administered by

RC59: Recommendations
for fire safety when
charging electric vehicles

Version 1 Published 2021

Cover image: iStockPhoto/no_limit_pictures

IMPORTANT NOTICE
This document has been developed through FPA has made extensive efforts to check at the user’s own risk. Anyone considering
RISCAuthority and published by the Fire the accuracy of the information and using or implementing any recommendation
Protection Association (FPA). RISCAuthority advice contained in this document, and or advice within this document should rely
membership comprises a group of UK it is believed to be accurate at the time on his or her own personal judgement or, as
insurers that actively support a number of printing. However, FPA makes no appropriate, seek the advice of a competent
of expert working groups developing guarantee, representation or warranty professional and rely on that professional’s
(express or implied) as to the accuracy or advice. Nothing in this document replaces
and promulgating best practice for the
completeness of any information or advice or excludes (nor is intended to replace or
protection of people, property, business contained in this document. All advice and exclude), entirely or in part, mandatory
and the environment from loss due to fire recommendations are presented in good and/or legal requirements howsoever
and other risks. The technical expertise for faith on the basis of information, knowledge arising (including, without prejudice to
this document has been provided by the and technology at the date of publication of the generality of the foregoing, any such
technical directorate of the FPA, external this document. requirements for maintaining health and
consultants, and experts from the insurance Without prejudice to the generality of safety in the workplace).
industry who together form the various the foregoing, FPA makes no guarantee, Except to the extent that it is unlawful
RISCAuthority Working Groups. Although representation or warranty (express or to exclude any liability, FPA accepts no
produced with insurer input it does not implied) that this document considers all liability whatsoever for any direct, indirect or
(and is not intended to) represent a pan- systems, equipment and procedures or consequential loss or damage arising in any
insurer perspective. Individual insurance state of the art technologies current at the way from the publication of this document
companies will have their own requirements date of this document. or any part of it, or any use of – or reliance
which may be different from or not reflected Use of, or reliance upon, this document or placed on – the content of this document or
in the content of this document. any part of its content is voluntary, and is any part of it.
Contents

Summary of key points����������������������������������������������������������������� 2

1 Introduction ��������������������������������������������������������������������������������� 3

2 Scope ����������������������������������������������������������������������������������������� 3

3 Synopsis ������������������������������������������������������������������������������������� 4

4 Definitions ����������������������������������������������������������������������������������� 4

5 Recommendations����������������������������������������������������������������������� 5
5.1 Compliance with fire safety legislation ������������������������������������������������������������������� 5

5.2 Business continuity������������������������������������������������������������������������������������������������ 5

5.3 Fire safety management����������������������������������������������������������������������������������������� 6

5.4 General considerations������������������������������������������������������������������������������������������� 6

5.5 Electrical provisions ����������������������������������������������������������������������������������������������� 7

5.6 Compartmentation and segregation����������������������������������������������������������������������11

5.7 Mobility scooters ��������������������������������������������������������������������������������������������������11

5.8 Fire protection ����������������������������������������������������������������������������������������������������� 12

6 Checklist ������������������������������������������������������������������������������������15

7 References����������������������������������������������������������������������������������19

RC59: Recommendations for fire safety when charging electric vehicles 1

Summary of key points
This document has been developed through the RISCAuthority and published by the Fire Protection Association (FPA).
RISCAuthority membership comprises a group of UK insurers that actively support a number of expert working groups
developing and promulgating best practice for the protection of people, property, businesses and the environment from
loss due to fire and other risks. The table below summarises the key points of the document.

Fire risk assessment • Practical passive, active and managerial control measures should be considered as
part of the fire risk assessment for the premises when selecting and designing areas
for use as electric charging points. (5.1.2)

Fire safety management • When selecting sites for charging points, sufficient space must be allowed for vehicles
to be parked safely in the designated charging area, and for connection to be made
to the charging equipment. Adequate space should be allowed to manoeuvre other
vehicles around charging vehicles safely when necessary. (5.3.2 and 5.3.3)
• All relevant staff should be trained in the safe use of the chargers for vehicles that they
may be called upon to drive. (5.3.6)

General considerations • Where multiple chargers are in use, there should be clear and prominent notices at
each charging point, indicating for which equipment or vehicle(s) it is suitable. (5.4.7)
• Charging areas should be well ventilated, with the temperature not being such that
overheating may occur during the charging process. (5.4.9)

Electrical provisions • Where rapid charging points – known as DC fast charge and operating at 500V DC –
are provided, they should be clearly differentiated from conventional charging points
because of the hazards associated with the direct current. (5.5.2)
• A circuit intended to supply an electric vehicle must be fit for purpose and suitable for
the electrical load. The circuit should be dedicated to the use of the chargers, and not
be part of a ring main or used for other purposes. (5.5.5)

Symbols used in this guide

Good Bad Discussion Frequently asked

practice practice topic question

2 Risk Control
1 Introduction
Advances in technology and concern for the environment have created an increasing demand
for electric vehicles across both private and commercial uses. While mobility scooters have
been in common usage for many years, they have been joined by electric cars, electric
motorcycles, electric bicycles, hybrid cars and innovative designs of lorries and coaches, as
well as recreational machinery such as hoverboards, scooters and Segways. In addition to
road going vehicles, various forms of semi autonomous electric trucks employing modern
battery technology now also have wide application in warehouses and on industrial sites.
Electric vehicles are also encountered as shuttles for visitors and for running errands at sports
events, agricultural shows and similar venues.
The increasing use of electric vehicles has necessitated the provision of charging facilities that
– if not managed appropriately – can introduce potential ignition hazards into the workplace,
or public areas, such as motorway service areas and car parks. Commerce and industry has
not been slow to recognise the benefits of electric vehicles and their much reduced carbon
footprint, compared with vehicles powered solely by an internal combustion engine provides
a powerful message for politicians. This has had the benefit of encouraging the provision of
charging points in town centres, on public highways, and in railway stations and supermarket
car parks.
The charging technology referred to in this document continues to be developed and
remains without a form of connector that is recognised by an international standard, although
BS EN 62196-2 (ref. 1) connectors are commonly in use in the UK. This seven-pin ‘Type 2’
DIN connection is increasingly recognised, as it provides for data communication as well as
power transfer. CCS connectors (Combined Charging System, which can allow both AC and
DC charging) and CHAdeMO connectors (CHArge de MOve, which allow DC charging only)
are also now widely available with a range of adaptors for some specific vehicle types. In the
long term, charging by means of inductive power transmission via a pad buried in the ground
– which does not require any physical connection between a vehicle and the charger – is an
attractive technology and may hold promise for the future, although one major manufacturer
has halted work on developing a similar (but much smaller) device for charging phones and
pads due to problems associated with overheating.
These recommendations are intended to give practical advice regarding fire safety aspects of
the provision, management and use of electric transport charging points, and do not aim to
repeat the technical requirements concerning their installation that are addressed in the IET
Code of Practice: EV Charging Equipment Installation (ref. 2).
Modern forms of transport, ranging from scooters to vans, tend to use lithium ion batteries.
In these batteries, ions move from one electrode to another through a liquid electrolyte. In
some batteries the liquid electrolyte is replaced with a solid conductor. While several forms of
new technology are becoming available, some vehicles still use traditional lead acid batteries.
The guidance in these recommendations is not specific to any particular form of battery or
technology, and is designed to form best practice where charging of any form of reusable
battery is undertaken.
Further information regarding fire safety aspects of the bulk storage of batteries is addressed
in a separate RISCAuthority document which is in the course of preparation, and is intended
for publication in 2021.

