Item 11 - Appendix 1
West Dunbartonshire Council · 22 May 2024
Back to Infrastructure, Regeneration & Economic Development Committee — 22 May 2024 and its agenda
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West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan March 2023 West Dunbartonshire ITEM 11 - APPENDIX 1
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Page iii of viii Mott MacDonald St Vincent Plaza 319 St Vincent Street Glasgow G2 5LD United Kingdom T +44 (0)141 222 4500 mottmac.com Mott MacDonald Limited. Registered in England and Wales no. 1243967. Registered office: Mott MacDonald House, 8-10 Sydenham Road, Croydon CR0 2EE, United Kingdom West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan March 2023 West Dunbartonshire
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan Page iv of viii Issue and Revision Record Revision Date Originator Checker Approver Description 0.1 01/02/23 SC/OF SM MJ Interim Draft 0.2 31/03/23 SC/PM/PP/HD RA MJ/OS Final Version Document reference: 100110838 | | | Information class: Standard This document is issued for the party which commissioned it and for specific purposes connected with the above- captioned project only. It should not be relied upon by any other party or used for any other purpose. We accept no responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties. This document contains confidential information and proprietary intellectual property. It should not be shown to other parties without consent from us and from the party which commissioned it.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan Page v of viii Contents Executive summary 1 1 Introduction 5 1.1 Purpose of the Report 5 1.2 Vehicle Types 5 1.3 Charging Types 6 1.4 Structure of the Business Case 6 1.5 Limitations 6 2 Background 8 2.1 Study Area 8 2.1.1 Number of Dwellings 9 2.1.2 Indices of Multiple Deprivation 10 2.1.3 Housing and Commercial Development 11 2.1.4 Road Network and vehicle km travelled 12 2.1.5 Population 12 2.1.6 Employment characteristics 14 2.1.7 Tourism 15 3 Baseline Position in West Dunbartonshire 17 3.1 Existing Electric Vehicle Charging Ownership 17 3.2 Existing Electric Vehicle Charging Infrastructure 17 3.3 Current Approach to Service Delivery 18 3.3.1 Council Owned EVCI 18 3.3.2 Independently provided EVCI 19 3.4 Revenue 19 4 Consultation and Stakeholder Engagement 20 4.1 Stakeholder Workshop 20 4.1.1 Strengths 20 4.1.2 Weaknesses 20 4.1.3 Opportunities 20 4.1.4 Threats 21 4.2 Survey 21 4.3 Current Situation 21 4.4 EVCI Preferences 22 5 The Strategic Case 25 5.1 Policy Context 25
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan Page vi of viii 5.1.1 National Policy and Strategy 25 5.1.2 Local Policy 25 5.2 Vision, Outcomes and Priorities 26 6 The Economic Case 27 6.1 EVCI Requirements 27 6.1.1 Forecasting Results 27 6.1.2 EVCI Included in Funding Application 27 6.2 Site Identification 28 6.3 Grid Connection 29 6.4 Alignment with the Agreed Vision 30 6.5 Ultra-Rapid Charging Analysis 30 7 The Commercial Case 32 7.1 Recap of Potential Commercial Models 32 7.2 Feedback from Commercial Workshop Sessions 33 7.3 Commercial Model Preferences 33 7.3.1 Model Preferences 33 7.3.2 Model Scoring 33 7.4 Procurement Preferences 35 7.5 Summary 35 8 The Financial Case 36 8.1 Funding Sources 36 8.2 Capital cost requirement 36 8.3 Financial Viability of Service/Concession Type Contracts 37 8.3.1 Core feasibility test 37 8.3.2 Sensitivity test 38 8.4 Next steps 38 9 The Management Case 39 9.1 Governance and Management 39 9.1.1 Programme delivery 40 9.1.2 Required Resources 40 9.1.3 Approvals 41 9.2 Timetable and Next Steps 41 9.3 Risk Management and Mitigation 42 Appendices 43 A. Proposed locations for residential and destination chargers 44
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan Page vii of viii B. Alignment with Agreed Objectives 53 C. Ultra-rapid Charging Analysis 56 Tables Table 0.1: Summary of Total Proposed EVCI to be Procured – Strategic Provision 1 Table 0.2: Summary of Total Proposed EVCI Capital Costs 1 Table 0.3: Meeting SFT’s Strategic Aims 2 Table 0.4: Forecast Number of EVCI in West Dunbartonshire 2 Table 0.5: Forecast charge point per 100,000 population 3 Table 0.6: Forecast EV to charge point ratio 3 Table 0.7: SFT Feasibility Model results 3 Table 1.1: EV Charger Types 6 Table 2.1: Dwellings by Local Authority and Off-Street Parking Percentage 9 Table 2.2: West Dunbartonshire Housing Supply Targets and Requirements 2024-2029 12 Table 2.3: Road Network in West Dunbartonshire in kilometres 12 Table 2.4: Traffic on major and minor roads in West Dunbartonshire, in 2020 (in million vehicle kilometres) 12 Table 2.5: Mid-year Population Distribution Estimates by Age, 2021 13 Table 2.6: Employment by occupation (Jul 2021 - Jun 2022) 15 Table 3.1: Registered Plug-in Vehicles per 100,000 population 17 Table 3.2: Existing EVCI in West Dunbartonshire 17 Table 3.3: West Dunbartonshire EVs (2022 Baseline) Compared to EVCI Ratio 18 Table 4.1: What is your typical weekly car milage? 22 Table 4.2: Why do you not plan to buy or lease an EV in future? 22 Table 6.1: Forecast EVCI Requirements 27 Table 6.2: West Dunbartonshire EVCI 2026 28 Table 7.1: Potential Commercial Models 32 Table 7.2: Commercial model assessment criteria 34 Table 7.3: Commercial model scoring – West Dunbartonshire weighted results 35 Table 8.1: Capital Cost breakdown 37 Table 8.2: SFT Feasibility Model results 37 Table 8.3: Sensitivity test - SFT Feasibility Model results 38 Figures Figure 2.1: West Dunbartonshire Study Area 8 Figure 2.2: Number of Dwellings per Hectare in West Dunbartonshire 10 Figure 2.3: Indices of Multiple Deprivation, West Dunbartonshire 11 Figure 2.4: West Dunbartonshire Population Density 14 Figure 3.1: Council and Independently Owned EVCI in West Dunbartonshire 18
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan Page viii of viii Figure 4.1: Which of the following best describes where you normally charge your vehicle? 22 Figure 4.2: Reasons for buying an Electric Vehicle 23 Figure 4.3: BEV additional charging locations 24 Figure 4.4: PHEV additional charging locations 24 Figure 6.1: Future EVCI Network in West Dunbartonshire 29
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 1 of 57 Executive summary Summary This Business Case sets out how West Dunbartonshire Council can invest in electric vehicle charging infrastructure (EVCI) to meet projected demand over the next three-to-four years. The proposed EVCI programme will enable West Dunbartonshire Council to work with other local authorities in the Glasgow City Region (GCR) and commercial suppliers to increase EVCI through this programme from an existing 62 charging devices to 368. The expansion of EVCI includes existing (upgraded where required), new publicly accessible charge points assumed to be installed by independent providers (without any intervention from the public sector) and the strategic provision requirement of 249 outlined in Table 0.1 below. The term strategic provision is used to identify EVCI estimated to be required on top of existing and independently provided, to meet the strategic targets of this business case. The application for funding covered by this business case therefore includes funding to support the strategic provision outlined below. Table 0.1: Summary of Total Proposed EVCI to be Procured – Strategic Provision Residential AC (7kW) Destination AC (7 – 22kW) Rapid DC (50kW) Total Future Strategic Provision Total Strategic Provision (Existing & Future Existing 0 10 3 13 249 New/Future 143 84 9 236 The estimated capital investment required to achieve the above network is summarised in Table 0.2. Table 0.2: Summary of Total Proposed EVCI Capital Costs Cost Item Value £, 2022 prices Existing Asset replace and update £200,000 Capital Enabling Costs £600,000 Capital EVI + Installation Costs £1,800,000 Standard DNO Costs £500,000 Total Capital Cost requirement £3,100,000 Source: Mott MacDonald Strategic Case The Strategic case for investment is outlined in the overall GCR Phase 2 Summary report. The EVCI programme aligns with and helps to deliver the wider Draft Vision for Scotland’s Public Electric Vehicle Charging Network ‘A Network fit for the Future’ (Transport Scotland, 2022), and its four key principles underpinned by the need for a ‘just transition’: ● a people-focused network ● accelerating commercial investment ● coordinating with the electricity network; and ● integration with Scotland’s sustainable transport system
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 2 of 57 The Scottish Government has mandated Scottish Futures Trust (SFT) to undertake programme management of the Electric Vehicle Infrastructure Fund (EVIF), including providing the framework for local authorities to bid to the fund, and making recommendations to the Scottish Government on funding awards. SFT has developed the business case template that this document follows and stipulated key metrics to be provided in the rest of this Executive Summary. The proposed programme of EVCI in this business case meets SFT’s strategic aims are outlined in Table 0.3. Table 0.3: Meeting SFT’s Strategic Aims SFT’s Strategic Aims How the Approach of the EVCI Programme in this Business Case Meets Those Aims A comprehensive network of public charge points From 2025, the successful delivery of EVCI programmed in this business case will result in there being a comprehensive charging network throughout West Dunbartonshire Council. It is predicted that over 99% of West Dunbartonshire’s properties will be within a 10 minute drive of a charge point as a result of the investment made through this business case. Five-minute walking catchments have been assumed to residential chargers where off-street parking is limited to help deliver the ‘equitable’ and ‘usable’ objectives. Access, fairness and need The vison of this programme is to provide a usable network, accessible for all and through the ‘Place Principle’ and ‘Community Wealth Building’ approach should ensure that rural communities are not left behind. Leveraging private investment and approach to enabling this investment A 20-year concession-type (‘public sector ownership with private sector operation’) contract is recommended for new and existing assets, and it is estimated that c.68% of the estimated capital cost will be secured from the private sector under the SFT assumptions. Enabling wider sustainable transport outcomes This EVCI programme aims to reduce private car use and integrate with the sustainable and active travel offering. The Scottish Government have published a target to reduce vehicle km by 20% by 2030. This business case is strategically aligned with that target through incorporating the 20% reduction into the demand forecasting and ensuring proposed locations for EVCI complement walking, cycling and public transport. Economic Case From the baseline data and range of forecasts analysed, low, central and high EV uptake and EVCI forecasts were derived for West Dunbartonshire Council. This data is summarised in Table 0.4 Table 0.4: Forecast Number of EVCI in West Dunbartonshire 2026 Forecast Requirement 2030 Forecast Requirement Low Central High Low Central High Residential (Slow) 86 143 207 126 233 318 Destination (Slow) 96 160 226 192 354 478 Destination (Fast) 22 36 52 45 82 111 Rapid 17 29 46 44 84 124 Total Devices 221 368 531 407 753 1,031 The current charge point provision was compared to the 2021 mid population estimates. The subsequent EVCI central forecasts for 2026 and 2030 were then also compared to the 2021 population to derive the forecast charge points per 100,000 population. The results are shown in Table 0.5.