardous areas, the charger and vehicle must be located outside of these zones. If a new electricity supply is required for the EV charger, the supply cable must be routed around the hazardous areas and not run underneath it.
· The full load of charger(s) must be included in any load calculations.
- Where the filling station has a TT earthing system, it must be used for the EV charger earthing system. In this instance, two separate TT earthing systems are acceptable.
- If a separate utility company supply is to be installed to an EV charger, a warning label must be fitted to indicate that the charger supply is fed via a separate source, and a detailed survey needs to be carried out to ascertain the suitability of the location, pending a simultaneous contact risk assessment.
- The supply to the charger must be interlocked with the filling station electrical controls so that the supply to the charger is switched off when the forecourt is closed, or if the emergency stop system for the fuel dispensers is operated for any reason.
What about space?
The cumbersome periphery infrastructure, consisting of the substation, LV panel and power cabinets, takes up a significant amount of forecourt space. One space-saving option could be a battery integrated charger with an incoming grid connection to provide ultra-fast charging with a small footprint. This is perfect for less-busy locations, providing power for up to 20 vehicles per day. However, this option wouldn’t work for high-traffic forecourts due to the rate of battery depletion.
Where to start?
strategic electrical consultant partner
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