2 Scope
This document aims to provide practical guidance to insurers and their clients on fire
hazards and appropriate control measures associated with the charging of electric vehicles,
bicycles and similar devices in public places; on commercial and industrial premises; and
within or in the vicinity of residential premises such as blocks of flats, care homes and
sheltered accommodation.
The modes of transport concerned include modern electric cars, vans and buggies. The latter
are now frequently used at sports events, and seen on the roads around commercial and
industrial sites. A separate section considers mobility ‘scooters’. Reference is also made in

RC59: Recommendations for fire safety when charging electric vehicles 3

 these recommendations to electric bicycles, two wheeled scooters and Segway type devices.
The charging of pallet trucks, fork lift trucks and similar equipment not designed as modes of
passenger transport are outside the scope of these recommendations, as they are addressed
in RC11: Recommendations for the use of lift trucks (ref. 3). These recommendations however
do make reference to large, electric two wheeled scooters and hoverboards, as designated
forms of e-scooters are now permitted to be used on the public highway.
This document refers to the charging process relating to vehicle batteries, and is not
dedicated to fire safety in car parks.

3 Synopsis
These recommendations provide practical guidance on fire hazards and appropriate control
measures associated with the provision, management and use of charging points for various
forms of electrically powered transport in public areas, commercial and industrial premises.
Advice is provided concerning the charging provisions, the areas where this process should
be undertaken and appropriate fire protection measures that should be considered.
A separate section sets out recommendations relating to the charging of mobility scooters in
residential premises.

4 Definitions
Battery
A device consisting of one or more cells in which chemical energy is converted into electrical
energy for use as a source of power.
Each cell consists of an anode (or negative electrode) and a cathode (or positive electrode)
separated by an electrolyte. The electrodes cause negatively charged ions (anions) and
positively charged ions (cations) to migrate to their respective electrodes.
Batteries may be primary, which are designed for a single use and may not be recharged, or
secondary, which are of a different design and may be recharged multiple times for reuse.
These recommendations only apply to secondary batteries.

Electric bicycle
A bicycle with an integrated electric motor that can be used to provide, or assist in, the
provision of propulsion.

Electric vehicle
The term electric vehicle is used generically in this document to relate to any form of
passenger transport, be it a car, mobility scooter, electric motorcycle, van or truck, whether
powered exclusively or in part by electric (battery) power.

E-scooter
Large, electric two wheeled scooters, designated forms of which are permitted to be used on
the public highway.

Hoverboard
A motorised, personal form of transport consisting of a platform mounted on two small
wheels controlled by the distribution of the rider’s weight.

Hybrid vehicle
A vehicle powered by more than one form of energy. Cars with internal combustion engines
fuelled by petrol or LPG and electric motors are the most common form of hybrid vehicle.

4 Risk Control
 Mobility scooter
In this document, the term mobility scooter is used to refer to both Class 2 and Class 3
machines as defined in the Use of Invalid Carriages on Highways Regulations 1988 (ref. 4)
(Class 2 scooters are designed for use on the footway, travelling at speeds of up to 4 mph,
while Class 3 scooters may be used on the footway at speeds of up to 4 mph or on the road,
where they may travel at up to 8 mph).

Segway
A brand name for an electric vehicle similar in operation to a hoverboard, but with a larger
platform and wheels. The rider stands on the platform and holds onto a bar at about
waist height.

5 Recommendations
5.1 Compliance with fire safety legislation
The following paragraphs relate to charging points provided in the workplace or in
residential environments.
5.1.1 In premises to which the Regulatory Reform (Fire Safety) Order 2005 (or equivalent
legislation in Scotland and Northern Ireland) (refs 5–8) applies, the fire safety
management strategy should consider practical passive, active and managerial
control measures as part of the fire risk assessment for the premises when selecting
and designing areas for use as electric charging points.
5.1.2 The nature of the equipment requires it to be installed in the immediate vicinity of
vehicles. The assessment should therefore also include the suitability of the location
and the nature of the equipment for the intended purpose.
5.1.3 Where appropriate, an assessment in compliance with the Dangerous Substances
and Explosive Atmospheres Regulations 2002 (DSEAR) (ref. 9) should be undertaken,
to ensure that charging areas are sufficiently remote from any hazard zones and
locations used for the storage of hazardous or flammable liquids and gases.
5.1.4 The risk assessments should consider the risk from charging electric vehicles when
premises are unoccupied, or where people may be asleep. The measures to be
considered should include:
• physical segregation of the charging areas from process and storage areas (see
section 5.6)
• provision of suitable power supply, control and isolation systems, which will allow
isolation of the charging points from a safe location without having an impact on
business production and process functions
• suitable automatic fire detection and warning installations in case of fire
• provision of portable firefighting equipment, together with fixed fire suppression
systems where the latter may be proportional to the risk
• development of an emergency action plan to protect life and property, and ensure
the continued functioning of the business in the case of fire
• staff training in the safe use of charging equipment and the actions to take in the
event of fire, including the safe isolation of power from the charging station and
evacuation of the premises

5.2 Business continuity

Even a small fire can have a disproportionate effect on a business if it occurs
in a critical area. Electric vehicles are becoming increasingly sophisticated and
expensive, and in many cases are becoming relied upon for the efficient functioning of
a business.

RC59: Recommendations for fire safety when charging electric vehicles 5

 5.2.1 In commercial premises where the batteries of electric vehicles are charged, the
fire hazards and thus the threats to the business are increased by the need for the
charging process to continue during the night or over weekends, when very few or
no staff are present. It is therefore paramount that careful consideration be given to
• What are the fire and safety
all fire and safety implications when charging areas are being selected and designed.
implications when selecting
Further information is set out in RISCAuthority Recommendations RC42: Unattended
charging areas for use during
processes (ref. 10).
the night or over weekends
when no, or very few, staff are 5.2.2 All organisations should take steps to ensure the continued smooth running of
present? (5.2.1) their business by making a suitable emergency plan. Guidance for this is set
out in Business Resilience: A Guide to protecting Your Business and its People
(ref. 11). The emergency plan should address the implications of a fire, flood or
other perceived disaster on all facets of the business model. It should indicate
the lines of communication that should be followed and the contact details for
specialist assistance, providers of alternative accommodation and suppliers of
manufacturing plant.
5.2.3 When complete, the emergency plan should be rehearsed by means of a table
top exercise, with the results being assessed and amendments made to the plan
as necessary.
5.2.4 Consideration may be given to applying commercially available computer
programmes, such as the free of charge ROBUST software (resilient business
software toolkit) (ref. 12) or another appropriate product, to develop and check the
adequacy of the plan.
Consideration should also be given to utilising the free, online RISCAuthority Supply
Chain Risk Management Toolkit (ref. 13). Reference should also be made to A simple
guide to supply chain management for small and medium-sized businesses (ref. 14),
which is also available from the RISCAuthority website.
5.2.5 Business continuity implications also have to be considered in respect of fires
• What are the implications involving batteries having the capacity to burn for prolonged periods of time.
of some forms of batteries
5.2.6 Suppliers of replacement batteries and chargers should be identified, and
having the capacity to burn
consideration given to potential prolonged lead times in their delivery.
for prolonged periods of time?
(5.2.5) 5.2.7 The initial stage of business continuity is to minimise fire spread, by providing clear
and concise information for the fire and rescue service on their arrival. The firefighters’
box should therefore include plans that identify the locations of charging points and
facilities for their electrical isolation.