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 3 of 57 Table 0.5: Forecast charge point per 100,000 population 2022 2026 2030 West Dunbartonshire 71 413 858 The existing number of EV within West Dunbartonshire observed at the end of Q3 2022 was compared with the number of publicly accessible EVCI to derive the EV to charge point ratio. This is shown in Table 0.6. Table 0.6: Forecast EV to charge point ratio Total Plug-in Vehicle Registrations (2022 Q3) 2022 EV Chargers 2022 EV to EVCI Ratio West Dunbartonshire 534 62 9 Commercial Case Local authorities have an interest in intervening in the EVCI market, both to promote EV uptake towards Net Zero targets and to ensure a socially equitable network. They also have several strengths to bring to the market. However, it is also recognised that local authorities are not as well placed as the private sector for borrowing capital and responding to the significant delivery and operating uncertainties associated with this emerging market. SFTs guidance is that authorities are not able to access the EVIF if they choose to adopt a local authority owner operator delivery model (described as Model D within the report). The draft vision for the Public EV Charging Network in Scotland states that further investment from the private sector is required to meet the scale and pace of EVCI expansion within Scotland. After considering four different commercial models in terms of affordability, risk allocation, social outcomes, contestability, procurement, resources and revenue, the Commercial Case recommends a concession-based contract (public sector ownership with private sector operation). It is recommended that West Dunbartonshire Council work together to procure EVCI with one or more local authorities within the region. Details of collaborative working arrangements are yet to be finalised. Financial Case The table below summarises indicative results of the SFT feasibility model under SFT standard assumptions. Table 0.7: SFT Feasibility Model results Funding Source Value £, 2022 prices Indicative Private investment £2,100,000 ‘Minimum’ Transport Scotland Grant £300,000 Remaining capital amount £700,000 Total Funding/Capital Cost requirement £3,100,000 Source: Mott MacDonald In this example, the Remaining capital amount is £700,000 which is c.22% of the total Capital Cost requirement. This indicates that the scheme is likely to be feasible without significant public funding and should be taken forward to the next stage to engage with private CPOs to determine the true value of private sector investment. At that stage, the true Remaining capital amount should be known and a full in-depth assessment of the funding options should be completed.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 4 of 57 Management Case and next steps The next steps for the EVCI programme are as follows: Month/year Key tasks April 2023 ● Business Case presented to the Chief Executive’s Group ● Initiate further discussions on commercial model and collaborative working arrangements ● Submission of draft business case document to SFT for comment ● Further engagement with SPEN to confirm any constraints June 2023 ● Confirm collaborative working arrangements and agree and establish Inter-Entity Agreement IEA(s) as required ● Finalisation of business case ● Internal approval process of the business case document within each of the eight local authorities begins September 2023 ● Internal approval process of the business case document within each of the eight Councils complete ● Submission of final business case document to SFT for consideration ● Procurement of consultancy support (if required) for procurement and development stage may be underway ● Soft market testing complete Q4 2023 ● Development of procurement/tender documentation for suppliers ● Commencement of procurement process with commercial suppliers Q1 2024 ● CPO partners in place ● Commencement of capital works for new EVCI ● Existing asset replacement where required Q2 2024 ● Commencement of service delivery 2024-26 ● EVCI programme in place, with installation of new EVCI ongoing, and service delivery ongoing
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 5 of 57 1 Introduction 1.1 Purpose of the Report This report presents the proposed package of publicly available electric vehicle charging infrastructure (EVCI) for West Dunbartonshire, predicted to be required to service the growth in EVs. The report should be read in conjunction with the overall Glasgow City Region EVCI Phase 2 Summary Report which provides the overall strategic case for investment, the methodology and assumptions and sets out options and recommendations for collaborative delivery among all authorities of the Glasgow City Region: ● East Dunbartonshire ● East Renfrewshire ● Glasgow City ● Inverclyde ● North Lanarkshire ● Renfrewshire ● South Lanarkshire ● West Dunbartonshire The Scottish Government has mandated Scottish Futures Trust (SFT) to undertake programme management of the Electric Vehicle Infrastructure Fund (EVIF), including providing the framework for local authorities to bid to the fund, and making recommendations to the Scottish Government on funding awards. The purpose of this report is to enable West Dunbartonshire Council to access the EVIF. The report describes a range of commercial delivery options for EVCI. Whilst a range of options are considered, the SFTs guidance is that authorities are not be able to access the EVIF if they choose to adopt a local authority owner operator model (described as Model D within the report). The draft vision for the Public EV Charging Network in Scotland states that further investment from the private sector is required to meet the scale and pace of EVCI expansion within Scotland. For this reason, the Financial Case included within this report uses the SFT Feasibility Model to appraise a concession contact option only. 1.2 Vehicle Types The scope of this EVCI business case includes EVCI requirements for the following vehicle types: ● Cars ● Light Goods Vehicles (LGVs) ● Taxis ● Private Hire Vehicles (PHVs) Charging facilities for other vehicles, for example motorcycles, Heavy Goods Vehicles (HGVs) and buses/coaches are out of scope of the EVIF. For the purposes of this report, the following definitions are used: ● Battery Electric Vehicle (BEV): A vehicle powered by electricity, which is stored in a battery, and recharged by plugging into a source of electricity or by regenerative braking.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 6 of 57 The range depends on the size of the battery, which is measured in kWh, but most new BEVs have a range of at least 200 miles based on a 50kWh battery. ● Plug-in Hybrid Electric Vehicle (PHEV): A vehicle that has both a ‘traditional’ Internal Combustion Engine (ICE) fuelled by petrol or diesel, which is supplemented with a battery- powered electric motor. These can travel on electric-only power for up to 40 miles, depending on the size of the battery. The battery is recharged by plugging into a source of electricity or by regenerative braking. Other types of low emission vehicles such as conventional hybrid ICE and Hydrogen Fuel Cell EV (FCEV) have been excluded from the analysis as they do not require the same EVCI. The term plug in vehicle (PiV) is used throughout the report to refer to BEV and PHEV combined. 1.3 Charging Types There are various charger types that provide power to EVs, which are categorised based on the power output of the charger. These are summarised in Table 1.1. Table 1.1: EV Charger Types Charger Type Output (kW) Typical Time to Fully Recharge BEV Examples of Location Suitability Slow (AC) Up to 7kW 6 to 12 hours Residential on-street, workplace, private driveway, car parks, transport hubs. Fast (AC) 7kW to 22kW 2 to 5 hours Destinations including car parks, supermarkets, leisure centres, retail parks, transport hubs. Rapid (DC) 43kW to 100kW 20 to 60 minutes Destinations such as supermarkets, retail parks and transport hubs, or en-route journey charging like motorway services and service stations Ultra-rapid (DC) 100kW to 350kW 15 to 30 minutes En-route journey charging such as motorway services and service stations. Further detail relating to vehicle types and charger type characteristics is provided in Section 2 of the 'Glasgow City Region EVCI Phase 2 Summary Report’. 1.4 Structure of the Business Case The structure of this business case follows the SFT template and is outlined below, for the sections following this introduction: ● Background and scope ● Baseline position ● The Strategic Case ● Consultation and Stakeholder Engagement ● The Economic Case ● The Commercial Case ● The Financial Case ● The Management Case 1.5 Limitations This Report has been prepared solely for use by the party which commissioned it (the 'Client') in connection with the captioned project. It should not be used for any other purpose. No person other than the Client or any party who has expressly agreed terms of reliance with us (the 'Recipient(s)') may rely on the content, information or any views expressed in the Report. This
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 7 of 57 Report is confidential and contains proprietary intellectual property and we accept no duty of care, responsibility, or liability to any other recipient of this Report. No representation, warranty or undertaking, express or implied, is made and no responsibility or liability is accepted by us to any party other than the Client or any Recipient(s), as to the accuracy or completeness of the information contained in this Report. For the avoidance of doubt this Report does not in any way purport to include any legal, insurance or financial advice or opinion. We disclaim all and any liability whether arising in tort, contract or otherwise which we might otherwise have to any party other than the Client or the Recipient(s), in respect of this Report, or any information contained in it. We accept no responsibility for any error or omission in the Report which is due to an error or omission in data, personal data (as defined in the Data Protection Act 2018), information or statements supplied to us by other parties including the Client (the 'Data'). We have not independently verified the Data or otherwise examined it to determine the accuracy, completeness, sufficiency for any purpose or feasibility for any particular outcome including financial. Forecasts presented in this document were prepared using the Data and the Report is dependent or based on the Data. Inevitably, some of the assumptions used to develop the forecasts will not be realised and unanticipated events and circumstances may occur. Consequently, we do not guarantee or warrant the conclusions contained in the Report as there are likely to be differences between the forecasts and the actual results and those differences may be material. While we consider that the information and opinions given in this Report are sound all parties must rely on their own skill and judgement when making use of it. Information and opinions are current only as of the date of the Report and we accept no responsibility for updating such information or opinion. It should, therefore, not be assumed that any such information or opinion continues to be accurate subsequent to the date of the Report. Under no circumstances may this Report or any extract or summary thereof be used in connection with any public or private securities offering including any related memorandum or prospectus for any securities offering or stock exchange listing or announcement.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 8 of 57 2 Background The Scottish and UK Governments policy is that no new petrol and diesel cars and vans will be sold from 2030, with all new cars and vans required to be fully zero emission by 20351. The number of plug-in cars and light goods vehicles licenced in Scotland increased from 500 in 2012 to almost 50,000 in 2022. It is therefore vital that Scotland expands the EVCI network to meet the growing demand for EVs. This section outlines the relevant demographic data from the West Dunbartonshire Council area. The data described in this section comprises of population estimates, Scottish Indices of Multiple Deprivation (SIMD), dwelling statistics from National Records, employment characteristics and local plan data. This data is used to understand the socioeconomic conditions across West Dunbartonshire, informing the assessment of potential demand for future EVCI. 2.1 Study Area Figure 2.1 illustrates the West Dunbartonshire study area, which is one of eight local authorities (LAs) in Glasgow City Region (GCR). Figure 2.1: West Dunbartonshire Study Area Source: Mott MacDonald, Boundary: statistics.gov.uk 1 Scottish Government. Securing a green recovery on a path to net zero: climate change plan 2018–2032 - update (2020).
