Which EV connector types does your business need: CCS or Type 2?

Type 2 is used for AC charging; the European CCS connector adds 2 larger contacts for DC charging, as Network Rail explains [S1]. Choose around your visitors' vehicles and parking time, then check cable reach, available power and payment. A connector's shape alone does not tell you the charging speed your customer will receive. Checked October 2026.

Last checked 16 October 2026

What is the difference between Type 2 and CCS?

Type 2 is an alternating current (AC) charging interface. CCS means Combined Charging System. The European version, also called Combo 2, adds direct current (DC) contacts below the Type 2 section. Network Rail explains these different interfaces in its charging infrastructure guide. [S1]

For procurement, put the connector type and power rating on separate lines. Power is measured in kilowatts (kW); energy delivered is measured in kilowatt-hours (kWh). A connector is the physical interface, while a charging session also depends on the equipment and vehicle behind it. [S1]

The technical distinctions above follow Network Rail’s guide. The procurement questions are a way to apply them to your site, rather than a claim that either interface suits every business. [S1]

Which cable should you specify for your visitors?

Prepare a list of vehicle types before choosing the cable arrangement. For a known fleet, ask for its inlet specifications and charging limits. For mixed customer parking, request a compatibility schedule explaining which vehicles the proposed equipment serves and which require another arrangement.

Also ask what drivers must bring. State clearly whether your AC equipment has a socket for a driver’s cable or a cable attached to the unit. DC units use attached charging cables in the arrangements described by Network Rail. Make the operational distinction visible in your parking information. [S1]

Do not write that your equipment serves every electric vehicle. Older vehicles and imported vehicles may have different charging interfaces. Obtain evidence for the actual population you intend to serve, including pool cars, delivery vans or regular visitors. [S1]

Use AC versus DC chargers to compare the charging method with the parking window. For a hotel, request a design for overnight top-ups. For a short-stop business, request a separate assessment of energy delivered before the driver leaves.

How should connector compatibility affect the parking layout?

Request a drawing showing how each proposed cable reaches vehicles in their permitted parking positions. Include front-mounted and rear-mounted inlets in the demonstration. Ask how a driver with restricted mobility will reach the interface and return the cable without crossing moving traffic.

Treat cable handling as part of acceptance testing. Have someone unfamiliar with the proposed equipment try the physical sequence: park, find the connector, reach the inlet, start charging and return the cable. Record any issue for the designer to resolve before handover.

Network Rail’s guide considers the equipment and wider charging environment together. Use it to structure the discussion; it does not replace a site-specific accessibility assessment. Read accessible charging for the related design questions. [S1]

Leave delivery access, pedestrian routes and neighbouring bays visible on the same drawing. A cable that only reaches when a car occupies the next bay creates an operating problem that a connector label cannot solve.

Does the right connector mean you have enough power?

No. Ask a distribution network operator (DNO), which manages your local electricity network, about the connection where your proposed load requires it. Government guidance recommends early discussion for multiple workplace or depot chargers. [S3]

Ask the electrical designer for the maximum site draw and what each bay receives during simultaneous charging. A successful compatibility check does not establish either of those figures. Review your existing supply and normal building demand alongside the equipment schedule.

Consider a hypothetical customer needing 15 kWh during a stay. At an assumed average of 7.5 kW, the arithmetic is 15 ÷ 7.5 = 2 hours, before losses or interruptions. This is an illustration, not a vehicle charging claim. Repeat the calculation using evidence for your intended vehicles and sessions.

See dwell time and charger speed and site power before finalising the order.

What else belongs on your equipment checklist?

Connector selection does not settle payment, support or software arrangements. Public charging guidance sets out requirements according to the installation’s scope and rating. Confirm these with the operator before opening paid access, including how customers see the tariff and obtain help. [S2]

Ask whether the proposed equipment supports Open Charge Point Protocol (OCPP), a communications protocol between charging equipment and management systems. Network Rail describes its role in interoperability. Request the supported version and functions in writing rather than treating a logo as an operating agreement. See charging protocols. [S1]

Use a commissioning checklist that includes a compatible vehicle charging, the intended payment route, session records and the support number. Agree who owns a fault if the cable, vehicle handshake or management system fails. Keep that allocation in the service specification.

What should you do next?

Bring your fleet list or visitor vehicle evidence, parking drawing and available supply information. Compare commercial charger costs, then get matched with an installer that covers your area.

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