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Wellington Region
Electric Vehicle Working Group
Building awareness, accelerating adoption and coordinating the development
of charging infrastructure throughout the Greater Wellington Region
Coordination Update 03: April 2018
The Wellington Region Electric Vehicle Working Group (REVWG) is comprised of
officers from councils across the region. The group operates as a coordinating
mechanism for the promotion of electric vehicles (EV) generally, and in relation to
the development of charging infrastructure.
sustainable@gw.govt.nz
REVWG Coordination Update 03: April 2018
The Wellington Region Electric Vehicle Working Group (REVWG) is comprised of officers from
councils across the region and is convened by the Greater Wellington Regional Council.1
The group operates as a coordinating mechanism for the promotion of electric vehicles (EV)
generally, and in relation to the development of charging infrastructure.
REVWG produces a coordination update every six months which summarises the current state
of play and short term outlook for EVs in the region enabling further planning to evolve from a
coordinated base.
The updates cover:
Elements within the scope of REVWGs influence (e.g. charging infrastructure at council
operated locations, transition of Council fleets, and public promotion)
and activity relevant to electric vehicle adoption overall (e.g. the development of charging
infrastructure by the private sector for private or public use, central gov. led promotion)
while acknowledging there are barriers and opportunities outside REVWGs scope (e.g.
purchase cost and range of EVs available, development of a national charging network).
REVWG meets quarterly and meetings include a public forum which is open to sector
stakeholders and interested parties from throughout NZ.
To join the group please email sustainable@gw.govt.nz
2
Image: Council boundaries within the Wellington region
1
The group is convened by the Greater Wellington Regional Council and includes officers from Wellington, Hutt, Upper Hutt and Porirua
City Councils; Kapiti Coast, South Wairarapa, Carterton and Masterton District Councils. Councils north of the region also collaborate as
appropriate. REVG coordination updates do not constitute council policy or reflect the statutory plans of any council represented.
2
Wellington Electricity serves Wellington City, north to Pukerua Bay and Upper Hutt; PowerCo serves the Wairarapa; and Electra serves
Paekakariki and north along Kapiti coast. These electricity lines companies participate in REVWG.
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 1
REVWG Coordination Update 03: April 2018
Contents
1. Current state of play Page 4
Table 1 Charging Infrastructure and electric vehicles in the Wellington region
1.1 Key observations:
1.2 Local government policy and fleets
1.3 Recent promotional activity
1.4 Charging infrastructure development
1.5 Central Government Electric Vehicle Programme
1.5.1 Electric vehicle charging safety guideline
1.5.2 Low Emission Vehicles Contestable Fund
1.5.3 National guidance for public charging infrastructure
2. Regional EV Working Group: Current objectives & actions Page 8
Table 2 EV charging infrastructure: Achieving coverage and maintaining capacity
Figure 1 Fast charging infrastructure (Sept 2017)
Figure 2 Slow charging infrastructure (Sept 2017)
Table 3 REVWG 2017/18 Objectives and relevant actions Page 10
3. Looking ahead Page 13
4. City and District infrastructure plans Page 14
Wellington City
Hutt City
Upper Hutt City
Porirua City
Kapiti Coast District
Wairarapa Districts
Greater Wellington Regional Council
Appendix 1: Electric Vehicles – The broad context Page 22
Appendix 2: Notes re appropriately locating charging stations Page 26
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 2
1. Current state of play
Table 1: Charging Infrastructure and electric vehicles in the Wellington region
New Zealand Wellington Region
Charging Stations - Fast
Start of 2016 4 0
Start of 2017 33 4
Now (April 2018) 116 8
Charging Stations - Slow
Start of 2016 ~ 10 (plus 200+ campgrounds) 2 (plus ~10 campgrounds)
Now (April 2018) ~ 150 (plus 200+ campgrounds) 16 (plus ~10 campgrounds)
Electric Vehicles
Start of 2016 1048 < 100
Start of 2017 2535 250
Now (Feb 2018) 6884 910
Target/s 64,000 electric vehicles on road No target.