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 9 of 57 2.1.1 Number of Dwellings Dwelling density and access to off-street parking are both considered when assessing the future EVCI requirements. Access to off-street parking enables owners to charge vehicles at home, as opposed to relying on the publicly available charger network. Table 2.1 sets out the total number of dwellings and the percentage of dwellings with off-street parking. There are around 45,000 dwellings in West Dunbartonshire of which around 40% have access to off-street parking. This is lower than the average for the Glasgow City Region and when comparing to the individual authorities, West Dunbartonshire has one of the lowest percentage of dwellings with off-street parking of all eight LAs in the GCR area. Table 2.1: Dwellings by Local Authority and Off-Street Parking Percentage Number of Dwellings in 2021 Percentage of Dwellings with Off-Street Parking West Dunbartonshire 45,607 40% Glasgow City Region 858,516 54% Source: National Records of Scotland, house-est-21-data.xlsx (live.com), Part 7 – Electric Vehicle Charging Infrastructure - Building regulations - energy standards and associated topics - proposed changes: consultation - gov.scot (www.gov.scot) and Scottish Household Survey 2019 Figure 2.2 shows the number of dwellings per hectare in the West Dunbartonshire study area, with darker blues indicating higher dwelling density. West Dunbartonshire has very low dwelling density with much of the area having 0-1 dwellings per hectare. Areas with slightly higher density are within the main towns and along the A82 including Clydebank, Dumbarton, Alexandria and Balloch.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 10 of 57 Figure 2.2: Number of Dwellings per Hectare in West Dunbartonshire Source: Mott MacDonald, National Records of Scotland 2.1.2 Indices of Multiple Deprivation Equitable distribution is an important aspect of the Draft Transport Scotland vision for the public charger network. This section provides an overview of the levels of deprivation and economic disadvantage in West Dunbartonshire. The purchase price of EVs is a significant barrier to uptake at present, meaning the socioeconomic context represents an important consideration for charging infrastructure. Demand for EVCI may therefore increase sooner in higher decile zones, and so be more attractive to private sector investment. In turn, this may mean that lower decile areas may be less attractive to the private market. These are important considerations to ensure that the decarbonisation of transport is fair and just. To aid understanding of deprivation and economic disadvantage, IMD were mapped to acquire a spatial understanding of the socio-economic distribution in the study area. Deciles are calculated by ranking the data zones from most deprived to least deprived and dividing them into 10 equal groups. Zones in decile 1 fall within the 10% most deprived zones nationally, whilst zones in decile 10 fall within the 10% least deprived of data zones nationally. The IMD is the official measure of deprivation and combines information from the following: ● Employment Deprivation ● Education, Skills, and Training Deprivation ● Health Deprivation and Disability
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 11 of 57 ● Crime ● Barriers to Housing and Services ● Living Environment Deprivation Figure 2.3 illustrates the SIMD (2020) deciles for West Dunbartonshire in the form of a heatmap, whereby red hues signify areas that suffer from higher percentages of deprivation and green hues signify areas with lower percentages. Figure 2.3: Indices of Multiple Deprivation, West Dunbartonshire Source: Mott MacDonald, Scottish Index of Multiple Deprivation West Dunbartonshire has mixed levels of deprivation. Higher levels of deprivation, depicted by red hues, are located within urban areas including Clydebank, Dumbarton, Renton and Alexandria, as well as some of the rural areas to the west of the A82 and the middle central areas of the council area. Lower levels of deprivation are in the more rural areas to the north of the council area bordering Loch Lomond and the more rural areas to the North of Clydebank. 2.1.3 Housing and Commercial Development The housing targets and requirements for West Dunbartonshire are set out in Table 2.2. These housing targets help inform the likely areas of development which will introduce additional future EV demand and a subsequent impact on the local electricity grid. Furthermore, it is likely every new home with associated parking must include an EV charge point in Scotland following a similar building regulation change in England. New housing with EV charge points will therefore reduce the need of these vehicles to use the public network to fulfil most of their charging needs.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 12 of 57 Table 2.2: West Dunbartonshire Housing Supply Targets and Requirements 2024-2029 Housing Supply Target 2024- 2029 Housing Supply Requirement 2024-2029 West Dunbartonshire 1,150 1,320 Source: Clyde Plan, 2017 West Dunbartonshire has one of the lowest housing supply targets of the eight authorities within Glasgow City Region. It is also important to note the requirement is greater than the target. 2.1.4 Road Network and vehicle km travelled The EVCI requirement is based on travel patterns and vehicle km travelled within the region. West Dunbartonshire hosts 402km of road network (one of the lowest within Glasgow City Region), as illustrated in Table 2.3. The majority (94%) comprises local authority roads with the remainder classified as A roads. There are no motorways within the area. Table 2.3: Road Network in West Dunbartonshire in kilometres Motorway and slips (km) A Roads (km) Local Authority Roads (km) Total Road Network (km) West Dunbartonshire - 23 379 402 Source: Transport Scotland2 Table 2.4 shows vehicle km driven on the road network in West Dunbartonshire. The table is divided into Motorways, Trunk Roads, and Minor Roads. Data was sourced from the Scottish Transport Statistics. Table 2.4: Traffic on major and minor roads in West Dunbartonshire, in 2020 (in million vehicle kilometres) Motorways Trunk A Non-Trunk A Minor Roads Total West Dunbartonshire - 170 161 191 523 Source: Transport Scotland3 Of vehicle journeys in West Dunbartonshire, there is a fairly even split between those undertaken on Trunk A roads (170km), Non Trunk A roads (161km) and minor roads (191km). 2.1.5 Population Population characteristics can also influence the uptake of EVs and therefore the need for EVCI. Table 2.5 illustrates the mid-year 2021 population estimate distributions by age for West Dunbartonshire and for comparison Scotland, and the United Kingdom as a whole with shading denoting where % is higher than the UK average. West Dunbartonshire had a total population of approximately 87,790 in 20214. West Dunbartonshire has an older population than the UK as a whole with lower than average populations aged 0-14,15-24 and 25-44. It has higher than average working aged population 2 Chapter 4: Road Network | Scottish Transport Statistics 2021, Transport Scotland. 3 Chapter 5: Road Traffic | Scottish Transport Statistics 2021, Transport Scotland (Chapter 05 - Road Traffic | Transport Scotland) 4 Population Estimates, 2021. Office for National Statistics.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 13 of 57 (16-64 years) than the UK average. It is also has lower than average populations aged 45-64 and 65+ than the rest of the UK and Scotland. Table 2.5: Mid-year Population Distribution Estimates by Age, 2021 Source: Population Estimates 2021, ONS. Shading denotes where % is higher than UK average. Figure 2.4 below, depicts the population density of West Dunbartonshire, as of 2020. West Dunbartonshire has fairly low population density with much of the area having less than 21 people per hectare. Areas with higher density are concentrated within the main towns around the A82 including Clydebank, Dumbarton, Bonhill, Alexandria and Balloch. Age Cohorts West Dunbartonshire Scotland UK % of population within Age Cohort 0-14 16% 16% 17% 15-24 11% 11% 12% 25-44 25% 26% 26% 45-64 29% 27% 26% 65+ 20% 19% 19% 16-64 (Working age) 63% 64% 60%
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 14 of 57 Figure 2.4: West Dunbartonshire Population Density Source: Mott MacDonald, National Records of Scotland 2.1.6 Employment characteristics The types of jobs people have in the region can also influence the need for publicly available EVCI. The Business Register and Employment Survey (BRES)5 provides an overview of the employment characteristics for West Dunbartonshire. The review identified that the most common sectors people work in are health (21%), retail (12%) and public administration and defence (11%). Table 2.6 shows employment by occupation for West Dunbartonshire residents between July 2021 and June 2022 from the ONS annual population survey. It illustrates that most people (60.7%) work within professional occupations. This is higher than within Scotland (48.3% and Great Britain (51.4%). This demonstrates the importance of the professional services sector to employment in West Dunbartonshire and suggests potential commuting into Glasgow City. The least represented occupations process include Process Plant & Machine Operatives and Elementary occupations. 7.6% of residents of West Dunbartonshire are employed in Elementary Occupations, and it there is no reliable estimate for those in Process Plant & Machine Operatives. These both fall lower than the Scottish and British averages. 5 Business Register and Employment Survey (BRES), 2020. Office for National Statistics.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 15 of 57 Table 2.6: Employment by occupation (Jul 2021 - Jun 2022) W est Dunbartonshire (Num bers) W est Dunbartonshire (%) Scotland (%) Great Britain (% ) Soc 2020 Major Group 1-3 26,500 60.7 48.3 51.4 Mangers, Directors, and Senior Officials 5,900 13.5 8.2 10.3 Professional Occupations 14,400 33.1 25.3 25.8 Associate Professional Occupations 6,200 14.2 14.8 15.0 Soc 2020 Major Group 4-5 6,500 15.0 18.5 18.7 Administrative & Secretarial Occupations 4,500 10.3 9.8 10.1 Skilled Trades Occupations 2,100 4.8 8.7 8.6 Soc 2020 Major Group 6-7 6,400 14.6 17.1 14.6 Caring, Leisure and other Service Occupations 2,900 6.6 8.4 7.9 Sales and Customer service occupations 3,500 8.0 8.6 6.6 Soc 2020 Major Group 8-9 4,200 9.7 16.0 15.3 Process plant & machine operatives # # 6.0 5.7 Elementary occupations 3,300 7.6 10.0 9.6 # Sample size too small for reliable estimate Numbers and % are for those 16+ Source: ONS annual population survey; Labour Market Profile - Nomis - Official Census and Labour Market Statistics (nomisweb.co.uk) This information aids understanding of employment trends and the industry types which underpin economic activity in the region, including the vehicle types used/ required for different industries (such as delivery vans, fleets etc.), commuting patterns and types of employment land which can be used to identify charging locations. 2.1.7 Tourism Tourism is important to West Dunbartonshire, which has a range of tourist attractions including natural and built attractions, historic attractions, activities, culture and retail locations. Some popular visitor attractions in West Dunbartonshire include: ● Auchentoshan Distillery & Visitor Centre ● Balloch Castle and Country Park ● BBC Scotland – Dumbarton Studios ● Cameron House ● Clyde Shopping Centre ● Clydebank Museum ● Dumbarton Castle ● Great Western Golf ● Loch Lomond & The Trossachs National Park ● Loch Lomond Sea Life Aquarium ● Loch Lomond Shoes
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 16 of 57 ● Scottish Maritime Museum – Denny Tank ● The Saltings Local Nature Reserve
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 17 of 57 3 Baseline Position in West Dunbartonshire This section outlines the existing EV ownership in West Dunbartonshire, in addition to existing publicly accessible EVCI within the region, both council and independently owned. The baseline position is at December 2022. 3.1 Existing Electric Vehicle Charging Ownership The Department for Transport (DfT) VEH01 statistical dataset6 was utilised to analyse the existing number of registered EVs within the study area. As of 2022 Q3, a total of 57,687 cars and LGVs PiVs were registered in Scotland. Within this, there were approximately 23,235 cars and LGVs PiVs registered in the Glasgow City Region consisting of 14,536 BEVs and 8,699 PHEVs. In West Dunbartonshire, there were approximately 534 registered cars and LGVs PiVs in 2022 Q3, as shown below in Table 3.1. West Dunbartonshire has a lower number of Plug-in Vehicles per 100,000 population than the region, indicating a lower proportional update compared to other local authorities within the region. Table 3.1: Registered Plug-in Vehicles per 100,000 population Total Plug-in Vehicle Registrations (2022 Q3) Plug-in Vehicles per 100,000 Population (2022 Q3 based on Mid-2021 Population Estimates) Plug-in Vehicles per 100,000 Population (2026 based on Mid-2021 Population Estimates Plug-in Vehicles per 100,000 Population (2030 based on Mid-2021 Population Estimates West Dunbartonshire 534 609 2674 6607 Source: Department for Transport Vehicle Statistics and Mid-Year Population Estimates for Scotland, 2021 3.2 Existing Electric Vehicle Charging Infrastructure Table 3.2 shows publicly accessible electric vehicle charge point locations within West Dunbartonshire. The publicly available EVCI in West Dunbartonshire comprises a mix of council and privately owned infrastructure. Table 3.2: Existing EVCI in West Dunbartonshire Destination 7kW Destination 22kW Rapid 50kW Total Council Provided 6 3 3 12 Independently Provided 21 24 5 50 Total 27 27 8 62 Source: Mott MacDonald, West Dunbartonshire Council At present most electric vehicle charge points are located in the larger settlements such as Clydebank, Dunbarton and Alexandria. 6 Vehicle Statistics Collection, Department for Transport and Driver Vehicle Licensing Agency. January 2022. Available at: Vehicles statistics - GOV.UK (www.gov.uk)
