On-Street EV Charging: Solutions for Local Authorities

Here's the problem: around a third of UK households don't have off-street parking. That's roughly 9 million homes where residents can't run a cable from their property to charge an EV overnight.

The government is phasing out sales of new pure petrol and diesel cars by 2030, with hybrids permitted until 2035 and all new vehicles required to be zero-emission from that point. Car manufacturers are going all-in on electric. But if you live in a terraced house, a flat, or anywhere without a driveway, charging an EV remains a obstacle.

This isn't a niche issue. It's the single most significant barrier to mass EV adoption in urban areas.

On-street charging infrastructure solves this, but it's complicated. Where do you put chargers? Who pays for installation? How do you prevent them from becoming obstructions? What about residents who don't drive EVs? How do you ensure equitable access across different neighbourhoods?

Local authorities are figuring this out in real time, learning from early deployments, resident feedback, and operational realities. Some councils are leading nationally. Others are still working through the planning considerations.

Why On-Street Charging Matters: The Numbers

Let's quantify the challenge properly.

UK housing stock without off-street parking

According to the RAC Foundation's "Standing Still" report, approximately 35% of Britain's 27.6 million households lack access to off-street parking. That's around 9 million homes. The Government's EV Infrastructure Strategy puts the figure at 30% of households with vehicles lacking private parking access.

The regional variation is stark:

This concentration matters because housing without off-street parking tends to correlate with areas of economic deprivation. The very households least able to afford premium public charging rates are the ones without access to cheap home charging.

Current EV ownership patterns

Battery electric vehicles captured 19.6% of new car registrations in 2024, up from 16.5% in 2023. Through late 2025, that figure has climbed to around 26% in monthly registrations. When plug-in hybrids are included, electrified vehicles represent over a third of all new car sales.

Over 1.75 million pure electric vehicles are now registered in the UK, representing roughly 5% of the total car parc. Department for Transport research shows around 90% of current EV owners can charge at home. This isn't coincidence. EV adoption among households without off-street parking lags significantly because charging access, not just vehicle price, remains the barrier.

What residents actually need

Research from Field Dynamics and Transport Focus shows that on-street charging must be:

Local: within a 5-minute walk of home (around 300 metres). Field Dynamics research found coverage of on-street households within this range increased from 17% in 2022 to 24% in 2024. Transport Focus consumer research confirms less than a third of people will walk more than 10 minutes from a charger, and 20% won't walk more than 5 minutes.

Reliable: working when needed, not perpetually faulty.

Affordable: competitive with home charging, not motorway rapid rates. Currently, public charging costs significantly more than home charging, a disparity that penalises those without driveways.

Available: sufficient density that you can usually find a free charger.

Simple: straightforward payment, no complex membership requirements.

Miss any of these criteria, and you've built infrastructure that residents won't use. Or worse, infrastructure that creates resentment because it doesn't actually solve their problem.

Hackney: National Leadership in On-Street Charging

Hackney's partnership with Zest demonstrates what's possible when councils commit to comprehensive on-street charging. The results speak for themselves.

The Scale of Ambition

Hackney set out to become a national leader in electric vehicle charging, targeting comprehensive coverage across the borough. Not a pilot programme with a dozen chargers. A proper rollout.

Deployment scope:

Hundreds of on-street charge points planned across the borough. A mix of lamp post chargers, pavement-mounted units, and dedicated bays. Strategic placement based on resident density, parking patterns, and EV adoption data. Phased installation over multiple years.

The Hackney approach:

Hackney moved quickly, incorporating learnings iteratively. Install, gather feedback, refine next phase. Repeat.

This contrasts with councils stuck in analysis paralysis, studying on-street charging without yet installing. Hackney recognised that operational experience teaches more than desktop planning. You can explore Hackney's charging network on our interactive map.

