TMS Consultancy

Ensuring Accessible EV Charging

Ensuring Accessible EV Charging: The Role of Design Guidance, PAS 1899 and Road Safety Audits

Overview

With the ever-growing number of EV sales and their use on UK roads, the charging infrastructure supporting them has also grown. At TMS, we have conducted Road Safety Audits at several charging locations, generally in busy urban areas.

In this article, our director, Richard Cook, takes us through the guidance and standard which is in place to ensure that the charging infrastructure is accessible for disabled drivers.

PAS 1899:2022 Front cover.

Why Accessibility in EV Charging Matters

EV chargers can be located in various environments; they are most commonly found in car parks, petrol station forecourts, and busy urban areas, often utilising existing on-street parking spaces.

However, not all of the chargers are accessible to disabled drivers. One in five people in the UK lives with a disability. By 2035, there is expected to be around 2.7 million disabled drivers, with up to 50% of these being fully or partially reliant on the public charging network.

The Motability Foundation, the charitable organisation that oversees the Motability Scheme, identified a lack of accessibility across the UK’s electric vehicle (EV) charging infrastructure. They have partnered with the charity Designability, which has developed design guidance for manufacturers, installers, providers, and site owners of public electric vehicle (EV) charge point infrastructure to ensure accessibility for all users.

This guidance was informed by engagement with over 200 Motability Scheme members, ensuring it considers the lived experience of the public charging network.

The guidance is to support the BSI standard for accessible EV Charging, PAS 1899:2022,

The design guidance is split into three sections:

  • Signage and Information
  • Built Environment
  • Charging an Electric Vehicle

Signage and Information Guidance

Precise and reliable information is essential when planning a journey. Access to up-to-date information about the charging network is a key part of planning a journey with an EV. For disabled users, this is particularly important; uncertainty about accessibility can be a significant barrier to accessing the public charging network.

The design guidance emphasises the provision of accurate information about charging points. This should not be limited to just the charging speed, connector type, cost and availability, which are currently widely used. But also accessibility-specific information, such as parking space size, space around the vehicle, charger position, level access, and any nearby amenities.

Onsite signage is also key and should clearly display where the chargers are located, any charging restrictions, time limits, and more. The signage should be placed where it does not create an obstruction and ideally in a place where it is readable from both seated and standing positions, without the need to leave the vehicle.

Disabled man charging an electric car with an EV charger.
Hand taking out an EV charger plug.

The Charging Process and Usability

The charging process itself must be usable by people with disabilities and account for a wide range of disabilities, including physical, sensory, and cognitive.

All parts of the charging unit, including screens, buttons, payment, and cables, should be visible and reachable from both standing and seated positions. The units should also be designed with visually impaired users in mind, ensuring clear labelling, good contrast, and appropriate screen height/tilt.

The guidance states that reaching a component does not guarantee it can be used, and that minimising strength, grip, and dexterity requirements helps ensure the unit is accessible. Design solutions should aim to reduce unnecessary cable weight and allow connectors to be held and operated in multiple ways, including one-handed use.

The steps needed to start, stop and pay for charging should be as few as possible. Systems should not rely on smartphone apps alone and should provide alternative ways to pay, such as contactless payment. Users should also be given enough time to complete each step without the unit ‘timing out’. Visual, audible and written cues should also be provided throughout the charging process.

The Role of Road Safety Audits in EV Charging Infrastructure

The Road Safety Audit generally limits us to only assessing any problems that could result in injuries. We may find issues such as trailing charging leads becoming a trip hazard, level access to the vehicle for mobility impaired users or improper placement of the charger itself which could result in collisions.

Although generally Road Safety Audits are only carried out on the public highway, it is important to note that these issues remain the same even when installed on private property, such as car parks.

We have seen an increase in the need for Road Safety Audits on EV chargers over the past few years. This can only be a good thing as improper installation of chargers could result in injuries to both pedestrians and potentially vehicle occupants.