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 18 of 57 Figure 3.1: Council and Independently Owned EVCI in West Dunbartonshire Source: Mott MacDonald, ChargePlace Scotland, National Chargepoint Registry and discussions with Council officers The total number of EVCI compared to number of PiV within the local authority area is shown in Table 3.3. West Dunbartonshire has a higher than average EV to charger ratio than the average across the region. Table 3.3: West Dunbartonshire EVs (2022 Baseline) Compared to EVCI Ratio Total Plug-in Vehicle Registrations (2022 Q3) 2022 EV Chargers EV to EVCI Ratio West Dunbartonshire 534 62 9 Source: Mott MacDonald. Note: The region total for 2022 EV chargers includes pending EVCI It is noted that each device may provide more than one charging socket, although it is not always possible to charge two cars simultaneously. 3.3 Current Approach to Service Delivery 3.3.1 Council Owned EVCI Discussions with West Dunbartonshire officers were undertaken to understand the existing approach to EVCI service delivery for publicly owned infrastructure in West Dunbartonshire. This currently accounts for 6 sites. The sites provide a mixture of standard, fast and rapid charging facilities for 2 to 6 vehicles. An additional site will be opened in Balloch Country Park in 2023, taking the total sites to 7.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 19 of 57 3.3.2 Independently provided EVCI The remaining publicly accessible EVCI in the area is operated by private entities at a range of locations including retail sites (e.g. Clyde Retail Park) and leisure attractions (e.g. Goals Glasgow West). 3.4 Revenue As of 30th January 2023, West Dunbartonshire Council has no tariffs in place on its publicly owned charging infrastructure. However, a tariff is to be introduced in the near future, although the format is yet to be agreed.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 20 of 57 4 Consultation and Stakeholder Engagement Consultation and stakeholder engagement on the EVCI plans has taken place through engagement with targeted stakeholders and a public/business survey. The overall stakeholder engagement methodology and findings are described in the Glasgow City Region EVCI Phase 2 Summary Report with the results for West Dunbartonshire described below. The surveys provide useful insights that enables the demand modelling in the Economic Case to be tailored to the Glasgow City Region. 4.1 Stakeholder Workshop A joint West Dunbartonshire / Inverclyde stakeholder workshop took place on 24 January 2023 with 2 attendees from West Dunbartonshire Council, 3 attendees from Inverclyde Council and 1 attendee representing both. An initial ‘SWOT’ (Strengths, Weaknesses, Opportunities and Threats) analysis is outlined below. 4.1.1 Strengths EVCI plays a key role in helping to shape communities for the better, by building more resilient communities, and promoting sustainable economic growth. The presence of EVCI helps to encourage local tourism, staycations and footfall to local towns in turn helping to boost the local economy. Tourism is an economic driver for West Dunbartonshire – visitors need to know the EVCI will be available to enable them to visit the area. Sufficient EVCI will help to achieve its ambition of becoming carbon neutral islands as part of the Scottish Government’s Plan. It will also help to provide car clubs if the infrastructure already exists. 4.1.2 Weaknesses EVCI can be a challenge to deliver and operate in more rural locations. Although EVCI installation can be more costly in more rural locations, it is important they do not get left behind particularly due to the lack of digital connectivity such as poor phone signal restricting the ease of access to EVCI. The reliability of EVCI is important: infrastructure that becomes broken must be guaranteed to be fixed in a short time period. Some areas of West Dunbartonshire have high levels of deprivation. EV uptake is likely to be slower in these more deprived areas. Only around a third of housing in West Dunbartonshire has off-street parking thus opportunities for infrastructure at private properties is private infrastructure if limited. 4.1.3 Opportunities There is an opportunity to learn from other areas on EVCI and decarbonisation. Furthermore, there is potential to work collectively with the other local authorities within Glasgow City Region to develop a regional network. Particular opportunities lie within collaboration with Inverclyde as they already have a shared Head of Service.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 21 of 57 West Dunbartonshire has existing EVCI at several stations and park and ride sites. Which enables all-day charging while commuting to Glasgow and other destinations. Opportunities to increase this provision could encourage modal shift from car-only journeys to drive-and-ride. EVs help in reducing carbon and vehicle emissions but also provide indirect benefits such as health benefits, supply chain opportunities, and local job creation. They provide an opportunity to shape and influence travel behaviours by locating EVCI close to commercial and retail services. EVCI should be linked to sustainable generation from renewable energy sources such as wind and solar farms where possible. 4.1.4 Threats Potential threats which could have an impact on the success of EVCI include: ● Vandalism ● Uptake of electric vehicles ● Affordability ● Management of EVCI ● Impact of ongoing maintenance of EVCI ● Lack of understanding of EV ● The remoteness of locations throughout parts of West Dunbartonshire and the ability to travel the distance between remote areas ● Reliability of EVCI ● Accessibility of EVCI to different user groups e.g., disability ● Safety at remote charge point sites ● Utilisation – EVCI must be commercially viable, and the demand must be balanced ● Other factors must be considered such as lighting, road surface, markings and signage. 4.2 Survey The methodology for the survey and results for all local authorities can be found in the Glasgow City Region Phase 2 Summary Report. The total number of respondents in West Dunbartonshire was 280 (10.7%) out of a total of 2,609 across the Glasgow City Region as a whole. 4.3 Current Situation ● 57% of survey respondents with access to a car had access to an electric vehicle of which 81% are Battery Electric Vehicles. ● 62% of respondents have access to off-street parking however only 10% are willing to walk more than 10 minutes to a charge point if they were unable to charge at home. EV owners are more likely to travel further to a charge point than those who do not currently own one, 55% of EV owners will travel up to 10 minutes whereas this falls to just 22% of those without an EV. ● When asked about what has prevented respondents from using a charge point or made their experience more difficult, the most common issue raised was “Faults” (26%). Figure 4.1 shows that the majority of respondents normally charge their car at publicly accessible charge points.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 22 of 57 Figure 4.1: Which of the following best describes where you normally charge your vehicle? Source: Mott MacDonald 4.4 EVCI Preferences Table 4.1 outlines the typical weekly car milage of respondents. This shows that the respondents are across the mid-categories with most (28%) travelling between 50-100 miles. 14% travel shorter distances (between 0-50 miles) and 15% travel over 250 miles a week by car. There is a smaller percentage (8%) of respondents who travel between 201 and 250 miles a week by car. Table 4.1: What is your typical weekly car milage? Distance travelled Number of respondents Percentage (%) 0 - 50 miles 34 14% 51 - 100 miles 68 28% 101 - 150 miles 44 18% 151 - 200 miles 39 16% 201 - 250 miles 23 9% 251+ miles 36 15% Source: Mott MacDonald Table 4.2 shows that in West Dunbartonshire, the main reason for people not planning to buy or lease an EV in future is due to electric vehicles being too expensive (34%) followed by there not being enough charging infrastructure (28%). This shows the potential to encourage more people to switch to an electric vehicle by introducing more charging infrastructure throughout West Dunbartonshire. Table 4.2: Why do you not plan to buy or lease an EV in future? Reason Percentage (%) Electric vehicles are too expensive 31% Electric vehicles take too long to charge 9% 0% 10% 20% 30% 40% 50% 60% Publicly accessible chargepoint Home Place of work West Dunbartonshire GCR
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 23 of 57 Reason Percentage (%) There is not enough charging infrastructure 28% The range of electric vehicles are too low 8% The cost to charge an electric vehicle is too high 11% I don’t know enough about electric vehicles 8% Other 5% Source: Mott MacDonald Figure 4.2 below shows the reasons people in West Dunbartonshire plan to buy or lease an EV. Figure 4.2: Reasons for buying an Electric Vehicle Source: Mott MacDonald Figure 4.3 shows where people who own or have access to a BEV would like to see more chargers in their areas depending on if they have off street or on street parking. This shows that 56% of respondents with off street parking would like to see more journey chargers which is much higher than the GCR average. Those without off street parking would like to see more residential charging (56%) which includes on street, at charging hubs or near active travel facilities which is higher than in GCR.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 24 of 57 Figure 4.3: BEV additional charging locations Source: Mott MacDonald Figure 4.4 shows where people who own or have access to a PHEV would like to see more chargers in their area depending on if they have on street or off-street parking. This shows that 50% of respondents with off street parking would like to see more residential chargers such as on street, at charging hubs or near active travel facilities, this is 14% higher than in GCR. Figure 4.4: PHEV additional charging locations Source: Mott MacDonald 0% 10% 20% 30% 40% 50% 60% Off-street On-Street Off-street On-Street WD GCR Residential Destination Journey 0% 10% 20% 30% 40% 50% 60% 70% Off-street On-Street Off-street On-Street WD GCR Residential Destination Journey
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 25 of 57 5 The Strategic Case The strategic case is described in the overall Glasgow City Region EVCI Phase 2 Summary Report, with findings specific to West Dunbartonshire described below. 5.1 Policy Context 5.1.1 National Policy and Strategy The Scottish Government has set legally binding climate targets to realise net-zero by 2045 and has committed to phase out the need for petrol and diesel cars and vans by 2030 as part of the Scottish Government’s Climate Change Plan7. Electric vehicles have an important role in supporting the net zero transition as part of the future transport system, alongside public transport and active travel. National policy highlights the need for long-term strategies and guidance for transport and infrastructure, which are provided by the National Transport Strategy 2 (NTS2)8 and National Planning Framework 3 (NPF3)9 respectively. Further details of relevant national policy and strategy are provided in Section 4 of the ‘Glasgow City Region EVCI Phase 2 Summary Report’. 5.1.2 Local Policy 5.1.2.1 West Dunbartonshire Local Development Plan 2 The West Dunbartonshire Local Development Plan 2 (LDP2)10 guides the development and use of land in the region. It sets out the policies and proposals for the development of the area, including provisions related to electric vehicle (EV) charging. West Dunbartonshire’s LDP2 states that EVs will form a key element of reducing emissions form the transport network, this includes a range of provisions aimed at supporting the adoption and use of EVs in the local area through developers supporting this initiative via a legal agreement. The provision under ‘Policy CON1 – Transportation Requirements for New Development’s states “Where appropriate and necessary, developers will be requested to enter into legal agreement with the Council, for the provision of transport infrastructure; public transport services or financial contributions which are directly related to a requirement arising as a result of their development.” West Dunbartonshire council will continue to introduce public EV charging infrastructure and internally will also decarbonise its own vehicle fleet, which will involve transitioning to vehicles that produce fewer greenhouse gas emissions. This will help to reduce the council’s overall carbon footprint and contribute to a more sustainable future. 7 Securing a green recovery on a path to net zero: climate change plan 2018–2032, Scottish Government, Update 2020. Available at: https://www.gov.scot/publications/securing-green-recovery-path-net-zero-update- climate-change-plan-20182032 8 National Transport Strategy 2, Transport Scotland, 2020. Available at: National Transport Strategy 2 | Transport Scotland 9 National Planning Framework 3, Scottish Government. 2014. Available at: National Planning Framework 3 - gov.scot (www.gov.scot) 10 Local Development Plan 2, ‘Council’ Council. March 2022. Available at: Local Development Plan 2 - ‘Council’ Council