Operational Realities

Hackney's first chargers went live with Zest providing installation, operation, and maintenance. Here's what operational delivery actually involves:

Site selection process:

1. Electrical capacity assessment to determine whether the local circuit can handle additional load
2. Pavement width verification ensuring accessibility for wheelchairs and pushchairs
3. Resident consultation to address concerns before installation

Installation logistics:

1. DNO applications for electrical connection
2. Civil works including trenching, cabling, and foundations
3. Equipment installation
4. Signage and road markings
5. Integration with backend systems

Ongoing operations:

24/7 monitoring and support. Maintenance and fault response. Payment processing and customer service. Usage data analysis and reporting. Enforcement support working with parking teams.

Councils partnering with experienced operators like Zest avoid learning these operational complexities the hard way.

Other Council Partnerships: Learning from Multiple Deployments

Multiple councils are building on-street networks with different approaches, contexts, and challenges.

Portsmouth: Coastal City Rollout

Portsmouth's partnership with Zest focuses on strategic placement across residential areas, with particular attention to high-density housing.

Portsmouth specifics:

Island geography creates unique challenges with limited space, a concentrated population and a high proportion of terraced housing without off-street parking. Naval presence creates additional fleet charging requirements while tourist traffic requires different considerations than pure residential.

Deployment approach:

The council adopted a phased rollout starting with areas of the highest EV adoption and resident demand. Initial installations prove viability, subsequent phases expand coverage. The first wave of chargepoints is now live.

Newport: Welsh Perspective

Newport's partnership demonstrates how Welsh councils approach infrastructure deployment.

Welsh context matters:

A public sector deployment in Wales means broader integration with the Welsh decarbonisation strategy as well as access to specific Welsh Government funding streams. Bilingual signage and communication requirements and the rural-urban split need to be considered.. 

Newport's approach:

Newport followed strategic placement supporting both residential charging and commercial/visitor needs, recognising that serving one without the other creates gaps.

Redditch and Bromsgrove: Regional Coordination

Neighbouring councils working together demonstrates the value of regional thinking rather than individual borough silos.

Why coordination helps:

Shared procurement reduces costs, creates a consistent user experience across the region, and aligns planning and deployment timelines. As residents don't stop at council boundaries, EV charging networks shouldn't either.

County Durham: Rural Challenges

County Durham's approach addresses the specific challenges of serving rural and semi-rural populations.

Rural context differs:

Lower population density makes the business case harder, since there are longer distances between destinations. This also means different charging patterns with less daily commuting and more longer journeys and less existing electrical infrastructure. County Durham balanced on-street residential charging in towns with hub installations serving rural communities. This indicates the importance of offering different solutions for different contexts.

Planning Considerations: Getting It Right

Successful on-street charging requires thinking through multiple interconnected factors.

Site Selection Criteria

Pavement width:

Chargers and cables must not obstruct the pavement - DDA compliance isn't optional. Typical requirements include minimum 1.5m clear width for wheelchair access, no trip hazards from cables, and chargers positioned to avoid obstruction.

Some pavements simply can't accommodate charging infrastructure without compromising accessibility. Those locations don't work, regardless of demand.

Parking patterns:

If available, analysing actual usage can be powerful. Is there all-day resident parking? Short-stay turnover? Mix of both? On-street charging works best where vehicles park for extended periods of four hours or more.

Installing slower on-street chargers where parking turnover is 30 minutes mean users can't get sufficient charge. 

Resident density and EV adoption:

Beginning infrastructure rollout in areas with high-density housing without off-street parking, existing EV ownership or strong signals of intent, resident feedback requesting charging provision, and demographic indicators suggesting EV adoption is likely. Start where demand exists or is emerging.

Proximity to destinations:

On-street residential charging works best when residents can walk home whilst vehicle charges. Too far and it becomes inconvenient. Too close to individual homes, and you get territorial behaviour.

Sweet spot: walkable but shared across multiple households.

Technical Infrastructure and Installation

DNO involvement:

Major installations require Distribution Network Operator cooperation. Plan for application timelines of 5 to 65 working days depending on connection complexity, potential grid reinforcement requirements, DNO connection costs which are variable and sometimes substantial, and coordination with DNO engineering schedules.

