Car-park EV charging: myths vs facts
The web is full of stale EV-charging advice — grant amounts that have closed, a grid rule that doesn’t apply to chargers, VAT that’s wrong. Here are the ten beliefs that most often cost car-park owners money, corrected with current 2026 facts.
Myth“You need a G99 application to add EV chargers.”
FactNo. Import-only EV chargers are demand (load) and connect via the DNO’s demand-connection process (the ENA “Connecting EVs & Heat Pumps” route). G99/G98 are generation/export standards — they only apply if you add solar, a battery, or a vehicle-to-grid charger that exports. Anyone telling you a plain charger “needs G99” is not a specialist.
Myth“The Workplace Charging Scheme pays for our public car park chargers.”
FactIt does not. The Workplace Charging Scheme covers dedicated off-street workplace and staff bays only — explicitly not public off-street parking. Public and council car parks look to the LEVI Fund via their local authority, or to commercial CPO funding. Building a public-parking business case on the WCS is building it on sand.
Myth“There’s a £15,000 infrastructure grant for staff and fleets.”
FactNot any more. The EV infrastructure grant for staff and fleets closed on 31 March 2026 (installer claims 26 May 2026). A lot of content still quotes it. The live workplace route is the Workplace Charging Scheme at up to £500/socket.
Myth“You always need an expensive grid upgrade.”
FactOften you don’t. Dynamic load balancing shares your existing supply across many AC sockets, and since 1 April 2023 you’re no longer charged for wider network reinforcement. Rapid DC banks are the exception — they can need a customer substation — but for most AC car-park schemes a costly upgrade is avoidable.
Myth“Rapid chargers are always the best choice.”
FactOnly for short dwell. Match power to how long cars sit: a 50-150kW rapid suits a 30-minute supermarket run, but on a workplace or park & ride where cars sit 8+ hours, cheap 7-22kW AC electrifies far more bays for a fraction of the cost and grid load. A rapid on a long-stay site strands capital.
Myth“More chargers means more money.”
FactUtilisation decides profit, not charger count. UK chargers average about two hours’ use a day; a smaller number of well-sited, well-utilised units earns more than a car park full of idle ones. Over-provisioning is a common, expensive mistake.
Myth“EV charge points don’t get any tax relief.”
FactThey do — and it’s generous. New, unused EV charge-point equipment qualifies for a 100% first-year allowance, written off in full against tax in year one, extended to 31 March 2027 for companies (5 April 2027 for unincorporated businesses). On a serious scheme this usually beats the grant. Take your own tax advice.
Myth“Public EV charging is only 5% VAT.”
FactHMRC treats electricity supplied at public charge points as standard-rated 20% (Revenue & Customs Brief 4 (2026)). A First-tier Tribunal decision that a 5% rate could apply is under appeal, so 20% stands for now. VAT-registered businesses can generally recover input VAT on the installation.
Myth“You need planning permission for every charger.”
FactUsually not. Free-standing upstands in off-street parking are permitted development up to 2.7m (1.6m near dwellings), and wall-mounted outlets are permitted where the casing is under 0.2 cubic metres. One equipment cabinet is also permitted. Full planning only kicks in above those limits or in sensitive locations.
Myth“A fully-funded deal is best because it’s free.”
Fact“Free” trades away the upside. In a fully-funded deal the operator keeps most of the charging revenue in exchange for carrying the capex and risk — right for uncertain public sites, but an owner-operated scheme on a high-utilisation site can earn far more. The honest answer is to model both, which is exactly what we do.