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 26 of 57 5.2 Vision, Outcomes and Priorities The overall Project vision was agreed during an earlier project phase and is discussed in the Glasgow City Region EVCI Phase 2 Summary Report. Generally West Dunbartonshire’s vision and priorities are consistent with the overall project vision.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 27 of 57 6 The Economic Case This section sets out the economic case for the investment including the scale of EVCI likely to be required, preferred charge point mix, proposed locations, costs and analysis of the proposed network against the agreed vision. This section should be read in conjunction with the overall economic case described in the 'Glasgow City Region EVCI Phase 2 Summary Report’ which describes the methodology and assumptions used. 6.1 EVCI Requirements 6.1.1 Forecasting Results The number of EVCI required to support the forecast EV demand in West Dunbartonshire is shown in Table 6.1. The methodology and assumptions used to generate the forecasts, including charger preference, are provided in the overall Glasgow City Region EVCI Phase 2 Summary Report. Table 6.1: Forecast EVCI Requirements 2026 Forecast Requirement 2030 Forecast Requirement Low Central High Low Central High Residential (Slow) 86 143 207 126 233 318 Destination (Slow) 96 160 226 192 354 478 Destination (Fast) 22 36 52 45 82 111 Rapid 17 29 46 44 84 124 Total Devices 221 368 531 407 753 1,031 Source: Mott MacDonald The central forecast was selected for more detailed analysis as it provides the most balanced uptake forecast. 6.1.2 EVCI Included in Funding Application There is already some EVCI located within West Dunbartonshire and it is anticipated that some EVCI will be installed by independent providers without any intervention from the public sector. Taking these two factors into consideration, the total future strategic provision requirement has been identified in Table 6.2. The term ‘Strategic provision’ is used to define where Council intervention (for example through a concession contract) is likely to be required to provide EVCI needed to meet the strategic targets of this business case. The total strategic provision represents the total EVCI which would be included within a concession contract, made up of existing council owned assets and the estimated future strategic provision. The methodology for assessing the level of independently provided provision is outlined in the overall summary report. As outlined in SFT guidance, only requirements to 2026 are included within the business case.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 28 of 57 Table 6.2: West Dunbartonshire EVCI 2026 Independently Provided Strategic Provision Total estimated requirement in 2026 (central scenario) Existing (2022) Future Provision (2026) Total Independent Provision (2026) Existing (Council Provided) (2022) Future Provision (2026) Total Strategic Provision (2026) Residential 7kW 143 0 0 0 0 143 143 Destination 7kW 160 21 57 78 7 75 82 Destination 22kW 36 24 0 24 3 9 12 Rapid 50kW 29 5 12 17 3 9 12 Total 368 50 69 119 13 236 249 Source: Mott MacDonald The proposed strategic provision represents one possible scenario only and may be subject to change. For example, it is plausible that a scenario more focussed on rapid charging hubs may eventuate as charging times decrease and infrastructure (both above and below ground) matures. However, the scenario outlined above is reflective of likely preferences over the short term (next four years) based on existing charger preference data from other parts of the UK and the Glasgow Region and our discussions with private charging infrastructure providers. The proposed scenario also reflects the aims and objectives of the EVIF. 6.2 Site Identification The proposed locations for residential and destination chargers identified by our Electric Charging Optimum Solution (ECOS) tool are illustrated in Figure 6.1 with further detail provided in Appendix A. Information on the assumptions used are provided in the overall Glasgow City Region EVCI Phase 2 Summary Report. The proposed locations should be treated as indicative only and may be subject to change following further discussions with Council Officers, other landowners, SPEN and charge point operators. Some of the site locations identified may be situated in neighbouring local authorities to adequately cater for assessed demand at a suitable location.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 29 of 57 Figure 6.1: Future EVCI Network in West Dunbartonshire Source: Mott MacDonald 6.3 Grid Connection The ECOS tool provides an initial assessment of primary sub-station capacity. The data on the electricity grid was obtained from SPEN distributed generation data11. To derive the spare capacity on the network, the primary substation maximum load was subtracted from the firm capacity to derive the current substation capacity. The capacity of the substation was then compared with the total power draw of the proposed EV charging infrastructure for both the residential and destination charging analysis. A new maximum load for the primary substation was then calculated. Within West Dunbartonshire, no primary substations were identified as having limited capacity with less than 2MVA, which could potentially require upgrades to support the proposed charging provision identified in the analysis. However, further discussions with SPEN are required to confirm this position. Correspondence has been held with SPEN, along with a meeting held on the 9th March 2023 where it was confirmed that the data used in our analysis was the most appropriate publicly available data set. SPEN are aware of planned developments which may impact on future grid capacity but they are not able to supply this information. In addition, they have access to more detailed datasets to understand the localised power grid opportunities and constraints. It was agreed that a list of proposed locations would be provided to SPEN following finalisation of the draft business case and they would respond with any potential constraints resulting from grid capacity. 11 Scottish Power Energy Networks, 2022. Distributed Generation Heat Map data. Available at: https://www.spenergynetworks.co.uk/pages/sp_distribution_heat_maps.aspx
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 30 of 57 Grid Assessment Disclaimer: The potential number of EVCI that the primary substation could support is only an approximation, and no forecasting assessment was carried out on the potential future maximum load for other purposes such as residential developments or industrial uses. In addition, while a primary substation may theoretically accommodate additional load, the local grid infrastructure in the vicinity may require upgrades to support the proposed locations to provide sufficient power to a charging site. Any future developments such as housing schemes or new National Grid connections have not been considered for the potential impact on the grid capacity. Therefore, ongoing engagement with SPEN is highly recommended throughout the infrastructure planning phases to ensure aspirations are aligned. Where constraints have been identified in the analysis, this information will be shared with SPEN to ensure clarity. 6.4 Alignment with the Agreed Vision Alignment of the proposed EVCI network with the agreed vision is discussed in the overall Glasgow City Region EVCI Phase 2 Summary Report. For West Dunbartonshire this analysis reveals that: ● Over 99% of properties are located within a ten-minute drive of a proposed charger. ● The proposed charger network is spread across SIMD decile zones, indicating it is not focussed on areas with low deprivation. ● The proposed network supports the transport hierarchy through ensuring chargers are provided in close proximity to active travel and public transport as potential mobility hubs. Individual maps supporting this analysis are provided in Appendix B. 6.5 Ultra-Rapid Charging Analysis Ultra-Rapid charging is not a focus of the EVIF as it is assumed that this type of charging will be provided by the private sector independently, due to the high cost barriers for installation and associated increased risks. Alternatively, ultra-rapid charging could form part of a different funding stream, for example similar to the RAPID Charging fund available in England and Wales12. However, some initial analysis has been undertaken to enable local authorities within the Glasgow City Region to consider as part of their wider EVCI Strategy. Discussions with CPOs reveal that Ultra-Rapid charging is considered suitable at sites with the following characteristics: ● Close proximity and easy access to the trunk road network or major A roads. ● High volume of pass-by traffic. ● Other site uses such as fast food, coffee shops and toilets. ● Well lit locations with good passive security. Examples include motorway service stations or large charging hubs. Based on these characteristics potential locations have been mapped based on the availability of land, represented as Council owned car parks located within 1 km of the Trunk Road network. This analysis is intended to be used as a starting point only and further analysis can be undertaken by individual local authorities to determine site suitability, especially around available grid capacity. 12 Rapid charging fund - GOV.UK (www.gov.uk)
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 31 of 57 The analysis for West Dunbartonshire revealed there were eight council car parks which meet these criteria as follows: ● Alexandria Park and Ride ● Church Street ● Gilmour Street ● Kilpatrick Braes ● Kilpatrick Braes (Station) ● Mitchell Way South ● Overton Street ● Park Street The above sites are presented for indicative purposes only, based on the outlined methodology of verifying the proximity of council car parks relative to the trunk road network. It is recommended that further analysis is undertaken to understand possible grid capacity constraints at these locations and whether the site would be attractive to a CPO. In addition, some of the above locations may include existing or proposed charger provision.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 32 of 57 7 The Commercial Case This section summarises the commercial models presented in Section 7 of the overarching Phase 2 Summary Report and focusses on the commercial preferences expressed by West Dunbartonshire Council through commercial workshop sessions, taking into account that EVIF funding is only available for commercial models which involve private sector funding. This reflects the Public EV Charging Network in Scotland vision, which states that further investment from the private sector is required to meet the scale and pace of EVCI expansion within Scotland. 7.1 Recap of Potential Commercial Models The EVCI network the local authority chooses to implement will generate capital and operating costs as well as operating revenue. The commercial model determines how these costs and revenues are distributed across public and private sector parties. On that basis, there are a minimum of three potential commercial models to consider, as follows: ● Fully private-sector-led model ● Fully public-sector-led model, and ● Some form of public-private partnership hybrid. In the following table, we identify four main commercial models to consider, which include the first two of the above models plus two types of hybrid models. Table 7.1: Potential Commercial Models A – Privately owned and operated B – Privately operated only C – Privately operated with risk share D – Public sector owned and operated Approach Private sector ownership and operation of network Public sector ownership with private sector operation Public sector ownership with private sector shared-risk/revenue operation Public sector ownership and operation of network Existing and new EVCI asset ownership Private Public (concession model) Public (concession model) Public Loss making assets Bundled with profit- making assets Bundled with profit- making assets Bundled with profit- making assets Public Operator Private Private Private Public Risk to LA No No Yes Yes Revenue stream to LA No No Yes Yes Tariff setting Private Private / Public Private / Public Public EVIF eligibility Yes Yes Yes No Source: Mott MacDonald Some observations from this table are as follows: ● Model A assumes that the private sector would own and operate all existing and new assets, giving them greatest control over tariff setting and charger locations.