5.3 Fire safety management

5.3.1 When selecting sites for charging points, sufficient space must be allowed for vehicles
to be parked safely in the designated charging area, and for connection to be made to
the charging equipment.
5.3.2 When vehicles are being left on charge unattended, a check should be made to
ensure that the charger is working satisfactorily; that there is sufficient space to
manoeuvre other vehicles around them safely; and that foreseeable potential fire
hazards in the immediate vicinity have been identified.
5.3.3 Hatching to show the vehicle parking area should be clearly marked on the ground –
this should include sufficient space to gain entry or access to the vehicle, especially
where access may be required for a person with a disability.
5.3.4 No flammable or combustible material, other than those which form parts of the
vehicle and their associated chargers, should be stored within the designated
charging area.
5.3.5 Security or other responsible staff on site who may be called to take action in an
emergency should be made aware of the location of the charging area, the means for
isolating the power and the actions that should be taken to raise the alarm and fight
the fire if safe to do so.

6 Risk Control
 5.3.6 All relevant staff should be trained in the safe use of the chargers for vehicles that they
may be called upon to drive. This training should include the undertaking of visual
inspections of the charging equipment prior to each use.
• Wherever possible, two
wheeled electric scooters and 5.4 General considerations
electrically assisted bicycles
5.4.1 Charging points for electric road vehicles operated by a company, together with those
should be stored and charged provided for visitors’ transport, should normally be located outside the premises.
outside the premises. (5.4.1) Outdoor charging areas should be adequately lit, and provided with emergency
lighting complying with BS 5266 (ref. 15).
5.4.2 Charging facilities for lift trucks, and similar vehicles designed solely for use within
the premises, should be carried out in a separate building of non combustible
construction reserved for this purpose, or in a specially designed charging area.
• Charging points for electric The charging area should be away from escape routes, and be separated from
road vehicles should not other areas by fire resisting doors with fire resistance in accordance with insurer
normally be located within recommendations set out in Approved Document B to the Building Regulations
premises. (5.4.1) incorporating insurers’ requirements for property protection (ref. 16). Enclosed
charging areas should also be adequately lit, and provided with emergency lighting
complying with BS 5266 (ref. 15).
5.4.3 It will normally be appropriate for electric bicycles and two wheeled scooters owned
by staff to be charged in a secure, detached single storey structure (see Section 5.6).
5.4.4 Segways and similar devices provided by the company may be charged in a suitable
• Can staff charge their own designated area within a building (see Section 5.6).
vehicles using company charge 5.4.5 Where relevant checks have been made, private cars may be authorised to use
points? (5.4.5) external company charging points, but should not be permitted to use any charging
facilities that have had to be located within the premises (see 5.4.1).
5.4.6 Vehicles must only be charged in accordance with the manufacturer’s instructions.
5.4.7 Where multiple chargers are in use, there should be clear and prominent notices at
each charging point indicating for which equipment or vehicle(s) it is suitable.
5.4.8 Care should be taken that existing chargers are suitable for their intended use before
they are first used to charge batteries. Thereafter, a visual inspection of the charger
should be made prior to each use. Any damaged equipment should be prominently
labelled to indicate that it is no longer serviceable, and not be used until it has been
inspected by a competent electrician.
5.4.9 The temperature of the charging area should not be such that overheating may
occur during the charging process. Lithium ion battery cells should not be subject to
temperatures in excess of 60°C in operation or 70°C during storage.
5.4.10 Where charging points are to be provided in multi storey car parks, consideration
• Care should be taken not to should be given to locating these in the open air at roof deck level to minimise
discharge lithium ion batteries potential for fire spread within the structure.
below 0.50V, otherwise they 5.4.11 Where car parks are located beneath ground level, careful consideration should
will not recharge effectively be given to providing appropriate fire protection provisions at the planning stage
and will need to be replaced. (see 5.6.6).
(5.4.13) 5.4.12 It is important that cells in a battery are balanced during the charging process to avoid
overcharging, and thus overheating of individual cells. The manufacturer should be
contacted if a vehicle battery, or cell(s) within the battery, appears to be overheating.
5.4.13 Care should be taken not to discharge lithium ion batteries below 0.5V, otherwise they
will not recharge effectively and will need to be replaced.
• How should batteries be safely 5.4.14 To protect the environment, at the end of their working life batteries should be
disposed of at the end of their recycled and not sent to landfill. Although there are only trace amounts of heavy
working life? (5.4.14) metals in most batteries and little scrap value in lithium, the recovery of copper, nickel
and cobalt makes the recycling process economic. Waste batteries should be stored
safely outside the premises, and protected from the effects of the weather while
awaiting disposal by a specialist contractor or the supplier, in accordance with the
requirements of EU Directive 2006/66/EC (ref. 17). Terminals of waste batteries should
be protected to prevent shorting between batteries occurring.

RC59: Recommendations for fire safety when charging electric vehicles 7

 5.4.15 While hoverboards are domestic devices designed mainly for use by children, due to
their association with a number of serious fires it is strongly recommended that they
be stored and charged in a suitable outbuilding, and not be charged indoors.
• Due to their association with 5.4.16 Care should be taken where products to reduce land heave have been used in the
a number of serious fires, it construction phase of areas where the charging of vehicles is to be undertaken. The
is strongly recommended suitability of these areas for the location of charging points, and the need for installing
that hoverboards be stored methane detectors, should be carefully assessed.
and charged in a suitable
outbuilding and not be charged 5.5 Electrical provisions
indoors. (5.4.15)
Systems for the distribution of electricity to public areas are outside the scope of
BS 7671 (ref. 18) and IEC 60364 (ref. 19); this document therefore considers publicly
and privately available supplies separately.