Disabled woman taking out the charger plug from an EV charger.

Conclusion

As electric vehicles become increasingly mainstream, ensuring the charging infrastructure is accessible to all users is essential and the industry should prioritise inclusive design from the outset.

Matt Ford, Designability’s Director of Design & Innovation, sums up the guidance by saying:

“As EV charging infrastructure expands, accessibility and safety must go hand in hand. Our guidance, informed by the lived experience of disabled drivers, supports PAS 1899 and goes beyond compliance to help the road safety industry design and assess EV chargers that are not only safe, but genuinely usable for everyone.”

Richard Cook, Director at TMS Consultancy, has this to say on the guidance:

“At TMS, we recognise that conducting a Road Safety Audit of an EV charger is only one part of creating accessible infrastructure. While our audits focus on safety and injury prevention, the wider design considerations outlined in this guidance are equally important for creating a charging network that works for all users.”

If you would like more information on the accessibility guidance, contact details for Designability can be found on their website.

Why Commission a Road Safety Audit for EV Charging Infrastructure?

  • Independent Road Safety Audits
  • Compliance with DMRB GG 119
  • Identification of injury risk to pedestrians and vulnerable users
  • Experience auditing urban, forecourt and on-street charging environments
  • Practical, cost-effective mitigation recommendations

If you are planning or installing EV charging infrastructure on the public highway or within a development, our team can provide independent Road Safety Audit services aligned with national standards.

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FAQ

Do EV charging points require a Road Safety Audit?

It depends on where the charging point will be located, if it is located in an area which may be a potential hazard to pedestrians or vehicles then a Road Safety Audit may be required. If you are unsure, it is best to check with the Local Highway Authority and they will be able to inform you.

Are EV chargers on private land subject to Road Safety Audit?

Although it may not be essential to get a Road Safety Audit on an EV charger on private land, it can be a good idea. A Road Safety Audit will help you ensure that where you plan to locate the unit is safe and will not pose a risk of injury to pedestrians or vehicles. Within a Road Safety Audit Report we would make recommendations to reduce the risk of any potential injury to risk to pedestrians or vehicle occupants.

What stage of design should EV chargers be audited?

A Road Safety Audit would generally be carried out at either preliminary design or detailed design stage, an RSA Stage 1 or combined 1&2. An Road Safety Audit may also be carried out post construction, or what is known as a Stage 3 Road Safety Audits.

What are common safety issues with EV charge points?

Some common safety issues we may find include; trailing charging leads becoming a trip hazard, level access to the vehicle for mobility impaired users or improper placement of the charger itself which could result in collisions.

Road Safety Audits

Road Safety Strategy – A Professional Perspective from TMS

Road Safety Strategy – A Professional Perspective from TMS

Key Takeaways

  • The Department for Transport’s Road Safety Strategy, published in January 2026, sets out a new long-term approach to reducing deaths and serious injuries on Britain’s roads.
  • There is the introduction of targets to cut the KSI rate by 65% for 16+ and by 70% for children under 16.
  • The plan to set up both a Road Safety Investigation branch and a Road Safety Board.
  • Signifies a stronger move towards a Safe System approach, it focuses on safer road design, improved vehicle safety, stronger enforcement and targeted education, alongside proposals aimed at protecting vulnerable road users and addressing high-risk behaviours.
  • Together, the measures are intended to deliver a sustained and significant improvement in road safety over the coming years.

Introduction

Following the recent release of the DfT’s Road Safety Strategy, we invited Phil Cook, Director of TMS Consultancy, and Steve Proctor, Honorary Associate of TMS – both highly experienced road safety professionals, to share their views on the document. Their thoughts and perspectives are shared below.