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 33 of 57 ● Model D assumes that the public sector would own and operate all existing and new assets, giving them full control over tariff setting and charger locations. ● Model B assumes that the public sector would ultimately own all existing and new assets, but that the network would be leased via a concession model to a private sector operator who receives all revenue but assumes all asset and operating risk. ● Model C is the same as Model B, except that the public sector also enters into a risk and revenue sharing agreement with the operator (as part of the terms of the concession), receiving a level of income for assuming a level of operating risk. It is also noted from this table that EVIF funding is only available for models which involve private sector funding. This reflects the Public EV Charging Network in Scotland vision, which states that further investment from the private sector is required to meet the scale and pace of EVCI expansion within Scotland. This discounts Model D as a path to securing EVIF funding, but the model is nonetheless included in the assessment for the sake of completeness. Further details and examples of each model are provided in the Phase 2 Summary Report. 7.2 Feedback from Commercial Workshop Sessions An introductory commercial workshop was held with West Dunbartonshire representatives on 24th January 2023. The basis for the four commercial models was presented and their strengths and weaknesses discussed. Potential procurement preferences were also explored. The presentation slides were circulated to attendees for further consideration after the meeting. A follow-up commercial workshop was then held on 14th March 2023 to discuss model and procurement preferences in more detail. These are described in the following sections. 7.3 Commercial Model Preferences 7.3.1 Model Preferences West Dunbartonshire officers expressed a preference for commercial model B, with interest in model C if a suitable risk/reward share balance could be identified. They confirmed that they are not in a position to resource model D, either in implementation or operation. 7.3.2 Model Scoring After the discussion about model preferences, Mott MacDonald presented West Dunbartonshire officers with a model scoring assessment, where each model is scored on a scale of 1 to 3 against the seven assessment objectives described in Section 7.1.3 of the Phase 2 Summary Report. The following table provides examples of what, in each case, constitutes a low score and a high score.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 34 of 57 Table 7.2: Commercial model assessment criteria Objective Description Low score example High score example Affordability Ensuring that a scheme’s public sector capital investment demand falls within local authority capital access limits Models which maximise capital investment burden to local authority, e.g. model D Models which minimise capital investment burden to local authority, e.g. model A Risk allocation Ensuring that scheme risks are allocated to parties best placed to manage them and able to offset against scheme reward Models which assign high- resource / high-reward risks to public sector, e.g. model D Models which assign high- resource / high-reward risks to private sector, e.g. model A Social outcomes Allowing the local authority a level of control to ensure the equitable distribution and pricing of charge points Models which release charge point location and pricing control to private sector, e.g. model A Models which retain charge point location and pricing control with public sector, e.g. model D Contestability Stimulating a competitive market that avoids private sector monopoly conditions or public sector over-regulation Models which grant long- term full infrastructure ownership to either sector, e.g. models A or D Models which limit competition enhancing assets to private sector, e.g. model B Procurement Preference for models which can be procured through standard channels to reduce implementation time and resource Models with greatest level of public-private partnership, e.g. model C Models with least level of public-private partnership, e.g. models A or D Resources Preference for models which can be delivered within the constraints of local authority back office resourcing Models requiring greatest local authority back-office resource commitment, e.g. model D Models requiring least local authority back-office resource commitment, e.g. model A Revenue Preference for models which can increase net revenue stream to local authority Models least likely to return a long-term profit to the local authority, e.g. model A Models most likely to return a long-term profit to the local authority, e.g. model D Source: Mott MacDonald The objectives have also been weighted on a scale of 1 to 3 to reflect local authority priorities. The below table shows the model weighting and scoring result presented to West Dunbartonshire in the second commercial workshop meeting. This was based on the table being pre-populated by Mott MacDonald according to the above scoring criteria, and the objectives weighted on the following basis: ● Affordability, social outcomes and risk allocation are given the highest weightings because the model: – Must be affordable to the Council – Should not expose the Council to unmitigated risk, and – Must meet the Councils’ vision of providing a fair and equitable network, and ● Contestability, procurement, resources and revenue are given lower weightings as, though these are important objectives, they are of a lower priority.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 35 of 57 Table 7.3: Commercial model scoring – West Dunbartonshire weighted results Objective Agreed weighting A – Privately owned and operated B – Privately operated only C – Privately operated with risk share D – Public sector owned and operated Affordability 3 3 2 2 1 Risk allocation 3 3 3 2 1 Social outcomes 3 1 3 3 3 Contestability 2 1 3 3 2 Procurement 1 2 2 1 3 Resources 1 3 3 2 1 Revenue 1 1 1 2 3 Weighted avg score 2.07 2.57 2.29 1.86 Normalised score 0.81 1.00 0.89 0.72 Source: Mott MacDonald West Dunbartonshire officers noted the outcome of this scoring exercise, which corresponds with their concession model preferences noted above. 7.4 Procurement Preferences Given the size of the Council, officers stated their preference for a joint procurement approach with other GCR authorities, if possible. Alternatively, if neighbouring Council Inverclyde progresses with the same commercial model a joint procurement approach with the two councils only may be preferred. 7.5 Summary Through commercial workshops, West Dunbartonshire officers expressed preferences for: ● Commercial model B, with interest in exploring model C if advantageous, and ● A joint approach to procurement with some or all of GCR authorities.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 36 of 57 8 The Financial Case The objective of the Financial Case is to identify the financial requirement to bring about the wider benefits outlined in the Strategic and Economic Cases. Whilst non-monetisable benefits are included in the Economic Case to offset costs to produce a Net Present Value, the actual costs of delivery need to be accounted for with options for funding and financing identified. The draft vision for the Public Electric Vehicle Charging Network in Scotland states that further investment from the private sector is required to meet the scale and pace of EVCI expansion within Scotland. For this reason, the Financial Case uses the SFT Feasibility Model to appraise a concession contact option only. 8.1 Funding Sources Regardless of the preferred commercial option (as discussed in the Commercial Case), there are principally three sources of potential funding used to mobilise the construction phase of the EVCI; ● Grant funding from the Scottish Government ● Local Authority contributions ● Operator investment from a private sector operator or a local authority For operator-led investment, financing will be required to cover the timing mismatch between up front capital costs and long-term operator receipts. Private sector financing is likely be central to this business case as affordability constraints will make it challenging for the public sector to finance the extensive implementation of charge points that the strategic and economic cases outline. With private investment the infrastructure requirements can be met, and thus meet the objectives of the Scottish Government, SFT and Glasgow City Region Councils. It is therefore important to structure this investment opportunity in a way that is attractive to private investors, ensuring that there is a suitable return on the investment that mitigates risks in an emerging market. Based on initial discussion with private sector suppliers, we expect the opportunity put forward by Glasgow City Region authorities for investment in EVCI will be of interest, though further market engagement is recommended prior to procurement. The quantities and profile of spending by funding source are all set out in the next section of this Financial Case. 8.2 Capital cost requirement All figures and charts have been calculated using the ‘SFT EVI Feasibility Model v4.1’, referenced henceforth as the ‘SFT Feasibility Model’, spreadsheet model provided13. All inputs have been discussed with colleagues at SFT and are deemed appropriate for this analysis, and consistent with the approach they expect to see in all model applications. The results of the SFT Feasibility Model are largely driven by two kinds of key input; the technical inputs, which comprises of the charger requirements, the cost of installing and maintaining the chargers and electricity provided to form an income stream, and the financial inputs, which are made up of local, regional and national figures, optimised to provide the best reflection of the circumstances of each scenario. The total Capital Cost requirement indicates the full value required to deliver the number of chargers in this business case and is the key 13 SFT Feasibility Model provided by Scottish Futures Trust (SFT) for use on all Pathfinder projects.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 37 of 57 figure in the financial case. The table below shows a breakdown of the Capital Cost requirement. Table 8.1: Capital Cost breakdown Cost Item Value £, 2022 prices Existing Asset replace and update £200,000 Capital Enabling Costs £600,000 Capital EVI + Installation Costs £1,800,000 Standard DNO Costs £500,000 Total Capital Cost requirement £3,100,000 Source: Mott MacDonald As previously noted, there are three funding sources outlined for delivering this scheme; operator investment, central government grant funding, and Local Authority contributions. 8.3 Financial Viability of Service/Concession Type Contracts 8.3.1 Core feasibility test For this business case, as part of the SFT feasibility assessment, a particular set of assumptions are used as standard to assess the affordability and feasibility of the scheme put forward. These are: ● A private sector Charge Point Operator (CPO) would invest a capital amount such that they would make a return of 15% on that initial investment. ● All revenue would be received by, and costs borne by the CPO. ● Transport Scotland, through the EVIF will award a minimum grant of £300k for any Local Authority that applies with a business case that aligns with the Transport Scotland and SFT strategy. Any further grant above this minimum will be assessed following the initial stages of the procurement phase when the true value of the private sector investment is known. ● The Remaining capital amount required to deliver the scheme would need to be assessed and funded through other measures, including further private sector investment, Local Authority contribution or national grant funding. It is key to note that these assumptions, particularly the desired return on investment from the CPO, are indicative only. They are intended to produce a set of results that are comparable across all local authorities. It is expected that the contributions from bidding CPOs will be different, and therefore the remaining capital amount will be different in all cases. The table below summarises indicative results of the SFT feasibility model under these specific assumptions. Table 8.2: SFT Feasibility Model results Funding Source Value £, 2022 prices Indicative Private investment £2,100,000 ‘Minimum’ Transport Scotland Grant £300,000 Remaining capital amount £700,000 Total Funding/Capital Cost requirement £3,100,000 Source: Mott MacDonald In this example, the Remaining capital amount is £700,000 which is c.22% of the total Capital Cost requirement. This indicates that the scheme is likely to be feasible without significant public