Charging points in public areas

There is now a growing network of charging points being made available for electric
vehicles in public car parks and at supermarkets or similar locations. The use of
many of these is free, although some electric car charging scheme memberships are
subscription based. These subscriptions provide a charging lead and in some cases
free parking, but the charging points are fitted with meters to allow the electricity to be
paid for.
Although the basic technology has become established and takes the form of a
secure post or box – normally with a single socket accessed by an electronic tag
– variations on this theme may be encountered. These can allow charging for two
cars, fast charging, different outputs, electronic displays and consumption monitoring
software. Some outlets are connected electronically to a central control point to allow
monitoring of use and associated billing.
There is not as yet an agreed International standard design of plug for use at roadside
charging points, so variations may be encountered which accept more than one style
of plug. There is pressure in Europe for the adoption of a special seven pin plug, known
by the IEC as the Type 2 plug. This provides for transmission of data as well as power. In
the UK an industrial type of socket outlet complying with BS EN 60309-2 (ref. 20), which
is similar to those used on caravan sites, may be encountered.
Charging points of a similar style to those for public places are available commercially,
and may be installed in business and industrial premises, on private driveways, in
private car parks and in vehicle yards. Some have the advantage of automatically
using a low cost, night time electricity tariff; the capacity to charge at either 3 kw (13A)
or 7 kw (32A); or to charge two electric vehicles simultaneously.
5.5.1 External vehicle charging points and those provided within a building (other than
battery chargers fitted with a 13A plug) must be installed by a competent electrician
(such as those recognised by the NICEIC, the Electrical Contractors Association
(ECA), NAPIT, or SELECT in Scotland).
Alternatively, the work should be undertaken by a competent contractor who meets
the definition of a “Skilled Person (Electrically)” in BS 7671, i.e.: ‘A person who
possesses, as appropriate to the nature of the electrical work to be undertaken,
adequate education, training and practical skills, and who is able to perceive risks
and avoid hazards which electricity can create.’ It should be recognised that not all
electricians are competent to carry out all types of electrical work; there is a need
to ensure that the electrical contractor being considered has the relevant technical
knowledge, practical skills and experience, and has successfully completed an
assessed training course run by an accredited training organisation for the type and
complexity of electrical installations involved.
• What are fast charging points? 5.5.2 Where rapid charging points – known as DC fast charge and operating at 500V DC –
(5.5.2) are provided, they should be clearly differentiated from conventional charging points
because of the hazards associated with the direct current, Measures should be taken
to ensure that signs and labels associated with these chargers are not removed
or defaced.

8 Risk Control
 5.5.3 All chargers and associated equipment should be installed, used and maintained in
accordance with the manufacturer’s instructions. Internal installations should comply
with the requirements of BS 7671 (ref. 18), especially with regard to the bonding
and earthing arrangements. Servicing and maintenance should be carried out by a
competent electrician.
An important reason for this is that the installation of a charger suitable for a road
vehicle may not involve a simple connection to an existing circuit, but may require the
provision of a power supply outside the bonding zone, involving some reconfiguration
of the electrical supply to the premises. In technical terms, the Electrical Safety,
Quality and Continuity Regulations 2002 (ref. 21) do not allow a combined neutral
and protective conductor (a PME installation) to be connected to exposed conductive
parts, such as the metalwork of vehicle.
5.5.4 Although BS 7671: Requirements for electrical installations (The IET Wiring
Regulations) (ref. 18) does not address issues concerning the connection of an electric
vehicle to a fixed electrical installation, all elements of the wiring to the charger –
including the conductors residual current device (RCD) protection, and other safety
measures – should comply with this standard. In particular, RCDs must now take
account of the DC fault current.
Where a BS 1363-2 (ref. 22) socket outlet is used for electric vehicle charging, it must
be marked ‘EV’ on the back of the socket unless there is no possibility of confusion,
and a label must be put on the front face or adjacent to the socket outlet or its
enclosure stating ‘suitable for electric vehicle charging’.
5.5.5 A circuit intended to supply an electric vehicle must be fit for purpose and suitable for
the electrical load. The circuit should be dedicated to the use of the chargers and not
be part of a ring main or used for other purposes.
5.5.6 An RCD should be installed by a competent electrician as additional protection for
vehicle charging supplies.
5.5.7 Charging bays should be signed and marked prominently on the ground to allow
vehicles to park close to the charging point, and prevent the stretching of charging
cables. The length of charging cables should be sufficient to allow their use with the
intended equipment without risk of damage.
5.5.8 Charging points should be protected against mechanical damage by vehicles.
They should be installed above ground level and be located on a raised island, or
be protected by kerbs, bollards or metal barriers. Charging points should also be
protected against the ingress of water and foreign objects.
5.5.9 A risk assessment should be undertaken to consider forms of damage, either
• How can parking in charging accidental or deliberate, to which charging points may be subject, Where appropriate,
bays, other than for charging external charging points may need to be protected against deliberate damage out of
vehicles, be discouraged? working hours by being located in a secure area, equipped with security lighting and
(5.5.11) monitored by CCTV cameras. Dedicated power supplies for external charging points
should be run in metal trunking, steel conduit and/or underground ducting.
5.5.10 An adequate area should be available around chargers to allow safe vehicle
movement. While many electric cars and vans are currently small, future
developments are likely to see the production of much larger electric vehicles, with
bigger delivery vans and trucks becoming more commonly encountered.

• All wiring and equipment must 5.5.11 The parking of other vehicles in charging areas should be prohibited. In some cases
be suitable for its location, and the introduction of barriers, or other physical measures to prevent charging bays being
able to operate satisfactorily used as conventional parking spaces, may need to be considered.
without deterioration 5.5.12 All wiring and equipment must be suitable for its location, and be able to operate
throughout its working life. satisfactorily without deterioration throughout its working life. Charging points may
Charging points may therefore therefore require protection from the environment during installation and use.
require protection from the 5.5.13 Provision must be made for isolating each live conductor linked to the charging
environment during installation equipment manually, for use both in an emergency and for maintenance purposes.
and use. (5.5.12) Provisions should allow the cables from both the mains supply and the vehicle battery
to be isolated.

RC59: Recommendations for fire safety when charging electric vehicles 9

 5.5.14 Emergency manual isolation of charging points should be provided to ensure safe
shutdown of equipment in the event of failure of the mains electrical supply, or a
fault within the equipment. The isolation point(s) should be prominently signed and
strategically located, for example at a manned kiosk or similar location where it will be
readily accessible to trained staff and firefighters.
Emergency isolation switches should incorporate lock out facilities to prevent
unauthorised reinstatement during maintenance and emergencies.
Power circuits should be configured to require manual resetting of the isolator when
the power is restored.
5.5.15 Where socket outlets are required as part of a small internal installation, they must be
fit for purpose. They should be suitable for the load and provide protection against
external influences, such as mechanical damage and ingress of water.
5.5.16 When a charger is found to be faulty, its use should cease immediately and it should
be isolated and locked out, with a suitable warning sign being displayed prominently
until satisfactory repairs have been made by a competent engineer.
• Rather than using time 5.5.17 Rather than using time switches to turn chargers on and off, the process should
switches to turn chargers on be started manually and monitored for a short period before being left to operate
and off, the process should be unattended. A timer may be used to isolate the power at the end of the charging cycle.
started manually and monitored 5.5.18 Where a portable charger or other electrical equipment is in use, it should be
for a short period before being inspected periodically (PAT tested) at least in accordance with HS(G)107 (ref. 23) and
left to operate unattended. A the IET Code of Practice for In-service Inspection and Testing of Electrical Equipment
timer may be used to isolate (ref. 24). In commercial premises it may need to be tested more often, as determined
the power at the end of the by a risk assessment.
charging cycle. (5.5.17)
5.5.19 The use of extension cables when charging vehicles should be avoided. Their use in
public areas should be prohibited, and on an enclosed site they should only be used
as a temporary arrangement where there is no practical alternative. Any extension
lead that is kept on site should be inspected visually before use, and be subject to
routine, in service inspection (PAT testing).
5.5.20 Proprietary cable retractors offer a practical alternative to extension leads. The
equipment may be ceiling mounted where no interaction by the user is required.
5.5.21 In some cases, charging cables may be vulnerable to theft. The users of electric
vehicles should be made aware of simple deterrents, such as the use of padlocks,
to protect cables when used off site. The practice of parking with a wheel on the
charging cable as a security measure may lead to damage, and is not advocated.
5.5.22 The provision of adaptors to allow the use of a single charger with multiple forms of
vehicles or equipment should be avoided. Charging leads should be of an appropriate
type, and chargers clearly labelled as to which vehicles they may be used with.
5.5.23 No attempt should be made to use a charging point other than for charging batteries
designed for use with the equipment.
5.5.24 No attempt should be made to modify charging equipment for any other use, or to
charge a vehicle for which it is not designed.

