Full fibre history repeats for EV
The UK’s full fibre roll-out has been underway for several years, with the government’s 2030 target of reaching nationwide coverage edging ever closer. According to Ofcom’s 2024 Connected Nations report, 62% of homes are now covered by full fibre. But the story has been far from straightforward when it comes to connecting hard-to-reach areas, including multi-dwelling and multi-business units (MDUs and MBUs).
It’s not just fire safety concerns, construction risks, and logistical challenges that have added concern for already cautious landlords. Regulatory challenges for telcos, including overlooking important wayleave agreements, have also been a major bottleneck. Plus, cost-conscious investors have been wary about where to direct their funds too; naturally, it makes financial sense to help connect those already within touching distance of full fibre installation, but that doesn’t help combat the disparities.
It’s a topic we can, and have, talked about at length. Our guide, Shining a light on MDUs and MBUs, is one of many resources that explore how to bridge the gap. But with the same communities being hit hardest in the roll-out of EV charging infrastructure, why isn’t the telecoms industry carrying these essential learnings to another environment?
EV barriers for MDU residents
As the UK pushes towards its sustainable transport targets, the EV transition is gaining good momentum. These ambitions include achieving 80% fully electric car sales by 2030, and 100% by 2035, in line with the zero emission vehicle (ZEV) mandate. Considering 16.6% of new car registrations were fully electric in the first half of 2024, EVs could well account for one in five car sales by year’s end. However, if the market is to keep pace with these projections, it must address some major disparities in infrastructure and accessibility.
Logistical oversight
As with broadband builds, one of the most overlooked EV barriers is the unique infrastructure challenges faced by residents in MDUs and MBUs. Since installing an EV charger is seen as a structural change, it can complicate complex permissions-related matters for tenants. Land access must be granted from the owners of such buildings each time a new charger is installed – even when the EV charging operator has existing infrastructure in the building already.
Much like the parallels we’ve seen in the full fibre roll-out, many installers don’t realise they need a wayleave to access the land for infrastructure builds, leading to mounting costs and project delays. At the same time, investors are reluctant to commit capital to support these roll-outs, because they’re yet to see the social proof.
Space considerations
Not to mention the obvious: how can the hundreds, sometimes thousands, of residents inside a single block of flats share the handful of chargers currently afforded by MDU parking lots? Take fleet vehicles as a prime example of this challenge. While these were historically kept in centralised depots, with workers required to return them at the end of the shift, it’s now not uncommon for employers to park their EVs at home. Of course, this introduces several complications.
First and foremost, where do these drivers charge their vehicles when they’re off the clock, especially if they live in flats or areas without designated charging infrastructure? For these workers, home charging is often not an option, and public charging points may be inconvenient, overcrowded, or simply nonexistent. Even for businesses that have kept the centralised depot, charging can be a logistical challenge since the depots are not usually local, and the EV charging infrastructure can’t handle the needs of an entire fleet. Strategically installing charging stations that can serve both residential and fleet needs is therefore key.
Infrastructure costs
Installing EV chargers in MDUs is generally more expensive due to the complexity of the infrastructure and additional logistical challenges. MDUs often require significant electrical upgrades, such as boosting panel capacity or installing transformers, to handle the increased power demand. Plus, with long wiring running from electrical rooms to parking spaces, coupled with the potential need for load management systems, this can further drive up costs.
Additionally, older buildings may need substantial retrofitting. Parking configurations, especially in shared or underground garages, can also complicate installation and add to expenses. In volatile investment climates, these high upfront costs can make funding more uncertain, as property managers and homeowners’ associations may delay projects due to concerns over returns on investment, fluctuating interest rates, or market instability, making EV infrastructure upgrades a riskier proposition. Regulatory hurdles, compliance issues, and evolving building codes further increase both financial and operational risks. In other words, costs need to be carefully considered at every stage.
Grid capacity
Despite common misconception, there’s enough capacity in the electricity grid to manage EV demand – the National Grid even said so. The challenge is upgrading national infrastructure so our networks are better equipped to carry cleaner energy. This is what The Great Grid Update is all about. It essentially combines 17 sustainable energy projects to transfer power from where it’s generated to where it’s needed – boosting energy security and helping the nation become more self-sufficient.
At this point, you may be thinking, what does this have to do with EV challenges for MDUs? Well, to pool resources and skills efficiently, the National Grid needs to know exactly where that capacity should be distributed. So, if a series of EV chargers are installed on-site at an MDU complex, it’s an important step to bear in mind – but we’ll come to that in the next section.
How early access rights can safeguard EV success
Wayleaves are essential in helping get EV projects out of first gear – especially since installing an EV charging point is seen as a structural change, which can complicate permissions-related matters for tenants.
A wayleave is essentially legal permission, granted from the landlord or landowner responsible for the property, which allows an operator to access their building or private land to install or repair telecoms equipment. So, in the case of EV charging infrastructure, it’s the ‘green light’ to build a power outlet on-site. Without a wayleave, these infrastructure builds simply can’t take place. And, if overlooked, they can surmount significant project delays, substantial legal fees, and a whole host of headaches for every stakeholder involved.
But this is only part of the picture. Once the physical infrastructure is installed, there’s the challenge of connecting the chargers to the grid, so they have sufficient power to energise them while not compromising local network capacity. The original wayleave obtained for installation doesn’t cover this; landlords will need a separate agreement with their district network operator (DNO) – the licensed company which owns and operates the UK’s electricity distribution system.
With this separate agreement – which could be in the form of a wayleave, easement, or sublease – the DNO also has uninterrupted access to their equipment at all times. So, if anything goes wrong with the connection, it can be located and fixed under the service level agreement (SLA), without having to obtain further permission from the landowner.
It goes without saying, this is not an exhaustive list of the legalities behind an EV charge point installation. As with any commercial agreement, there may be nuanced requirements surrounding your specific project, beyond wayleaves – from sales contract drafting and negotiation to understanding specialist insurance policies. By leveraging legal nous from a trusted specialist, installers can truly help chart the course to an accessible EV future.
Need help navigating your next EV charger roll-out? Backed by decades of combined experience in the electronic communications industry, our experts are here to help. Let’s chat.