Perspective from Phil Cook – Director, TMS Consultancy

The publication of the DfT’s Road Safety Strategy in January 2026 is a welcome and positive step, with the potential to significantly reduce the number of people needlessly killed or injured on our roads. Having worked in road safety for more than 40 years, it’s genuinely encouraging to see a renewed national focus in this area. TMS has long been an advocate of the principle of ‘Safer Roads for Everyone’, supported by clear casualty-reduction targets, and the last time we had a national strategy with firm targets in place, it delivered real success.

The introduction of targets to cut the number of people killed or seriously injured by 65%, and child casualties (under 16) by 70% by 2035, against a 2022–2024 baseline, marks both an exciting and demanding period for road safety. Achieving these reductions will require a strong commitment to new and enhanced measures – supporting safer behaviour by road users, delivering safer road environments, making better use of new technologies, strengthening legislation to tackle poor road user behaviour, and ensuring enforcement is properly prioritised and resourced.

Car crash with Police car in the background.
Modern vehicle technology.

While the individual measures set out in the strategy are positive, it’s not yet clear whether they will be sufficient on their own to meet such ambitious targets. Progress will need to be closely monitored, with a willingness to introduce further action where needed. Advances in vehicle technology and better data will undoubtedly help, but long-term funding and sustained political commitment will be crucial.

Of course, financial pressures and shifting priorities can complicate delivery, and some necessary legislative changes may prove unpopular – even when they are clearly in the wider public interest. As the saying goes in investment, ‘past performance doesn’t guarantee future results’, and the same can be true in road safety. That said, having ambitious targets once again linked to a national road safety strategy is a major step forward and a genuine reason for optimism.

Phil Cook – BSc, CEng, MICE, MCIHT, FIHE, NH RSA Cert Comp (Director)

Perspective from Steve Proctor – Honorary Associate, TMS Consultancy

The Road Safety Strategy marks a key milestone in the road safety industry and is long overdue. It has been a long time since we have had any targets related to road safety, so this is a welcome and positive change.

The inclusion of Safety Performance Indicators (SPIs) is helpful, although reliance on Stats-19 contributory factors may not be as robust as some would hope. Only one SPI—relating to vulnerable road users (VRUs) is rate-based, meaning that most indicators do not account for exposure. The VRU SPI is based on distance travelled, so caution will be needed when making comparisons with motor vehicle rates.

There are several other positive initiatives, including the proposal to establish a Road Safety Investigation Branch and efforts to better link police and health service collision data. This linkage could be particularly valuable if MAS3+ (life-changing injury) health data can be used to track progress against the targets. The creation of a Road Safety Board, supported by an Expert Advisory Panel, is also encouraging, although its effectiveness will be judged on how it can play an active role in monitoring progress and improving SPIs.

Road with cyclist.
escooters on the pavement,

The formal shift in terminology from “accident” to “collision” is noted and welcome. However, there is no reference to legislative change to require collisions to be reported to the police, meaning under-reporting is likely to remain an issue.

The strategy refers to forthcoming legislation on new forms of transport, including e-scooters, and the expansion of existing trials. However, there is no mention of throttle-powered e-bikes or the potential dangers associated with their illegal use.

The role of the Safe System approach within the document is interesting. It appears to be positioned more as a high-level vision or framework for government leadership and local flexibility, rather than using the Safe System pillars as the foundation for specific, deliverable actions, as has been the case in some previous national and local strategies.

Many of the newer and potentially more radical measures are subject to consultation. This raises the possibility that proposals relating to learner, young and older drivers, and to drink- and drug-driving limits, may ultimately be diluted, despite the evidence presented within the Strategy.

Finally, Theme 3 – Infrastructure, is the shortest section of the document and arguably the most disappointing. There is no reference to Road Safety Audit or collision investigation, and iRAP is mentioned only briefly in relation to the Strategic Road Network. While the long-awaited Manual for Streets 3 is acknowledged, no publication date is provided. The section on Smart Motorways is ambiguous, stating that evidence suggests they are safer than conventional motorways, while confirming that no further schemes will be built due to public concern.