Installing and changing batteries

5.5.25 Batteries should be installed in accordance with the manufacturer’s instructions. The
mounts are designed to prevent deformation and mechanical stress on cells. No
attempt should be made to introduce temporary or secondary clamps onto the cells,
as to do so may restrict the cell rupture vents at their ends.
5.5.26 All high voltage components in automobiles (i.e. greater than 54 V), including cables
and connectors, must be coloured orange.
5.5.27 At the time of battery installation, a visual inspection should be made of the wiring,
and any damage or chafing of electrical components or high voltage cables should be
repaired by a competent automotive engineer.
5.5.28 No attempt should be made to repair or bypass cells in order to extend the life of
a battery.

10 Risk Control
5.5.29 Cells should not be subject to reverse polarity or be short circuited (in the event of this
occurring as a result of cell failure, fuses are incorporated into the design of the unit to
prevent all the energy in one string being dumped into its neighbours).
5.5.30 No attempt should be made to modify or bypass a crash sensor designed to isolate
the battery in an emergency.

Storage and transport

5.5.31 Where vehicle batteries are stored, they should not be exposed to water or other liquids.
They should be kept in good condition.
5.5.32 Damaged lithium ion batteries should not be disposed of with general waste or in
recycling containers. Any damaged batteries should only be handled while wearing
suitable PPE (goggles, gloves, aprons etc). Damaged batteries should be packaged in
a plastic bag, removed from the building and placed in a container of sand or similar
inert material located away from buildings and combustible materials. Waste batteries
should be protected from the environment while awaiting collection or safe disposal.
It is important that the terminals of the batteries be covered while stored to protect
against accidental shortcircuiting.
5.5.33 Where batteries have to be transported, the packaging should be designed
to ensure that they are not punctured, dented or crushed as a result of any
foreseeable accident.
5.5.34 The packaging of batteries received for forwarding may be relabelled, but otherwise
should not be altered in any way.

5.6 Compartmentation and segregation

Charging points for vehicles in the workplace may require more consideration than
chargers provided for pallet and forklift trucks, due to their use with hybrid vehicles
which may carry propane cylinders, or tanks of petrol or diesel fuel.
5.6.1 On commercial and industrial sites where it is not possible to provide external,
roadside style charging points – or where an increased level of security is required –
a dedicated, enclosed area for the charging of electric vehicles should be provided.
5.6.2 Where possible, charging points should be located in a detached, single storey
structure with lightweight external walls and roof.
5.6.3 Where a detached structure is not available, internal charging areas for electric vehicles
should be single storey with lightweight external walls. There should be direct access for
roadgoing vehicles from outside the building. The enclosure should provide at least 60
minutes fire resistance between the charging area and any other part of the premises
in the event of a fire. Where there is access to the premises from the charging area, the
doorset(s) or shutters should provide the same degree of fire resistance as the element
of structure in which they are located (i.e. at least 60 minutes fire resistance).
5.6.4 Enclosed charging areas must not be used as work areas, and must be free from
storage, including stored waste materials.
5.6.5 Where it is not practicable to provide this degree of physical separation of a vehicle
charging area within a building as indicated in paragraph 5.6.3 (and also outside
the premises), no charging should be undertaken within 10m of any combustible
materials: be they waste materials, stock or combustible elements of the structure.
Similarly, no charging should be undertaken within 15m of hazardous installations
such as transformers, flammable liquid stores and liquefied petroleum gas tanks.
5.6.6 The charging area should be well ventilated at high and low level to ensure that there
is no build up of toxic gases – when charging some forms of battery, these can
include hydrogen fluoride. In some cases, this may be achieved by air bricks located
in an external wall – but where large lithium ion batteries such as those used to power
vehicles are to be charged, mechanical ventilation should be provided.
Advice should be sought from the supplier of the batteries to determine the number
of air changes required, but these should be sufficient to maintain the volume of the
most flammable gas produced to less than 25% of its lower flammable limit.

RC59: Recommendations for fire safety when charging electric vehicles 11

 5.6.7 Because of the intense and prolonged nature of fires involving lithium ion batteries,
where it is necessary to locate charging areas in basements careful consideration
should be given to the design of the sprinkler system and ventilation arrangements.
There should also be liaison with the fire and rescue service concerning access for
firefighting. Any basement charging area should be separated from other parts of the
premises by elements of structure that provide at least 120 minutes fire resistance.

5.7 Mobility scooters

5.7.1 While it is recognised that the users of this equipment have mobility difficulties, in
blocks of flats and similar sleeping accommodation mobility scooters should not be
taken to floors above access level.
5.7.2 Mobility scooters should not be left parked or stored in escape routes where they may
form a fire hazard, or an obstruction in the event of the building being evacuated.
5.7.3 Sheltered living projects and similar accommodation should have a policy for the use
of mobility scooters in communal areas. The charging of these vehicles in communal
areas should be prohibited.
5.7.4 Wherever possible, mobility scooters should be stored and charged in locations
designed for this purpose.
5.7.5 Storage/charging areas for mobility scooters should have direct access from outside
the building, and provide at least 60 minutes fire resistance in the event of a fire in the
room. Where there is a door allowing access to the premises from the scooter store,
the doorset should also provide at least 60 minutes fire resistance.
5.7.6 The site policy relating to mobility scooters should recognise that there will be a
maximum number of scooters that may be safely used, charged and stored on the
premises: careful management, including a fair and transparent waiting list procedure,
may be necessary in the best interests of both residents and staff.
5.7.7 Where a dedicated mobility scooter storage area is not provided, it is preferable for
mobility scooters to be charged during the day rather than at night, when people may
be asleep in the building. Where this is not practicable, the process should be started
manually and monitored for a short period before being left to operate unattended.
A timer may be used to isolate the power at the end of the charging cycle.
5.7.8 All users and owners of mobility scooters should be instructed in the charging and
maintenance of their machines at the time of purchase or leasing.
5.7.9 Where portable chargers are in use for mobility scooters in commercial premises, they
should be inspected periodically (PAT tested) at least in accordance with HS(G)107
(ref. 23) and the IET Code of Practice for In-service Inspection and Testing of Electrical
Equipment (ref. 24).
5.7.10 Chargers intended for use with mobility scooters should be supplied from a dedicated
circuit, rather than from one of the ring mains in the premises. This is for electrical
safety purposes, and to minimise inconvenience in the event of a fault in a charger. It
will also allow for control of a circuit by a timer if required. A metered supply may also
be necessary to allow residents to be charged for the facility.
5.7.11 A competent electrician, such as one recognised by the NICEIC, the Electrical
Contractors Association (ECA), NAPIT or SELECT in Scotland, should be engaged to
install dedicated power points for charging mobility scooters.
5.7.12 The charging circuit should be linked so as to be automatically isolated in the event
of actuation of the automatic fire detection (AFD) and alarm system in the building,
or failure of the mains power supply. Power circuits should be configured to require
manual resetting of the isolator when the power is restored.
5.7.13 Residual current devices should be installed where necessary in compliance with
the requirements of BS 7671 (ref. 18) and the Code of Practice for Electric Vehicle
Charging Equipment Installations (ref. 2). A competent electrician should be consulted
to ensure that suitable protective devices are provided.
5.7.14 The use of temporary extension leads and block adaptors for charging mobility
scooters should be prohibited in all circumstances.