DNO engagement is often the critical path for delivery. ChargeUK identifies grid connection delays as a substantial bottleneck, with varying standards across 14 DNOs causing inconsistent timelines. With Zest, local authorities don’t have to worry about communication with DNOs, as we look after this relationship as part of our end-to-end management.

Charger specifications:

Power levels: Most on-street residential charging uses 7kW or 22kW units. Fast enough for overnight charging, slow enough to avoid excessive grid demand. 50kW+ rapids rarely make sense for on-street residential, it is the wrong use case, as residents aren't rapid charging at home. They're plugging in for hours whilst they sleep. For more on how EV charging works and connector types, see our explainer.

Connectivity requirements: Chargers need robust network connectivity for payment authorisation, session monitoring, fault reporting, and usage data collection. 4G connectivity is generally needed as a standard.

Physical design: On-street units must withstand weather at IP54+ rated, vandalism with robust enclosures, vehicle impact with proper siting or protection, and constant use with commercial-grade components.

Cheap domestic chargers don't survive street installation; commercial units designed for public use are essential.

Civil Works and Installation

Trenching, cabling and foundations:

Significant civil works are required for ducting cables from power source to charger locations. 

This is often 40 to 60% of total installation cost. Site conditions can vary dramatically; existing ducting reduces costs, while rock or complicated utilities increase them. Historical data from the ORCS scheme showed average costs of approximately £3,700 per charger, with a cap of £13,000 for complex installations.

Further, chargers need solid foundations. Rushed installation on the other hand, creates problems such as poor alignment.

Signage and road markings:

EV charging bays require road markings designating EV charging only, signage indicating restriction, clear bay numbering and identification, and instructions for users.

Costs are minor compared to equipment and installation but essential for enforceability.

Financial Models

Councils have several commercial options for on-street charging:

Fully funded model:

The charge point operator funds installation, operation, and maintenance. The council receives ground rent per bay as a fixed monthly payment, or revenue share as a percentage of charging income, or a hybrid arrangement. This option means zero capital outlay for the council while still benefitting from revenue. 

Council capital investment:

The council funds the installation, and the operator provides ongoing management. Council retains a share of revenue but bears capital cost and technology risk, meaning they are responsible for updating or replacing the infrastructure if issues arise. This option can work for councils with available capital and appetite for direct ownership.

LEVI-funded deployment:

The Local Electric Vehicle Infrastructure scheme provides pre-allocated capital funding to local authorities across England. Unlike the previous On-Street Residential Chargepoint Scheme (ORCS), which covered a percentage of installation costs, LEVI allocates funding based on a formula incorporating vehicles without off-street parking, deprivation indices, rurality, and existing chargepoint density.

Total LEVI funding comprises £343 million in capital and £37.8 million in capability funding, approximately £381 million in total. The scheme is designed to leverage significant private sector investment through concession models where charge point operators contribute capital in exchange for a revenue share.

The Energy Saving Trust administers the scheme on behalf of the Department for Transport.

Mixed model:

Many councils use a combination of approaches with LEVI funding for initial deployment, operator funding for expansion, and blended commercial arrangements. 

Community Engagement: Making It Work Socially

Technical success doesn't guarantee social acceptance. Community engagement determines whether on-street charging becomes valued infrastructure or a contentious imposition. Learn more about community-centric charging approaches.

Resident Consultation

Pre-installation engagement checklist:

1. Proposed location mapping to share specific proposed sites for feedback
2. Accessibility concerns to address pavement width, wheelchair access, and visual impairment considerations
3. Parking impact to explain bay allocation, availability, and enforcement
4. Alternative suggestions to accept resident input on better locations
5. Timeline communication to set expectations for the installation schedule

Consultation doesn't mean accepting every objection. But hearing concerns and addressing legitimate issues builds community buy-in.

Communication channels:

A multi-channel approach ensures a broad reach across different demographics, for example, ward councillor briefings, resident association meetings, online consultation portals, door-to-door leafleting in affected streets, social media updates, and local press coverage.