Overall, the strategy is clearly written and appears more coherent and better integrated than previous road safety strategies. The reintroduction of casualty reduction targets, which are long overdue, is particularly welcome and the level of ambition is clear. However, meeting these targets will require action.

Steve Proctor – MSc, MCIHT, MCILT, FSoRSA, NH RSA Cert Comp (Honorary Associate)

People walking in a busy street.

Conclusion

In summary, the Road Safety Strategy sets out ambitious targets and a clear framework for reducing road casualties. While challenges remain in delivering the full impact of its measures, having a national strategy with defined goals is a major step forward. With careful monitoring, ongoing innovation, and sustained commitment, there is genuine reason to be optimistic about making Britain’s roads safer for everyone.

Road Safety Audits

Delivering Road Safety Audits for the A361 North Devon Link Road

Delivering Road Safety Audits for the A361 North Devon Link Road

Overview of the Road Safety Audits we carried out

TMS Consultancy has been involved in the A361 North Devon Link Road highway improvement scheme since June 2023, delivering both Stage 2 Detailed Design Road Safety Audits and Stage 3 Post-Construction Road Safety Audits.

 

North Devon Link Road, Bridge and Roundabout.

Introduction

The A361 North Devon Link Road connects North Devon and North Cornwall to the M5 motorway and the rest of the UK, acting as a crucial economic lifeline. Key objectives of the project include enhancing road safety, increasing traffic capacity, supporting regional economic growth and improving journey time reliability. The scheme focused on upgrading a 10-mile section of the route between South Molton and Barnstaple.
The works included the construction of new 2+1 wide single carriageway sections, a new grade-separated junction, two new roundabouts, improvements to existing priority junctions, and the creation of new pedestrian and cycle routes.

During the phased design and construction periods, TMS carried out over 20 Road Safety Audits. Our engineers undertook detailed inspections and assessments covering a wide range of safety-critical elements, some of which are highlighted below.

Safety-Critical Elements

Roadside features such as embankments, cutting slopes, drainage ditches and headwalls, to reduce the risk of vehicle rollover incidents. Rigid and heavy-duty items within verges, including signposts, lighting columns, trees, dense vegetation and telecommunications equipment, to minimise the risk of high-severity impact injuries.

Road Restraint Systems, ensuring they were correctly specified, located and installed to safely contain vehicles and redirect them away from roadside hazards.

Boundary fencing design, to reduce the risk of “spearing-type” injuries.

Signs, road markings and reflective studs, to ensure they were clearly visible, legible and correctly positioned to support safe driver navigation.

Street lighting provision, with particular focus on achieving appropriate uniformity at conflict points such as junctions and pedestrian crossing locations.

Skid resistance of the road surface, especially on approaches to bends, junctions and other higher-risk areas.

Visibility splays and stopping sight distances, ensuring compliance with design standards and suitability for the operating environment.

Pedestrian and cycle routes, reviewing surfacing, signing and lining to ensure safe and intuitive use.

Road Safety Audit on the Devon Link Road

What Our Road Safety Auditors Said

TMS engineers involved in the project, Hammy Aulak, Richard Marriott and Mike Fuller, commented:

“We were delighted to be involved in this significant infrastructure project. Our role allowed us to apply our expertise to help deliver a safer road for all users, while also enabling us to build on our knowledge of emerging technologies and best practice associated with large-scale highway schemes.”

A few more Road Safety Audits are planned to complete outstanding remedial works on certain project elements, with completion expected in early 2026.

Conclusion

Road Safety Audits remain a critical component of the highway design and delivery process, ensuring that schemes are safe, compliant and fit for purpose before opening to traffic. As demonstrated through this project, a structured audit undertaken in line with GG 119 enables potential safety risks to be identified early, supporting informed decision-making and helping designers, developers and highway authorities meet their statutory obligations.