12 Risk Control
5.7.15 The batteries of mobility scooters should not be covered by blankets or similar
insulating materials when being charged.

5.8 Fire protection

5.8.1 Internal charging and storage areas for electric vehicles should be protected by AFD
installations designed, installed and maintained by an engineer with appropriate
certification by an independent, UKAS accredited third party certification body. The
installation should be to a recognised category of installation in accordance with BS
5839-1 (ref. 25) as determined by a risk assessment.
5.8.2 The AFD should be monitored, either on site or by an off site alarm receiving centre
with accreditation by an independent, UKAS accredited third party certification body,
and operating in accordance with BS EN 50518 and BS 8591 (refs 26 and 27) or to
BS 5979 (ref. 28) where appropriate.
5.8.3 The AFD installation should be tested weekly in accordance with BS 5839-1, with
suitable records being kept.
5.8.4 The AFD installation should be periodically serviced and maintained in accordance
with BS 5839-1 (ref. 25), by a competent engineer with appropriate certification by a
UKAS accredited third party certification body.
5.8.5 The AFD installation should be interfaced so as to isolate the power supply to all
vehicle chargers in the event of the fire alarm actuating. The interface arrangement
should not allow charging to recommence automatically when the fire alarm
is silenced.

Firefighting
5.8.6 An appropriate number of portable fire extinguishers suitable for use on electrical
equipment (such as carbon dioxide extinguishers) should be available near charging
points, and be immediately accessible for use in case of fire. Such portable
extinguishers should be approved and certificated by a third party certification
body, with the provision and installation in accordance with BS 5306: Part 8
(ref. 29). The extinguishers should be inspected and maintained in compliance
with BS 5306: Part 3 (ref. 30).
5.8.7 In commercial premises where chargers are to run unattended, the installation of
an automatic fixed fire suppression system within the fire compartment in which the
charging process is being undertaken is strongly recommended.
5.8.8 In most commercial and industrial battery charging installations, the risk assessment
may indicate the provision of a water sprinkler installation to be appropriate. In all such
cases the sprinkler system should provide a suitable degree of discharge throughout
the whole compartment in which vehicle charging is undertaken.
Sprinkler systems should be designed, installed, commissioned and maintained in
accordance with the LPC Sprinkler Rules incorporating BS EN 12845 (ref. 31) by
engineers having appropriate certification from an independent UKAS accredited third
party certification body.
5.8.9 Where charging points are to be installed in an area with an existing sprinkler
installation, the level of protection provided by the sprinkler system should be
reviewed, with any remedial actions necessary being implemented prior to
charging commencing.
5.8.10 The design of the sprinkler system should include an interface to allow the
power supply to all vehicle chargers to be automatically isolated in the event of
sprinkler activation.
5.8.11 A fire involving a lithium ion car battery can burn for a prolonged period of time
(for several hours). This will have an impact on the water supplies necessary and
the provisions for the retention of firefighting water. These will therefore have to be
reviewed if necessary.

RC59: Recommendations for fire safety when charging electric vehicles 13

 5.8.12 In circumstances where sprinklers may not be appropriate, an alternative suppression
system may have to be considered. In this case, the most effective agent for the
particular application should be selected following a risk assessment, and taking into
account the effectiveness of the agent as well as toxicity, asphyxiation potential and
environmental and contamination issues.
5.8.13 Alternative fire suppression systems should be tested and maintained according to the
requirements of the relevant British Standard and/or the installer’s recommendations,
by a competent engineer with appropriate certification by a UKAS accredited third
party certification body.

Location Fire and security protection Risk level

Basement • automatic fire suppression
• ventilation
• access for firefighters
• provisions for run off of firefighting water
Public outdoor • mechanical protection (kerbs, bollards or
area barriers) for charging points
• securing point for charging cable
• CCTV monitoring
Within building • automatic fire detection (multi sensor heads)
(ground floor • automatic fire suppression system
and above)
• ventilation
• fire extinguishers
• fire compartmentation
Roof top level • fire extinguishers
• provisions for run off of firefighting water
Detached • automatic fire detection
purpose built • fire extinguishers
building
• lightweight construction (including roof)
• ventilation
• adequate separation from other buildings
Secure outdoor • mechanical protection (kerbs, bollards, or
area rails) for charging points
• securing point for charging cable
• fire extinguisher
Table 1: Protecting charging points in various locations

14 Risk Control
 6 Checklist
This checklist is based on the guidance and certain recommendations made in RC59: Recommendations for fire safety when charging electric
vehicles, and designed for use by premises operators – and in particular members of the maintenance or facilities team – as an audit tool for use on
site. It is recommended an audit using this checklist be undertaken at least every six months.
The checklist can be printed and a hard copy used, or alternatively it can be completed electronically and printed off (if needed). Checklists created
electronically will be saved with the document on closing as a digital record. The references accompanying each question below and shown in
brackets relate to the relevant sections of RC59.
Additional blank copies of the checklist may be created as required for printing or electronic completion.