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 38 of 57 funding and should be taken forward to the next stage to engage with private CPOs to determine the true value of private sector investment, and hence confirm the Remaining capital amount required. 8.3.2 Sensitivity test The financial results above are based on a scenario where private operators receive an IRR of 15%. However, this is an assumption as internal investment criteria for private operators is not information that is, or can be, known with certainty. Therefore, this sensitivity test considers the impact of the financial results if private operators require an IRR of 20%. Table 8.3: Sensitivity test - SFT Feasibility Model results Funding Source Value £, 2022 prices Indicative Private investment £1,600,000 Minimum Transport Scotland Grant £300,000 Remaining capital amount £1,200,000 Total Capital Cost requirement £3,100,000 Source: Mott MacDonald In the scenario where a higher IRR is applied, this results in an initial lower private investment leading to a higher Remaining capital investment required of £1.2m. This Remaining capital investment will need to be covered by a combination of national grant funding and local authority contributions. 8.4 Next steps Financial considerations for future attention include: ● Once all EVIF applications have been received, SFT and Transport Scotland will consider the mechanisms through which they might allocate funding. This will inform the approach to procurement with two possible options set out below: – Market led procurement, with no initial subsidy: whereby CPOs are committed to deliver all sites within an authority. They are to submit an amount they would be willing to invest and therefore also an amount they would require as subsidy in a competitive process. The competition element would drive investment amount to be higher, and therefore minimise public contribution. – Capped grant: a maximum subsidy is agreed between Transport Scotland and the authority following a review of all submitted business cases. CPOs can bid against what they believe is affordable with the stated level of subsidy. Where a CPO plans to deliver all of the infrastructure, they have the ability to ‘bid back’ against the subsidy amount. The competition element would drive CPOs to use as little of the subsidy as possible and therefore minimise the public contribution. ● SFT and Transport Scotland are currently in the process of determining their preferred approach to procurement. Once this has been established, they will communicate this to all Local Authorities and suggest the way forward.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 39 of 57 9 The Management Case The overall Management Case is outlined in the GCR Summary report. An individual summary for West Dunbartonshire is provided below. 9.1 Governance and Management West Dunbartonshire Council stated a preference for joint governance and management with local authorities within the region. There is some precedence for joint working with Inverclyde Council but there are no formal agreement or Memorandum of Understandings (MoU). Inverclyde Council do not have sufficient resources to govern the delivery of the EVCI programme alone. Joint governance and management is also recommended to ensure sufficient funding is available. The EVIF programme is designed to achieve the benefits of collaboration and it is recommended that local authorities work together to agree a form of collaborative governance and management. Three options have been considered for project/programme management of the EVCI roll-out: 1. Option 1: Setting up a delivery team which is given the terms of reference and governance structure to allow them to operate as an arms-length delivery organisation on behalf of all eight local authorities. Such a team would be delegated funding, and would manage development, delivery, and operation of the new EVCI network and the CPO partner(s). 2. Option 2: Each Council operating separately from a financial and management perspective with the allocated funding used to pay for the EVCI planned for their area in this business case. While the financing and management issues (e.g. responding to local people and monitoring maintenance requirements) would be divided, a Steering Group or Programme Board would still provide coordination between the Councils and ensure economies of scale are exploited and the same standards maintained. Procurement could still be joint, and the same CPO partner(s) could deliver across all eight Council areas but be paid through the eight organisations. 3. Option 3: A mix of Option 1 and 2 whereby some local authorities within the GCR form a combined delivery team and some local authorities operate independently. Option 1 would: ● Ensure more consistency; ● Provide more efficiencies and economies of scale; and ● Consolidate skills; However, it would also: ● Require revenue-sharing and payment-sharing to be organised, which could be complex; ● Require provision for liabilities to be correctly apportioned; and ● Be affected by differences in approach, politics, and governance between authorities. Option 2 is more complex in the long-run, however it is easier to set up and mobilise in the short-term. Given the rapid timescales required to deliver the EVCI planned in this business case, Option 2 may be more attractive to some local authorities. The preferred governance model of the Council is likely to be driven to a large extent by how far they wish to jointly procure EVCI with other GCR authorities.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 40 of 57 It is recommended West Dunbartonshire Council continue to work with the other local authorities within the Glasgow City Region to agree the most appropriate working arrangements and set out an Inter-Entity Agreement (IEA) as a precursor to a formal Memorandum of Understanding (MoU) covering governance and management of the EVCI programme. Further details are provided in the overall summary GCR report. 9.1.1 Programme delivery To ensure efficient and effective management, it is recommended West Dunbartonshire Council divide delivery of the EVCI programme into the following stages: ● Stage 1 – Business Case (almost complete). Development of this business case document, overseen by Officers at GCR and Council. ● Stage 2 – Confirmation of collaborative working arrangements. Further discussion and agreement on preferred commercial delivery option(s) and collaborative working arrangements. ● Stage 3 – Approval Process. Approval of proposed delivery model and working arrangements by Executive Teams and Cabinets. ● Stage 4 – Procurement & Development. The further development of this business case and the procurement strategy, including identification of a (or some) CPO partner(s), soft market testing, official procurement process and developing the governance required to achieve the required Council approvals. Senior management, procurement, legal and financial representatives will also be involved as required. ● Stage 5 – Monitoring & Delivery of the capital works and commercial operation. Overseeing contract awards and monitoring contractual delivery, including ensuring CPO partners deliver to time and budget, dealing with problems and issues, and reporting on progress. 9.1.2 Required Resources The proposed governance and management require technical, procurement, legal, management and administrative support. Existing resources and specialist capability varies across the local authorities within the region. External Consultants may be required to assist the teams in the local authorities to develop, deliver, or operate the EVCI roll-out. GCR used the Scotland Excel Framework to procure support to develop this business case on behalf of the eight local authorities, and it is anticipated that the same approach would be used if additional specialist support was required. At the time of writing, it is not possible to provide an estimate of costs as final costs will depend on the commercial model adopted, procurement routes used and the need for any external consultancy support. However, Transport Scotland has allocated £80,000 funding per local authority in the 2023/2024 financial year (in addition to any funding rolled over from 2022/2023) to progress next stages and procurement. There is a significant risk that this level of funding may not be sufficient to cover procurement costs if each local authority undertakes procurement separately. Collaborative working is therefore recommended to achieve efficiencies and economies of scale. Once the concession contract is in place (assuming Council adopt this model) it is assumed any management costs for the local authority will be funded by the CPO partner. This would represent an annual recurring cost; collaborative procurement between multiple local authorities would deliver economies of scale which would reduce this charge.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 41 of 57 9.1.3 Approvals West Dunbartonshire Council has its own internal approvals process to approve this business case and then agree the proposed governance and management structure, procurement approach and sign-off of any funding and financing plans. This includes the need to present papers for approval to committees and Cabinets. In addition, GCR will also progress this business case through their own Cabinet, although this approval will be subject to approval of the individual local authority reports to maintain local democratic oversight. Expected key approval timescales are as follows, although timeframes may vary: ● GCR will present this overall summary report to the Chief Executives Group in late April and Cabinet in May. ● Further discussion on proposed collaborative working arrangements is required to enable local authorities to finalise their individual papers to be submitted for their own approval process. This will require further engagement with Chief Executives and relevant officers. It is expected this process will begin in April and take two-three months from receipt of this business case. ● Each of the local authorities will then take papers through their Executive Leadership Team (or equivalent) then to their own Cabinets for approval. This process is expected to start in July and will most likely also take two-three months. ● Each of the Councils may also need to take the final procurement documentation through the same approval processes. This includes the use of PINs, if used (as recommended). Timescales for this are not currently known, as legal advice may be required during the process. 9.2 Timetable and Next Steps The timescales for this EVCI programme are subject to discussion but are expected to be: Month/year Key tasks April 2023 ● Business Case presented to the Chief Executive’s Group ● Initiate further discussions on commercial model and collaborative working arrangements ● Submission of draft business case document to SFT for comment ● Further engagement with SPEN to confirm any constraints June 2023 ● Confirm collaborative working arrangements and agree and establish Inter-Entity Agreement IEA(s) as required ● Finalisation of business case ● Internal approval process of the business case document within each of the eight local authorities begins September 2023 ● Internal approval process of the business case document within each of the eight Councils complete ● Submission of final business case document to SFT for consideration ● Procurement of consultancy support (if required) for procurement and development stage may be underway ● Soft market testing complete Q4 2023 ● Development of procurement/tender documentation for suppliers ● Commencement of procurement process with commercial suppliers
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 42 of 57 Month/year Key tasks Q1 2024 ● CPO partners in place ● Commencement of capital works for new EVCI ● Existing asset replacement where required Q2 2024 ● Commencement of service delivery 2024-26 ● EVCI programme in place, with installation of new EVCI ongoing, and service delivery ongoing 9.3 Risk Management and Mitigation A risk register and suggested mitigation is provided in the overall Summary Report. All risks are considered relevant to West Dunbartonshire Council.
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 43 of 57 Appendices A. Proposed locations for residential and destination chargers 44 B. Alignment with Agreed Objectives 53 C. Ultra-rapid Charging Analysis 56