Addressing Common Concerns

"I don't drive an EV. Why am I losing a parking space?"

A valid concern that requires an honest response. EV adoption is growing rapidly, with over a quarter of new cars sold now being electric and Government policy is driving the transition with the 2030 phase-out approaching. On-street charging enables the transition for residents without driveways and contributes to Councils’ climate commitments that require infrastructure provision.

Acknowledge the friction honestly whilst explaining the broader necessity.

"What about disabled access?"

This is a critical consideration. Solutions include maintaining minimum pavement widths, cable management systems to prevent trip hazards, accessible charging bay provision where appropriate, and blue badge holder considerations in enforcement.

Get this wrong and you create genuine accessibility problems. Get it right, and it's a non-issue.

"Charging bays will always be occupied by the same cars"

This is a legitimate concern. Mitigations include time-limited bays with a 4 to 6-hour maximum stay, overstay charges as a penalty after the session completes, multiple chargers per street to reduce the likelihood of one user monopolising, and clear policies on bay usage expectations.

Enforcement proves crucial; time limits without enforcement accomplish nothing.

"Will this increase parking pressure?"

This depends on the deployment approach. Converting existing bays means no net parking loss. New bays in previously unrestricted areas can increase pressure. Shared-use bays that allow EV charging or standard parking risk financial viability. Careful location selection minimises parking impact.

The Equity Argument

When residents question why public money supports infrastructure they don't use, the public health case provides compelling context. Read more about prioritising air quality and the health impact of EV adoption.

Air pollution statistics:

The environmental justice dimension strengthens the case further. Friends of the Earth analysis found 48% of neighbourhoods with very high air pollution are in the bottom 30% most income-deprived areas. Half of the population in these polluted neighbourhoods are people of colour, compared to 18% nationally. Yet 60% of households in high pollution areas don't own a car.

They suffer pollution from vehicles they don't drive.

EVs eliminate all tailpipe emissions of NOx, NO2, carbon monoxide, and PM2.5. On-street charging in areas without off-street parking directly addresses both the adoption barrier and the environmental justice issue.

Ongoing Communication

Feedback mechanisms:

Councils see patterns including which locations work well, where additional provision is needed, technical issues requiring attention, and suggested improvements.

Residents want to know their input matters, so demonstrating responsiveness builds trust.

The Broader Context: LEVI Funding and Government Support

On-street charging doesn't happen in isolation. National policy and funding streams significantly impact local delivery.

LEVI Funding Programme

The Local Electric Vehicle Infrastructure scheme provides capital funding for councils deploying on-street and destination charging.

How it works:

Local authorities in England receive pre-allocated funding based on a formula that considers the number of vehicles in areas without off-street parking, indices of multiple deprivation, rurality factors, and existing public chargepoint density.

This differs from the old ORCS scheme which provided percentage-based grants on application.

What LEVI enables:

LEVI offers accelerated deployment at councils with limited capital budgets and significantly reduces the financial barrier to comprehensive on-street provision. The scheme is explicitly designed to attract private sector co-investment through concession arrangements.

Application considerations:

Funding is allocated in tranches with specific application windows and requires a robust delivery plan and procurement strategy. Applicants must consider Grant compliance and reporting obligations, as well as timeline constraints requiring spend within specified period.

Councils benefit from experienced operator partnerships like Zest when preparing LEVI applications. 

Government EV Targets

National policy creates both pressure and support for on-street infrastructure.

Key policy milestones:

Infrastructure expectations:

The government expects councils to enable the EV transition through adequate charging provision. This isn't optional. It's increasingly core to local transport and climate responsibilities.

Support mechanisms:

Beyond LEVI, various funding streams support EV infrastructure. Scotland has the Zero Emission Vehicle Infrastructure programme. The Welsh Government runs its own charging programmes.

The 2030 Timeframe

Here's the reality: it’s four years until there are no new sales of pure petrol or diesel. Current UK EV market share: over a quarter of new sales and climbing.