Yes No N/A Action required Due date Sign on completion

6.1 Compliance with fire safety legislation (section 5.1)
6.1.1 Has a fire risk assessment of the premises been carried out, and does this consider practical
passive, active and managerial control measures? (5.1.1 and 5.3.1)
RC59: Recommendations for fire safety when charging electric vehicles

6.1.2 Does the assessment address the continuing suitability of the location and any changes to the
charging equipment? (5.1.2)
6.1.3 Has an assessment been made to ensure that the charging area remains sufficiently remote from
any hazard zones identified in a DSEAR assessment? (5.1.3)
6.1.4 Does the risk assessment consider the hazards of charging electric vehicles when premises are
unoccupied, or where people may be asleep? (5.1.4)
6.2 Business continuity (section 5.2)
6.2.1 Has an emergency plan been prepared, is it up to date and has it been rehearsed?
(5.2.2 and 5.2.3)
6.2.2 Does the emergency plan address the problem of fires involving batteries having the capacity to
burn for prolonged periods of time? (5.2.5)
6.3 Fire safety management (section 5.3)
6.3.1 Has sufficient space been allowed for vehicles to be parked safely in the designated charging
areas, and for connections to be made to the charging equipment in a safe manner? (5.3.1)
6.3.2 Prior to vehicles being left on charge unattended, are checks made to ensure that the charger
is working satisfactorily; that there is sufficient space to manoeuvre other vehicles in the vicinity
safely; and that foreseeable potential fire hazards in the immediate vicinity have been identified?
(5.3.2)
6.3.3 Is hatching to show the vehicle parking area clearly marked on the ground, and does it include
sufficient space for a person with a disability? (5.3.3)
6.3.4 Are charging areas free of flammable and combustible materials other than those which form
parts of the vehicle and their associated chargers? (5.3.4)
6.3.5 Are security and other responsible staff on site who may be called to take action in an emergency
aware of the location of the charging area; the means for isolating the power; and the actions that
should be taken to raise the alarm and fight the fire if safe to do so? (5.3.5)
6.3.6 Are all relevant staff trained in the safe use of the chargers for vehicles that they may be called
upon to drive? (5.3.6)
15
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Yes No N/A Action required Due date Sign on completion

6.4 General considerations (section 5.4)
6.4.1 Are charging points for electric road vehicles located outside the premises, with those for lift
trucks and similar equipment designed for use inside the premises suitably constructed and
located? (5.4.1 and 5.4.2)
Risk Control

6.4.2 Are private cars prohibited from using charging points within the buildings? (5.4.5)
6.4.3 Are vehicles only charged in accordance with the manufacturer’s instructions? (5.4.6)
6.4.4 Where multiple chargers are in use, are there clear and prominent notices at each charging point
indicating which equipment or vehicle(s) it is suitable for? (5.4.7)
6.4.5 Is a visual inspection of the charger made prior to each use, with any damaged equipment being
prominently labelled to indicate that it is no longer serviceable? (5.4.8)
6.4.6 Are charging areas well ventilated, with the temperature not exceeding 60°C during charging
operations or 70°C where batteries are stored? (5.4.9)
6.4.7 Where charging points are provided in multi storey car parks, are these located in open air at roof
deck level to minimise potential for fire spread within the structure? (5.4.10)
6.4.8 Are procedures in place to contact the manufacturer if a vehicle battery or cell(s) within a battery
appear(s) to be overheating? (5.4.12)
6.4.9 Is care taken not to discharge batteries below 0.50V so that they will recharge effectively, and will
not need to be replaced? (5.4.13)
6.4.10 Are measures in place to protect the environment by recycling batteries at the end of their working
life, rather than sending them to landfill? (5.4.14)
6.4.11 Has the need for methane detectors been considered in charging areas, where appropriate?
(5.4.16)
6.5 Electrical provisions (section 5.5)
6.5.1 Have all chargers been installed by a competent electrician? (5.5.1)
6.5.2 Where rapid charging points – known as DC fast charge and operating at 500V DC – are
provided, are they clearly differentiated from conventional charging points because of the hazards
associated with the direct current? (5.5.2)
6.5.3 Are all chargers and associated equipment installed, used and maintained in accordance with the
manufacturer’s instructions? (5.5.3)
6.5.4 Are electrical supplies to chargers protected by a suitable fixed residual current device (RCD),
which has been installed by a competent electrician? (5.5.6)
6.5.5 Are charging bays signed and marked prominently on the ground to allow vehicles to park
sufficiently close to the charging point to prevent the stretching of charging cables? (5.5.7)
6.5.6 Are charging points protected against mechanical damage by vehicles? (5.5.8)
6.5.7 Is there an adequate area available around chargers to allow safe vehicle movement? (5.5.10)
6.5.8 Is the parking of vehicles in charging areas other than for charging purposes prohibited? (5.5.11)
6.5.9 Do the charging points have adequate protection from the environment during use? (5.5.12)
6.5.10 Have suitable provisions been made for isolating each live conductor linked to the charging
equipment manually, for use both in an emergency and for maintenance purposes? (5.5.13)
 Yes No N/A Action required Due date Sign on completion
6.5.11 Are appropriate devices in place to ensure the safe shutdown of the equipment in the event
of failure of the mains electrical supply, or a fault within the charger, with the isolators easily
accessible and prominently signed? (5.5.14)
6.5.12 Where plug in chargers are in use, are the socket outlets undamaged and providing protection
against mechanical damage and ingress of water? (5.5.15)
6.5.13 When a charger is found to be faulty, does its use cease immediately until satisfactory repairs
have been made by a competent engineer? (5.5.16)
6.5.14 Are chargers turned on manually prior to being monitored, even where a timer is used to isolate
the power at the end of the charging cycle? (5.5.17)
6.5.15 Do all portable chargers receive periodic, in service inspections (PAT testing) in accordance with
best practice? (5.5.18)
6.5.16 Is the use of extension cables when charging vehicles avoided? (5.5.19)
6.5.17 Are chargers only used for the purposes for which they were intended? (5.5.23 and 5.5.24)
6.5.18 Are all batteries installed according to the manufacturers’ instructions? (5.5.25)
RC59: Recommendations for fire safety when charging electric vehicles

6.5.19 Are all high voltage automobile components and cables coloured orange? (5.5.26)
6.5.20 Has all damage to high voltage cables been repaired by a competent engineer? (5.5.27)
6.5.21 Are damaged batteries removed from the building, isolated away from buildings and combustible
materials, and their terminals covered and protected from the environment to await collection or
safe disposal? (5.5.31)
6.6 Compartmentation and segregation (section 5.6)
6.6.1 Has a suitable dedicated, enclosed area for the charging of electric vehicles been provided?
(5.6.1, 5.6.2 and 5.6.3)
6.6.2 Where there is access to the premises from a charging area, do the doorset(s) or shutters
between this area and any other part of the premises provide at least 60 minutes fire resistance?
(5.6.3)
6.6.3 Are enclosed charging areas not used as work areas, and free from all forms of storage? (5.6.4)
6.6.4 Are all charging operations carried out at least 10m away from combustible materials? (5.6.5)
6.6.5 Are charging areas suitably ventilated at high and low level? (5.6.6)
6.6.6 Are any basement charging areas separated from other parts of the premises by elements of
structure that provide at least 120 minutes fire resistance, with careful consideration having been
given to the design of their ventilation and sprinkler systems? (5.6.7)
6.7 Mobility scooters (section 5.7)
6.7.1 In blocks of flats and similar sleeping accommodation, are mobility scooters prohibited from being
taken to floors above access level? (5.7.1)
6.7.2 Are escape routes free from parked or stored mobility scooters? (5.7.2)
6.7.3 Is the charging of mobility scooters in escape routes prohibited? (5.7.3)
6.7.4 Do dedicated charging areas for mobility scooters have direct access from outside the building,
and do they provide at least 60 minutes fire resistance between the charging area and the
remainder of the building? (5.7.5)
17
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Yes No N/A Action required Due date Sign on completion