For housebuilders, civil engineering consultancies and transport planners, engaging an experienced audit team adds value beyond compliance alone. Independent review, clear recommendations and a collaborative approach help reduce risk, minimise costly design changes later in the programme and contribute to safer outcomes for all road users.

If you would like to understand how a Road Safety Audit could support your scheme — whether at feasibility, detailed design or post-construction stage

Do you need a Road Safety Audit for your highway scheme? Whether local or nationwide, please call us on +44 (0)24 7669 0900 or please email Lorna Styring . Alternatively, you can request a quote using the link below.

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FAQ

What is a Road Safety Audit?

A Road Safety Audit is a systematic process for checking the road safety implications of highway improvements and new road schemes. The objective of the process is to minimise future road collision occurrence and severity once the scheme has been built and the road comes into use.

The audit takes into account all road users, particularly vulnerable users such as pedestrians and pedal cyclists. Having identified potential road safety problems, the audit then makes practical recommendations for improvement.

With these safety objectives in mind, the auditors need to ask the question “Who can be hurt here, and in what way?”

Why is auditor independence important in a Road Safety Audit?

Independence ensures the audit is objective and free from design bias, providing unbiased safety recommendations that highway authorities and developers can trust. Independent audit teams are a key requirement in GG 119, find out how we ensure our audit teams independence at TMS.

What happens after a Road Safety Audit is completed?

Following the audit, the design team prepares a formal response, often called a Designers Response, to each recommendation, outlining how issues will be addressed or providing justification where recommendations are not accepted. This audit response process ensures transparency and accountability.

Road Safety Audits

St Mary’s Axe, City of London

St Mary's Axe, City of London

TMS recently conducted a Stage 1 Road Safety Audit associated with a temporary traffic management scheme on St Mary’s Axe in the City of London. The aims of the scheme were to minimise the impact of construction traffic associated with the redevelopment of 1 Undershaft (also known as St Helen’s Tower).

Located opposite 30 St Mary’s Axe (more commonly known as The Gherkin), the redevelopment, which includes the demolition of the existing St Helen’s Tower, would provide a new landmark tower in the City of London. Upon completion, the building will be the tallest in the City of London and the joint tallest in Western Europe, matching the height of the Shard. According to the architects, 1 Undershaft will also provide Europe’s highest publicly accessible viewing gallery and a ‘world-leading’ educational space curated by the London Museum. The development also includes enhanced public realm and a free-to-access public garden on the 11th floor of the building. A new public square featuring outdoor seating amongst trees and planting will also be provided.

The Works

The audited proposals comprised the closure of the existing footway on the southern side of Undershaft and the provision of a pedestrian diversionary route to the north of Undershaft. An alternative diversionary route was also proposed, passing between The Leadenhall Building and the construction site. Amendments to existing on-street motorcycle parking bays were also proposed, accommodating construction access into the site from St Mary’s Axe.

Vehicle activity in and out of the three gates into the site would be managed by marshals with concertina barriers, controlling pedestrian movement across the openings.

St Mary's Axe Temporary Traffic Management.
Stage 1 Road Safety Audit

At the time of our commission, the works had commenced with the area around St Helen’s Tower fenced off and the temporary pedestrian diversions were in place. Marshals were controlling pedestrian movement across the existing underground car park access during vehicle movements.

 

Following an assessment of the existing highway environment in context with the proposals, the Audit Team recommended that a temporary ramp be provided at the transition between the existing footway on St Mary’s Axe and the carriageway. Due to the temporary closure of the southern footway on Undershaft, pedestrians would be required to negotiate a full height kerb to access the diversionary route.

It was also recommended that additional temporary signage was installed to provide pedestrians with clear directions around the closures, with signage located so that it did not impede movement.

St Mary's Axe kerb with ponding.

If you have a scheme of this nature that requires a Road Safety Audit, then please call us on +44 (0)24 7669 0900 or alternatively please email Lorna Styring or request a quote using the link below.

Request a quote

Road Safety Audits

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