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Supporting Documents THAMES WATER PUBLIC Mr David Davies WSP Regus House George Curl Way Southampton Hampshire DS6059361 SO18 2RZ 25 March 2019 Pre-planning enquiry: Confirmation of sufficient capacity Dear Mr Davies, Thank you for providing information on your development: North side of Wade Road opposite UL VS Ltd, Unit 1-3 Horizon, Wade Road, Basingstoke, Hampshire, RG24 8AH. Existing: Commercial warehouse (4348m2). Foul water discharging by gravity to foul water manhole 4203. Surface water discharging by gravity to surface water manhole 4252. Proposed: Demolition of existing warehouse and the construction of a new warehouse for commercial purposes. Foul water to discharge by gravity to existing foul water connection to manhole 4203. Surface water to discharge by gravity to existing surface water connection to manhole 4252. We have completed the assessment of the foul water flows and surface water run-off based on the information submitted in your application with the purpose of assessing sewerage capacity within the existing Thames Water sewer network. Foul Water If your proposals progress in line with the details you’ve provided, we’re pleased to confirm that there will be sufficient sewerage capacity in the adjacent foul water sewer network to serve your development. This confirmation is valid for 12 months or for the life of any planning approval that this information is used to support, to a maximum of three years. You’ll need to keep us informed of any changes to your design – for example, an increase in the number or density of homes. Such changes could mean there is no longer sufficient capacity. Thames Water Utilities Limited – Registered Office: Clearwater Court, Vastern Road, Reading RG1 8DB Company number 02366661. VAT registration no GB 537-4569-15 Surface Water Please note that discharging surface water to the public sewer network should only be considered after all other methods of disposal have been investigated and proven to not be viable. In accordance with the Building Act 2000 Clause H3.3, positive connection to a public sewer will only be consented when it can be demonstrated that the hierarchy of disposal methods have been examined and proven to be impracticable. The disposal hierarchy being: 1st Soakaways; 2nd Watercourses; 3rd Sewers. Only when it can be proven that soakage into the ground or a connection into an adjacent watercourse is not possible would we consider a restricted discharge into the public surface water sewer network. Thames Water Planning team would ask to see why it is not practicable on the site to restrict to Greenfield run-off rates if they are consulted as part of any planning application. In considering your surface water needs, we support the use of sustainable drainage on development sites. You’ll need to show the local authority and/or lead local flood authority how you’ve taken into account the surface water hierarchy that we’ve included. Please see the attached ‘Planning your wastewater’ leaflet for additional information. What happens next? Please make sure you submit your connection application, giving us at least 21 days’ notice of the date you wish to make your new connections. If you’ve any further questions, please contact me on 0203 577 9811. Yours sincerely Siva Rajaratnam - Adoptions Engineer Thames Water GUIDANCE ON ELECTRIC VEHICLE CHARGING PUBLIC Electric Vehicles Guidance on the incorporation of electrical vehicle charging infrastructure June 2018 Introduction Whilst electric vehicles have actually been around for over 100 years, the relatively recent development of both new battery chemistries and control systems has led to increased usability and take up of electric vehicle use. Combined with the global need to reduce carbon dioxide in the atmosphere and the desire to reduce pollution local to communities, the UK Government is incentivising the use of electric vehicles, making a statement in September 2017 that conventional petrol and diesel cars would no longer be eligible for registration on UK roads from 2040. It is expected therefore, that a significant increase in electric or hybrid vehicle use over the coming years will lead to a need to provide sufficient power for charging those vehicles. Whilst not directly related at the moment and only in the research and development phase, autonomous, “self-driving” vehicles (AV) are likely to have an additional impact on any long term driving trends. This guide looks at the issues that building owners and developers need to consider before deciding on the implementation of dedicated charging facilities for electric vehicles. Key areas of consideration are addressed such as the changing transport environment as well as public opinion and behaviours towards electric vehicles. Where Tesla charging facilities are being considered, Tesla should be contacted directly. Types of electric vehicles