The world is rapidly shifting its fleet from fossil fuel vehicles to other sources. These sources include hydrogen cells, hybrid electric vehicles, and fully electric vehicles. To save the climate, different governments set their targets for maximum penetration of fully electric vehicles (EVs) in their national fleet. By following the international trend and environmental obligation, the government of Pakistan (GOP) also intended to adopt 30@30 EV penetration in the country, which means 30 percent of the new sale is of the electric vehicle till 2030. In support, the GOP introduced different policy guidelines and incentives for vehicle fleet electrification. But the vehicle fleet can’t be fully electrified, as well as indigenized if the right steps are not taken as by international practices but according to the country’s ground realities. For the full electrification of the vehicle fleet, the major hurdle is the absence of electric vehicle charging infrastructure. Even in the total absence of charging station infrastructure, there is a slight number of Electric vehicles in the country. The Audi E-Tron till the end of December 2020, almost sold to the number of eight hundred while the other EV variant almost two hundred in numbers. This even creates range anxiety and even fear in the users. The remedy of this, to install the public EV charging stations at different points.

This research activity is an attempt to resolve the above-mentioned problem. For achieving the 30@30, reducing range anxiety, increasing the EV penetration, mitigating climate change, and improve the country’s metropolitan environment, there is a need for proper planning for the installation of charging stations. For increasing the EV penetration there is a need for Charging stations available all across major networks of the country, The focused area for this is National Highway 5, known as N5 while the other focused area is north to the south motorway network of the country. The purpose of choosing this focused area is because almost 70% of the population reside along with these two networks. The key goal of this study is to propose the optimized locations for Level 3 chargers on these networks. For different percentage penetrations of EVs different numbers of chargers are required. So, proposed a different number of chargers at different locations. While in the later stage EV charging tariff based on the DISCOs peak and non-peak hours must be proposed. A charging station network will install at different locations in the country. So, if charging is done at peak time then grid stability is compromised and required the installation of new feeders, distribution lines, dedicated transformers and may also require installing new generation which could serve that peak hour EV charging load. For peak hour normally ramping thermal plant must be installed with higher generation cost. So, charging becomes a problem if the right manner has not to be observed. For level-3 DC charging, a special tariff must introduce with load following the peak and non-peak hours, and EV as a soft load potential can be used rightfully. EV as a soft load can help in reducing the overall tariff or the weighted average cost of generation tariff for EV charging during the off-peak hour or the valley timing.