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 44 of 57 A. Proposed locations for residential and destination chargers Table A.1: Proposed locations for residential and destination chargers in West Dunbartonshire Site Post Code X Y Placement Sector EVCP Max kWh Output Quayside Car Park G82 1SU 239600 675135 Car Park Destination / Work 4 7 Alexandria Community Centre G83 0NU 239064 679935 Car Park Destination / Work 3 7 Alexandria Station G83 0UL 239323 679926 Car Park Destination / Work 3 7 Balloch Car Park (Additional) G83 8HS 239454 682028 Car Park Destination / Work 3 7 Clydebank High School G81 3EJ 249320 671420 Car Park Destination / Work 3 7 Clydebank Leisure Centre G81 1BF 249814 669549 Car Park Destination / Work 3 7 Dumbarton Academy G82 2AJ 240366 675568 Car Park Destination / Work 3 7 Dumbarton Health Centre G82 1PW 239362 675575 Car Park Destination / Work 3 7 Kilmaronock Millenium Hall G83 8NF 242903 686320 Car Park Destination / Work 3 7 Leven Valley Enterprise Centre G82 5AT 238685 675889 Car Park Destination / Work 3 7 Meadow Leisure Centre G82 2AA 240023 675677 Car Park Destination / Work 3 7 O'Hare Car Park G83 9DX 240158 679395 Car Park Destination / Work 3 7 Our Lady & St Patrick High School G82 3DR 240724 677033 Car Park Destination / Work 3 7 Renton Station G82 4ND 238723 678253 Car Park Destination / Work 3 7 Risk Street Car Park G82 1SG 239593 675445 Car Park Destination / Work 3 7 St Peter the Apostle High School G81 2DB 250276 671572 Car Park Destination / Work 3 7 St Ronans RC Primary School G83 9DZ 240033 679292 Car Park Destination / Work 3 7 Station Road, Bowling G60 5AH 244385 673744 Car Park Destination / Work 3 7 Vale of Leven Academy G83 0BH 238891 679263 Car Park Destination / Work 3 7 Atikenbar & St Peters Primary School G82 3DR 240987 676756 Car Park Destination / Work 2 7
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 45 of 57 Site Post Code X Y Placement Sector EVCP Max kWh Output Church Court Park and Ride (Additional) G82 1SU 239727 675450 Car Park Destination / Work 2 7 Kilbowie Road Park and Ride (Additional) G81 3HT 249776 671990 Car Park Destination / Work 2 7 Kilpatrick Braes Car Park G60 5LT 246918 672880 Car Park Destination / Work 2 7 Levenvale Primary School G83 0QN 238938 680884 Car Park Destination / Work 2 7 St Kessog's Primary School G83 8PN 239762 681432 Car Park Destination / Work 2 7 Woodyard Road Car Park (Additional) G82 4BG 239213 675296 Car Park Destination / Work 2 7 Atikenbar & St Peters Primary School G82 3DR 240987 676756 Car Park Destination / Work 1 22 Clydebank High School G81 3EJ 249320 671420 Car Park Destination / Work 1 22 Dumbarton Academy G82 2AJ 240366 675568 Car Park Destination / Work 1 22 Levenvale Primary School G83 0QN 238938 680884 Car Park Destination / Work 1 22 Our Lady & St Patrick High School G82 3DR 240724 677033 Car Park Destination / Work 1 22 St Kessog's Primary School G83 8PN 239762 681432 Car Park Destination / Work 1 22 St Peter the Apostle High School G81 2DB 250276 671572 Car Park Destination / Work 1 22 St Ronans RC Primary School G83 9DZ 240033 679292 Car Park Destination / Work 1 22 Vale of Leven Academy G83 0BH 238891 679263 Car Park Destination / Work 1 22 O'Hare Car Park G83 9DX 240158 679395 Car Park Journey 2 50 Alexandria Community Centre G83 0NU 239064 679935 Car Park Journey 1 50 Clydebank Leisure Centre G81 1BF 249814 669549 Car Park Journey 1 50 Dumbarton Health Centre G82 1PW 239362 675575 Car Park Journey 1 50 Kilmaronock Millenium Hall G83 8NF 242903 686320 Car Park Journey 1 50 Kilpatrick Braes Car Park G60 5LT 246918 672880 Car Park Journey 1 50 Leven Valley Enterprise Centre G82 5AT 238685 675889 Car Park Journey 1 50 Risk Street Car Park G82 1SG 239593 675445 Car Park Journey 1 50 Victoria Street G82 1HP 240352 674942 On-Street Residential 2 7 Dumbarton Road G81 6DP 248863 672666 On-Street Residential 2 7
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 46 of 57 Site Post Code X Y Placement Sector EVCP Max kWh Output Bonhill Road G82 2DQ 240124 675679 On-Street Residential 2 7 Middleton Street G83 0DG 238903 680201 On-Street Residential 1 7 Woodbank Gardens G83 0JZ 238359 681191 On-Street Residential 1 7 East Barns Street G81 1DA 250598 669675 On-Street Residential 1 7 Hornbeam Drive G81 3PH 249111 671951 On-Street Residential 1 7 Glasgow Road G82 1DR 240863 674945 On-Street Residential 1 7 Stoneyflatt Road G82 3JG 240887 676456 On-Street Residential 1 7 Beaton Road G83 8PS 239360 681697 On-Street Residential 1 7 Redburn G83 9NQ 240346 679185 On-Street Residential 1 7 Dumbuie Avenue G82 2JN 240887 675449 On-Street Residential 1 7 Durban Avenue G60 5ED 247377 671923 On-Street Residential 1 7 Robert Burns Avenue G81 2ED 250094 671212 On-Street Residential 1 7 G60 5LP 246602 672941 On-Street Residential 1 7 Middle Ward Street G81 5JZ 250611 673188 On-Street Residential 1 7 Cook Road G83 8AE 240112 681695 On-Street Residential 1 7 G83 9DW 239856 679438 On-Street Residential 1 7 Shakespeare Avenue G81 3ET 249110 671440 On-Street Residential 1 7 Queen Mary Avenue G81 2LW 250636 670936 On-Street Residential 1 7 G81 1QX 250115 669935 On-Street Residential 1 7 Bowie Street G82 4BT 239109 675440 On-Street Residential 1 7 Kirkwood Avenue G81 2TF 250891 670420 On-Street Residential 1 7 Renton Road G82 4LL 238812 677695 On-Street Residential 1 7 Main Street G83 9HY 239604 679184 On-Street Residential 1 7 Redburn G83 9LY 240316 678705 On-Street Residential 1 7 Bradan Avenue G13 4HY 251122 669406 On-Street Residential 1 7
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 47 of 57 Site Post Code X Y Placement Sector EVCP Max kWh Output Mountblow Road G81 4NH 248136 671935 On-Street Residential 1 7 Cornock Street G81 3AW 249621 671187 On-Street Residential 1 7 Erskine Ferry Road G60 5DT 246605 672456 On-Street Residential 1 7 Smith Crescent G81 6AD 249609 672433 On-Street Residential 1 7 Whitehill Crescent G81 5HD 251120 673184 On-Street Residential 1 7 Main Street G83 9NJ 239654 680680 On-Street Residential 1 7 High Mains Avenue G82 2PT 241351 674948 On-Street Residential 1 7 Govan Drive G83 0QF 238860 680938 On-Street Residential 1 7 Beeches Road G81 6JD 248859 672929 On-Street Residential 1 7 Trafalgar Street G81 4EB 248832 670922 On-Street Residential 1 7 Dumbarton Road G60 5NB 246102 673178 On-Street Residential 1 7 Pappert G83 9LE 240375 679598 On-Street Residential 1 7 Burns Street G82 4PE 238860 678450 On-Street Residential 1 7 Waulking Mill Road G81 5AJ 250315 673454 On-Street Residential 1 7 Church Street G83 0NP 239111 679916 On-Street Residential 1 7 Montrose Street G81 2PE 250344 670657 On-Street Residential 1 7 Dumbarton Road G60 5AZ 244615 673717 On-Street Residential 1 7 Wilson Street G83 0EE 239102 680463 On-Street Residential 1 7 Northfield Drive G83 9BG 239860 680187 On-Street Residential 1 7 Hillfoot Avenue G82 3LG 241108 675938 On-Street Residential 1 7 Farm Road G81 4JH 247870 671435 On-Street Residential 1 7 Castlehill Road G82 5AA 238564 675937 On-Street Residential 1 7 Milldam Road G81 5JN 250099 673202 On-Street Residential 1 7 Kirkoswald Drive G81 2DD 250369 671461 On-Street Residential 1 7 G81 1LQ 250121 669700 On-Street Residential 1 7
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 48 of 57 Site Post Code X Y Placement Sector EVCP Max kWh Output Beechwood Drive G83 9ND 240589 678915 On-Street Residential 1 7 Janetta Street G81 3EE 249317 671697 On-Street Residential 1 7 Shandon Brae G83 8ES 239869 681935 On-Street Residential 1 7 Cardross Road G82 5EB 237608 675942 On-Street Residential 1 7 Glencairn Road G82 4DW 238400 675419 On-Street Residential 1 7 Burnbrae Street G81 5BY 250860 673611 On-Street Residential 1 7 Birch Road G81 3PF 249336 672189 On-Street Residential 1 7 Alsatian Avenue G81 2NF 250856 670693 On-Street Residential 1 7 Fleming Avenue G81 1DJ 250884 669709 On-Street Residential 1 7 Redburn G83 9DD 240066 678773 On-Street Residential 1 7 Willowbank Grove G83 9GA 239608 680200 On-Street Residential 1 7 Duntocher Road G81 6DA 249353 672437 On-Street Residential 1 7 West Street G81 1BE 251092 669958 On-Street Residential 1 7 G81 1UJ 249597 670180 On-Street Residential 1 7 Turnbull Crescent G83 0BQ 238861 679418 On-Street Residential 1 7 Cochno Road G81 6RE 249834 672931 On-Street Residential 1 7 Smith Crescent G83 8BE 239610 681688 On-Street Residential 1 7 Doveholm G82 2AU 240352 676179 On-Street Residential 1 7 Barnhill Road G82 2SD 241609 675186 On-Street Residential 1 7 Valeview Terrace G82 3BN 240370 676934 On-Street Residential 1 7 Craigielea Road G81 6JL 248593 673067 On-Street Residential 1 7 Heather Avenue G83 0RA 239368 681194 On-Street Residential 1 7 Argyll Avenue G82 3NT 241311 675476 On-Street Residential 1 7 G83 8BS 239825 681185 On-Street Residential 1 7 Castle Street G82 1AY 239861 675217 On-Street Residential 1 7
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 49 of 57 Site Post Code X Y Placement Sector EVCP Max kWh Output Merkins Avenue G82 3EA 240636 676939 On-Street Residential 1 7 Oxhill Place G82 4DX 238610 675188 On-Street Residential 1 7 Main Street G82 4PS 238840 678687 On-Street Residential 1 7 South View G81 3LA 248597 671402 On-Street Residential 1 7 Pier Road G83 8QX 238903 681955 On-Street Residential 1 7 Jean Armour Drive G81 2ER 250362 671199 On-Street Residential 1 7 East Thomson Street G81 2AW 249860 671442 On-Street Residential 1 7 Second Avenue G81 3BA 249122 671213 On-Street Residential 1 7 Macbride Way G82 4QX 239144 677526 On-Street Residential 1 7 Mary Fisher Crescent G82 1BF 241115 674700 On-Street Residential 1 7 Bridge Street G82 1NW 239348 675435 On-Street Residential 1 7 G83 0SS 239383 679943 On-Street Residential 1 7 Swallow Road G81 5BW 250613 673429 On-Street Residential 1 7 Skye Drive G60 5ES 247124 672186 On-Street Residential 1 7 Muir Road G82 3DF 241098 676694 On-Street Residential 1 7 Antonine Gardens G81 6BQ 249368 672911 On-Street Residential 1 7 Scott Street G83 9AS 239864 679936 On-Street Residential 1 7 Cooperage Court G14 0PH 250863 668946 On-Street Residential 1 7 Cumbrae Crescent South G82 5AR 237847 676155 On-Street Residential 1 7 Dumbarton Road G81 4BA 248117 671447 On-Street Residential 1 7 Dumbarton Road G60 5EG 247109 671933 On-Street Residential 1 7 Maple Avenue G82 5HT 237609 676175 On-Street Residential 1 7 Netherbog Road G82 2HT 240583 675705 On-Street Residential 1 7 G82 2BQ 239840 676185 On-Street Residential 1 7 Main Street G82 4QA 238850 678940 On-Street Residential 1 7
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 50 of 57 Site Post Code X Y Placement Sector EVCP Max kWh Output Crosslet Road G82 2LQ 240590 675410 On-Street Residential 1 7 Nobleston G83 9DA 239867 678943 On-Street Residential 1 7 Ledrish Avenue G83 8JD 239597 682434 On-Street Residential 1 7 Clydeshore Road G82 4AY 239091 674942 On-Street Residential 1 7 Glasgow Road G81 5QX 250363 672730 On-Street Residential 1 7 G82 5DU 237860 675938 On-Street Residential 1 7 Roman Crescent G60 5NF 245831 673203 On-Street Residential 1 7 Stirling Road G82 2JD 240846 675923 On-Street Residential 1 7 Dumbarton Road G60 5BP 243855 673737 On-Street Residential 1 7 Singer Road G81 4SF 248854 671176 On-Street Residential 1 7 Auckland Place G81 4JY 247627 671712 On-Street Residential 1 7 G81 2PA 250108 670926 On-Street Residential 1 7 Burns Street G83 0SQ 239110 681438 On-Street Residential 1 7 Braes Avenue G81 1DP 250673 670116 On-Street Residential 1 7 O'hare G83 9DR 240084 679595 On-Street Residential 1 7 Glenfinnan Drive G82 2EN 240068 676423 On-Street Residential 1 7 Buchanan Avenue G83 8ED 240380 681966 On-Street Residential 1 7 Gilmour Avenue G81 6AN 249863 672418 On-Street Residential 1 7 Kirkpatrick Crescent G83 0JR 238611 681435 On-Street Residential 1 7 Murroch Crescent G83 9QA 240454 678439 On-Street Residential 1 7 Castlegate Avenue G82 1AP 240324 674705 On-Street Residential 1 7 Davidson Road G83 8AY 239852 681437 On-Street Residential 1 7 G83 8NG 243080 686482 On-Street Residential 1 7 Stark Avenue G81 6DX 248610 672689 On-Street Residential 1 7 Helenslee Road G82 4BS 238609 674931 On-Street Residential 1 7
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 51 of 57 Site Post Code X Y Placement Sector EVCP Max kWh Output Charlotte Street G82 4JB 238860 675679 On-Street Residential 1 7 Windsor Crescent G81 3BJ 249344 671179 On-Street Residential 1 7 Main Street G83 9AJ 239598 679687 On-Street Residential 1 7 Havoc Road G82 4JW 238122 675688 On-Street Residential 1 7 Oronsay Crescent G60 5NN 247133 672670 On-Street Residential 1 7 Orissa Drive G82 1AB 240943 674629 On-Street Residential 1 7 Colquhoun Road G82 2TH 242598 674424 On-Street Residential 1 7 G81 4QQ 247866 672436 On-Street Residential 1 7 Faifley Road G81 5HJ 251094 672936 On-Street Residential 1 7 Bank Street G83 0NE 239099 680173 On-Street Residential 1 7 Overtoun Road G81 3RE 248479 671735 On-Street Residential 1 7
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan March 2023 Figure A.1: Future EVCI network in West Dunbartonshire
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan March 2023 B. Alignment with Agreed Objectives Figure B.2: Proposed EVCI in a 10-minute catchment Source: Mott MacDonald
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan March 2023 Figure B.3: Future EVCI and Scottish Index of Multiple Deprivation Source: Mott MacDonald
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan March 2023 Figure B.4: Transport Hubs with EVCI and National Cycle Network Source: Mott MacDonald
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan March 2023 C. Ultra-rapid Charging Analysis Figure C.5: Ultra-rapid Charging Analysis Output Source: Mott MacDonald
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Mott MacDonald | West Dunbartonshire Public Electric Vehicle Charging Strategy and Expansion Plan 100110838 | | | | March 2023 Page 57 of 57 mottmac.com