and charging requirements Electric vehicle types Battery electric vehicles (BEV) – These vehicles are fully electric and will require a charging network across the country if they are to become mainstream. People with BEV’s are likely to want to be able to charge them at home. Plug-in Hybrid Electric Vehicles (PHEV) – These vehicles have both electric and either petrol or diesel engines which are used together to power the vehicle. They are able to run in either fully electric or petrol/diesel mode or combine the two power sources to suit the situation. For example, in towns and cities, the vehicle can use electric mode only, whilst on longer journeys or when additional power is required, such as overtaking, they can combine both power sources. If the batteries are depleted, they can run entirely on petrol or diesel as appropriate. Hybrid Electric Vehicles (HEV) – These vehicles also have both electric motors and petrol/diesel engines but there is no facility to plug them into a power supply in order to charge the batteries. Charging of the batteries occurs when the vehicle is running. Again, the electric and petrol/diesel power sources work together to the suit the situation. Miles per kWh A battery’s capacity is referred to in kilowatt hours (kWh) whilst the battery charger output is rated in kilowatts (kW). Therefore a 7.4kW charger can provide a battery with 7.4kWh of capacity in 1 hour. Energy storage and discharge capacities will be dependent on the manufacturer. Applying this to actual miles per kWh, will depend on the type of vehicle, weight, driving style etc, however as a general rule, for every 1kWh of battery capacity, between 3 and 4 miles can usually be achieved. Charging requirements Alternating current (AC) Charging of vehicles usually falls into one of 3 charging capacities for AC . These are 3.7kW, 7.4kW and 22kW supplies at either 230V or 400V. The 22kW option however has not been popular amongst car manufacturers for use in the UK and currently, only Renault incorporate a 22kW charger in one of their cars. BEV’s can have varying charging requirements and different types of connectors. However, the European Union in 2013 harmonised the IEC 62196 Type 2 connector as the standard for electric vehicles in Member States. This is shown in Fig 1 alongside the Type 2 CCS and CHAdeMO DC specific connector. Fig 1. Left: CHAdeMO DC connector Centre: Type 2 Combined Charging System (CCS) connector Right: Type 2 AC connector The “Type 2” AC connector can be used for charging vehicles at either 3.7, 7.4 or 22kW. Regardless of the capacity provided at the charging point, the BEV may have been limited by its manufacturer with regard to how much charge it can draw. Many BEV’s are limited to around 7kW AC maximum charging rate from a 230V or 400V ac supply. Some are provided with either a Type 2 CCS or CHAdeMO rapid charge dc connector as well. As an example, the 2018 VW e-Golf BEV has a 7.2kW inbuilt AC charger so connecting it to a 22kW AC charger would still only result in a 7.2kW charging rate. For rapid charging it needs to be connected to a Type 2 CCS specialist charging station. PHEV’s can again have varying charging requirements but usually are limited to no greater than 7.4kW and some will be limited to around 3kW. Whilst these can be connected to 22kW chargers, as with BEV’s they will only charge at the manufacturer determined rate. Direct current (DC) For rapid charging, where a BEV is capable of such a connection, a different connector is used to allow dc charging. Two types exist and these are referred to as Type 2 CCS (Combined Charging System) and CHAdeMO. Type 2 CCS and CHAdeMO infrastructure is in its infancy with installations generally provided by specialist charging providers via a grid connected power supply. Type 2 CCS is a derivative of the Type 2 AC standard and favoured by European car manufacturers. It has an upper voltage limit of 850V DC. The CHAdeMO (CHArge de MOve) charging system was developed by Japanese car manufacturers and is a DC system only. It allows more control options that Type 2 CCS to be utilized in the future. It has an upper voltage limit of 500V DC. As DC charging is direct to the battery in the vehicle, the charging equipment is located in a cabinet to which the vehicle is connected. Capacities are therefore dictated by the charger itself rather than the vehicle. Typical charging capacities are 50 to 60kW. Type2, Type 2 CCS and CHAdeMO systems are in use across the UK, with no clear favourite that might emerge as a “standard” for manufacturers in the future. DC systems are however, the most likely way of providing rapid charging into the future. Future development of in-built AC chargers Little is known about how car manufacturers will respond to the public’s desire for faster charging of BEVs and PHEVs, however there are some trends that can be evaluated.
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