6.7.5 Where a timer is used to isolate the power at the end of a charging cycle, is the charging process
started manually and monitored for a short while before being left unattended? (5.7.7)
6.7.6 Where portable chargers are in use for mobility scooters in commercial premises, do they receive
periodic, in service inspections (PAT testing) in accordance with best practice? (5.7.9)
Risk Control

6.7.7 Are all chargers intended for use with mobility scooters supplied from a dedicated circuit rather
than from one of the ring mains in the premises? (5.7.10)
6.7.8 Are charging circuits linked so as to be automatically isolated in the event of actuation of the
automatic fire detection and alarm system in the building, or failure of the mains power supply
(with power circuits configured to require manual resetting of the isolator when the power is
restored)? (5.7.12)
6.7.9 Are RCDs installed where necessary in compliance with the requirements of BS 7671 and the
Code of Practice for Electric Vehicle Charging? (5.7.13)
6.7.10 Is the use of temporary extension leads and block adaptors for charging mobility scooters
prohibited? (5.7.14)
6.8 Fire protection (section 5.8)
6.8.1 Has the automatic fire detection and alarm (AFD) system been installed in all charging areas to a
recognised category of installation in accordance with BS 5839-1? (5.8.1)
6.8.2 Is the AFD monitored either on site or by an off site alarm receiving centre? (5.8.2)
6.8.3 Is the AFD installation tested weekly in accordance with BS 5839-1, with suitable records being
kept? (5.8.3)
6.8.4 Is the AFD installation periodically serviced and maintained in accordance with BS 5839-1 by a
competent engineer, with suitable records being kept? (5.8.4)
6.8.5 Is the AFD installation interfaced so as to isolate the power supply to all vehicle chargers in the
event of the fire alarm actuating? (5.8.5)
6.8.6 Are a suitable number of appropriate portable fire extinguishers available and immediately
accessible in the case of fire? (5.8.6)
6.8.7 Where chargers run unattended, has an automatic fixed fire suppression system been installed
within the fire compartment in which the charging process is being undertaken? (5.8.7)
6.8.8 Where a sprinkler system is installed, does it provide a suitable degree of discharge throughout
the whole compartment in which vehicle charging is undertaken? (5.8.8)
6.8.9 Where charging points have been installed in an area with an existing sprinkler installation, has the
level of protection provided by the sprinkler system been reviewed? (5.8.9)
6.8.10 Does the design of the sprinkler system include an interface to allow the power supply to all
vehicle chargers to be automatically isolated in the event of sprinkler activation? (5.8.10)
6.8.11 Have the provisions for the retention of firefighting water been reviewed in the light of a prolonged
fire involving a lithium ion car battery? (5.8.11)
6.8.12 Are any alternative fire suppression systems tested and maintained according to the requirements
of the relevant British Standard and/or the installer’s recommendations by a competent engineer,
with suitable records being kept? (5.8.10)
7 References
1. BS EN 62196-2: 2017: Plugs, socket outlets, vehicle connectors and vehicle inlets.
Conductive charging of electric vehicles. Dimensional compatibility and interchangeability
requirements for a.c. pin and contact-tube accessories, British Standards Institution.
2. Code of Practice: EV Charging Equipment Installations, 4th edition, 2020, IET
3. RC11: Recommendations for the use of fork lift trucks, 2012, Fire Protection Association.
4. The Use of Invalid Carriages on Highways Regulations 1988, SI 1988 No 2268, The
Stationery Office.
5. Regulatory Reform (Fire Safety) Order 2005, SI 2005 No 1541, The Stationery Office.
6. The Fire (Scotland) Act 2005, asp 5, The Stationery Office.
7. Fire Safety (Scotland) Regulations 2006, Scottish SI 2006 No 456, The Stationery Office.
8. Fire and Rescue Services (Northern Ireland) Order 2006, SI 2006 No 1254 (NI9), The
Stationery Office.
9. The Dangerous Substances and Explosive Atmospheres Regulations (DSEAR), 2002,
SI 2002 No 2776, The Stationery Office.
10. RC 42: Fire Safety of Unattended Processes, 2010, Fire Protection Association.
11. Business Resilience – A guide to protecting your business and its people, 2005, Fire
Protection Association.
12. The ROBUST software (Resilient Business Software Toolkit) may be found at https://
robust.riscauthority.co.uk
13. The Supply Chain Risk Management Toolkit may be found at
https://www.riscauthoritysupplychain.com
14. A simple guide to supply chain management for small and medium-sized businesses,
2019, Fire Protection Association.
15. BS 5266-1: 2016: Emergency lighting. Code of practice for the emergency lighting of
premises, British Standards Institution.
16. Approved document B: Fire safety (volume 2 – Buildings other than dwellings)
Incorporating insurers’ requirements for property protection, 2019, Fire Protection
Association.
17. Directive 2006/66/EC of the European Parliament and of the Council of 6 September
2006 on batteries and accumulators and waste batteries and accumulators and repealing
Directive 91/157/EEC.
18. BS 7671: 2018 + A1: 2020: Requirements for electrical installations. IET Wiring
Regulations, British Standards Institution.
19. International Electrotechnical Commission, IEC 60364 Energy efficiency in low voltage
electrical installations (several parts), (available online from https://webstore.iec.ch )
20. BS EN 60309-2: 1999+A2: 2012: Plugs, socket-outlets and couplers for industrial
purposes - Part 2: Dimensional interchangeability requirements for pin and contact-tube
accessories, British Standards Institution.
21. The Electrical Safety, Quality and Continuity Regulations 2002, SI 2002 No 2665, The
Stationery Office.
22. BS 1363-2: 2016 + A1: 2018: 13 A plugs, socket-outlets, adaptors and connection
units. Specification for 13 A switched and unswitched socket-outlets, British Standards
Institution.
23. HS(G) 107: Maintaining portable electrical equipment, 3rd edition 2013, Health and Safety
Executive.
24. Code of Practice for In-service Inspection and Testing of Electrical Equipment, 4th edition,
2012, Institution of Engineering and Technology.

RC59: Recommendations for fire safety when charging electric vehicles 19

 25. BS 5839-1: 2017: Fire detection and fire alarm systems for buildings – Code of practice
for design, installation, commissioning and maintenance of systems in non-domestic
premises, British Standards Institution.
26. BS EN 50518: 2019: Monitoring and alarm receiving centre, British Standards Institution.
27. BS 8591: 2014: Remote centres receiving signals from alarm systems. Code of Practice,
British Standards Institution.
28. BS 5979: 2007: Remote centres receiving signals from fire and security systems. Code of
practice, British Standards Institution.
29. BS 5306-8: 2012: Fire extinguishing installations and equipment on premises. Selection
and positioning of portable fire extinguishers. Code of practice, British Standards
Institution.
30. BS 5306-3: 2017: Fire extinguishing installations and equipment on premises.
Commissioning and maintenance of portable fire extinguishers, Code of practice,
British Standards Institution.
31. LPC Rules for automatic sprinkler installations incorporating BS EN 12845: 2015 + A1:
2019: Fixed firefighting systems. Automatic sprinkler systems. Design, installation and
maintenance, 2015, Fire Protection Association.

Further reading
RC61: Recommendations for the storage, handling and use of batteries, 2014, Fire
Protection Association.

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