Which framework do councils typically buy EV charging through?

Crown Commercial Service RM6213 (Vehicle Charging Infrastructure Solutions) is the main pan-public agreement. Regional consortia like ESPO and YPO are also widely used. A council can also tender directly under the Public Contracts Regulations 2015 (as amended) where the value or scope makes that preferable.

What is the LEVI Fund and how does a council apply?

The Local Electric Vehicle Infrastructure Fund is administered by the Office for Zero Emission Vehicles. It provides capital funding for local authorities to deliver on-street and residential charging for residents without off-street parking, plus capability funding for the officers running the programme. Allocations are made by region; the local authority leads delivery.

Are on-street resident chargepoints subject to the Public Charge Point Regulations 2023?

Yes for any unit 8 kW or above. The regulations require contactless or open-payment systems on public-access points of that size, published pricing, 99% rapid-charger uptime, and open-data feeds to the National Chargepoint Registry.

Can a council claim the Workplace Charging Scheme for its own fleet?

Yes — the WCS is open to public-sector bodies for off-street staff and fleet parking, up to 40 sockets per applicant at up to £500 per socket (the rate in force since 1 April 2026), capped at 75% of cost. The voucher is redeemed through an OZEV-authorised installer.

What ongoing operational costs does a council need to budget?

Back-office software (£10–£50 per charger per month), maintenance and SLA, electricity, payment-acquiring fees on contactless, and periodic hardware refresh. LEVI capital does not fund these — capability funding helps with the staffing, but ongoing costs sit in the operational budget.

What is the typical concession term for an on-street charging contract?

Commonly 8–15 years, with the operator funding the hardware in exchange for revenue share or fixed payments. Term length is the key risk variable: too long and the council is locked in past a hardware refresh; too short and the operator can't underwrite the deployment.

EV Charger Installers for UK Local Authorities — Verified Commercial Providers

EV Charger Installers for UK Local Authorities & Public Sector

For councils, public-sector bodies and government estate teams. 1132 OZEV-authorised commercial EV charging installers on the official GOV.UK list, filtered to those offering commercial work. OZEV does not publish a per-vertical sub-tag, so the eligible pool is every commercial installer — shortlist three and ask each for a recent reference in this sector.

Local authority EV charging is a different procurement exercise from a private fleet project. Spend goes through frameworks, the residents-without-driveways case is political as much as technical, and the funding route is usually the Local EV Infrastructure (LEVI) Fund rather than the OZEV Workplace Charging Scheme. The installer's value-add shifts from cheapest capex to demonstrable framework experience and long-horizon operations.

The 1132 installers on this page are all OZEV-authorised for commercial work on the public GOV.UK list. OZEV does not flag framework participation in its source data — so this page filters by commercial only, and the right next step is to verify framework membership directly with each shortlisted installer.

Procurement routes councils use

Crown Commercial Service RM6213 — Vehicle Charging Infrastructure Solutions. A pan-public agreement for chargepoint hardware, installation and operation. Many councils default to it.
Regional procurement consortia (ESPO, YPO and others) — frequently used for smaller council car-park projects.
LEVI capital and capability funding — administered by the Office for Zero Emission Vehicles, delivered to local authorities for residents without off-street parking. LEVI capability funding pays for the in-house officers; LEVI capital funds the infrastructure.

Typical local-authority scope

On-street residential AC, 7–22 kW — for residents without driveways. Lamp-column or kerbside units; civils dominated by trenching and pavement reinstatement.
Council car-park bays, mixed AC and DC — Park & Ride, leisure-centre, town-centre parking. Public-access and revenue-generating.
Council fleet bays — refuse vehicles, social-care vans, grey-fleet pool. Workplace Charging Scheme may apply to off-street staff bays; the Depot Charging Scheme applies where a council fleet depot operates zero-emission HGVs.

Common pitfalls

Specifying the same bay everywhere when residents-without-driveways need different siting and tariff design than Park & Ride.
Underestimating ongoing operational cost — back-office, maintenance and contactless-payment compliance under the Public Charge Point Regulations 2023 add a per-charger annual cost that needs a budget line beyond the LEVI capital.
Concession structures that leave the council carrying stranded-asset risk in year seven when hardware ages out.

Buying questions a council should ask

Which framework are you bidding under, and can you show two recent council references at similar scale?
How does your proposal meet the Public Charge Point Regulations 2023 — contactless payment, 99% uptime on rapid units, published pricing, open-data feeds to the National Chargepoint Registry?
Is the proposal capex, concession or revenue-share — and what is the asset position in year 10?
How does the back-office handle on-street resident tariff design (cap on overnight cost, off-peak windows)?
What is the LEVI capital draw schedule, and how does it phase with delivery milestones?

The installers

1132 OZEV-authorised commercial installers shown. Featured partners are labelled and shown first; nothing else affects order.

Top 5 regions for this vertical

South East — 203 OZEV-authorised commercial installers
Scotland — 132 OZEV-authorised commercial installers
North West — 128 OZEV-authorised commercial installers
London — 110 OZEV-authorised commercial installers
West Midlands — 106 OZEV-authorised commercial installers

Frequently asked questions

Which framework do councils typically buy EV charging through?: Crown Commercial Service RM6213 (Vehicle Charging Infrastructure Solutions) is the main pan-public agreement. Regional consortia like ESPO and YPO are also widely used. A council can also tender directly under the Public Contracts Regulations 2015 (as amended) where the value or scope makes that preferable.
What is the LEVI Fund and how does a council apply?: The Local Electric Vehicle Infrastructure Fund is administered by the Office for Zero Emission Vehicles. It provides capital funding for local authorities to deliver on-street and residential charging for residents without off-street parking, plus capability funding for the officers running the programme. Allocations are made by region; the local authority leads delivery.
Are on-street resident chargepoints subject to the Public Charge Point Regulations 2023?: Yes for any unit 8 kW or above. The regulations require contactless or open-payment systems on public-access points of that size, published pricing, 99% rapid-charger uptime, and open-data feeds to the National Chargepoint Registry.
Can a council claim the Workplace Charging Scheme for its own fleet?: Yes — the WCS is open to public-sector bodies for off-street staff and fleet parking, up to 40 sockets per applicant at up to £500 per socket (the rate in force since 1 April 2026), capped at 75% of cost. The voucher is redeemed through an OZEV-authorised installer.
What ongoing operational costs does a council need to budget?: Back-office software (£10–£50 per charger per month), maintenance and SLA, electricity, payment-acquiring fees on contactless, and periodic hardware refresh. LEVI capital does not fund these — capability funding helps with the staffing, but ongoing costs sit in the operational budget.
What is the typical concession term for an on-street charging contract?: Commonly 8–15 years, with the operator funding the hardware in exchange for revenue share or fixed payments. Term length is the key risk variable: too long and the council is locked in past a hardware refresh; too short and the operator can't underwrite the deployment.