What this means for councils:

Demand for on-street charging will accelerate dramatically between 2025 and 2030. Current deployment rates are inadequate to serve the projected need. Councils deploying infrastructure now gain experience before demand surges, while waiting face compressed timelines and resident frustration.

Early movers like Hackney, Portsmouth, and Southend are building operational capability whilst the pressure is manageable. Councils starting fresh later face a much more complex challenge.

UK Charging Infrastructure Progress

The UK reached 75,000 public chargepoints in March 2025, a government milestone. By late 2025, this had grown to over 87,000 devices across more than 44,000 locations. For more context, see our analysis of how many EV charging stations are in the UK.

Installation rate acceleration:

However, geographic disparities remain significant:

LEVI-funded projects aim to address this imbalance, but councils outside London need to act decisively to close the gap.

Making the Decision: Is Your Council Ready?

On-street charging deployment requires commitment, resources, and sustained focus but the load can be significantly lightened if you work with a charge point operator that offers a fully managed, end-to-end service. 

Councils are best positioned to proceed if:

Political leadership supports EV transition actively. Capital budget is available through LEVI, grant-funded, or operator-funded models.. Authorities are willing to commit to a multi-year programme rather than a one-off installation.

Getting Started: Practical Next Steps

For councils ready to develop on-street charging infrastructure:

Immediate Actions

Assess current state:

1. Existing charging provision including where, how many, and who operates
2. EV ownership in borough using DVLA data
3. Housing stock without off-street parking using census data
4. Resident feedback and demand signals
5. Other councils' progress and what neighbours are doing

Explore funding:

Consider LEVI eligibility and application timelines, capital budget availability, operator-funded model viability rant opportunities specific to your region.

Operator Selection

When evaluating charging operators like Zest, consider:

Technical capability:

Installation experience and whether they've deployed on-street successfully. Operational track record including uptime statistics. Equipment quality with commercial-grade appropriate specifications. Backend systems for payment processing, monitoring, and reporting.

Operational delivery:

In-house maintenance teams rather than third-party contractors. Proven response times for critical faults. Customer support quality and how they handle problems.

Commercial approach:

Transparent pricing and revenue models. Realistic timelines without optimistic promises. Long-term commitment as 12+ years demonstrates confidence.

Local experience:

Other council partnerships and ability to provide references. Understanding of local authority context including planning, procurement, and governance. Community engagement capability. Grant funding experience supporting LEVI applications.

Zest's partnerships with Hackney, Portsmouth, Newport and others demonstrate consistent delivery across different contexts. View all our charging station locations.

The Honest Reality

On-street EV charging is complicated. It requires capital investment, technical expertise, operational capability, community engagement, political commitment, and sustained focus.

But it's also necessary. 9 million UK households lack off-street parking. Government's phasing out new pure petrol and diesel cars in five years. EV adoption accelerating regardless of charging readiness.

Councils delivering on-street infrastructure now are enabling their residents to participate in this transition. Those delaying risk creating barriers and will face much sharper pressure in two to three years when demand surges and provision remains inadequate.

What successful deployment looks like:

Residents can charge near home within a 5-minute walk. Chargers work reliably at 98%+ uptime. Payment is simple with multiple options available. Pricing is fair. Provision expands with demand through phased, sustained rollout. Community supports infrastructure because engagement builds buy-in. Hackney, Portsmouth, Newport and others are demonstrating this is achievable. 

The choice facing councils:

Lead the transition, enabling residents to adopt EVs whilst learning what works operationally. Or wait, watching from the sidelines whilst other councils build capability and resident frustration grows.

Early movers gain experience, work through challenges whilst stakes are manageable, and build political capital from delivering visible climate action. Late movers face compressed timelines, higher expectations, and less forgiveness for problems.

Ready to explore on-street charging for your council?

Contact Zest to discuss your borough's needs, resident demand, technical feasibility, and deployment options. From initial feasibility through to operational networks, Zest supports councils at every stage. And with a fully-funded model, councils can benefit from charging infrastructure without the capital investment.