Set by Minister of Transport by 2021 Note that 6,400 vehicles by 2021 represents
a per-capita share of the NZ target.
International data demonstrates that areas
with higher per capita incomes experience
greater uptake (relevant as Wellington city
highest per capita income in NZ).
Total light vehicles on road 3 million 250,000
3
CO2e offset annually 13768 tonnes 1820 tonnes
3
Simple model of 2 tonnes CO2e per car per year using the most recent vehicle count from MoT.
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 3
1.1 Key observations:
● In 2016, numbers of electric vehicles and charging stations have begun growing exponentially from a
near-zero base
● Visibility of charging infrastructure and electric vehicles is improving but still very low.
● Coverage is not yet complete. In some areas of the region it is still not practical to drive an electric
vehicle (i.e. you would end up waiting hours to recharge along your journey). There is a noticeable
gap between Otaki and Porirua. The Wairarapa presents an issue in that coasts lack coverage (e.g.
Castle Point). There is an interregional gap between Masterton and Hawke’s Bay.
● Capacity at charging sites is a growing issue, given the relatively few number of locations today, and
that a fast-charge location can only charge one vehicle at once. Vehicles are more than doubling
annually, with charging queues frequently noted at Vivian St (Wellington city) and at times, other
locations. A fault at any of station would likely strand or severely inconvenience electric motorists.
Improving redundancy and capacity now needs to be added to the agenda.
● Knowledge about electric vehicles and installing infrastructure is limited to a few experts, and even
then, a high pace of technological change means no one has all the answers.
● Transport emissions contribute 39% of the regions total greenhouse gas emissions, with petrol use for
4
road transport contributing 29%.
1. 2. Local government policy and fleets
Currently, Greater Wellington has 8 electric vehicles; the remainder have either two, one or zero. The nine
councils in the area operate between 500 and 600 vehicles. Ownership arrangements are mixed across the
councils, with some owning their entire fleet and others leasing. The two District Health Boards have
approximately the same number of vehicles as the councils combined.
Greater Wellington Regional Council adopted an ‘electric vehicle first’ policy in 2016, and Wellington City
Council has publicly stated goals to grow its number of electric vehicles. GWRC have produced an information
paper for vehicle fleet managers with practical information about fleet transition, charging infrastructure, the
changes to Council’s vehicle policy and electric vehicles in general. The paper also summarises the results of a
NZ wide council survey about electric vehicle uptake.
A key advantage of Council’s using EVs is that it boosts visibility of the vehicles in the community. Some vehicle
types (e.g. open tray 4WD utes) are not currently available.
1.3 Recent promotional activity
Leading the Charge Road Trip – Wellington City (Cuba St, CBD) and Lower Hutt (Dowse) were two
stops for a successful promotional electric vehicle convoy travelling 2500 km from Bluff to Cape
Reinga in March 2018. In each case the vehicles were on public display for several hours for locals to
see, ride, and test drive. The spectrum of vehicles at the displays was extensive, covering low-end
Nissan Leafs, through to mid-market options by BMW and Hyundai and VW, through to high
4
Regional Green House Gas Inventory
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 4
performance luxury vehicles by Tesla. The Wellington event also featured a full-sized fully electric bus
and a taste of the future with lower Cuba Street being electric only for day. Across the two events
over 50 people took test drives, and over 100 people rode in an electric vehicle (including the bus).
1.4 Charging infrastructure development
1. Charge Net NZ (private company) is installing a nationwide network of over 100 fast chargers
nationwide (50 kW DC). Their chargers are now operational in Wellington CBD, Petone, Lower Hutt,
Upper Hutt, Featherston, Masterton, Otaki and Porirua. See https://charge.net.nz/charging-map/ for
more info. The sites currently installed have the capacity to charge just one vehicle at once; it is
acknowledged that expansion will be necessary soon. The Wellington CBD (Z on Vivian St) location
and Lower Hutt (Dowse) are both expanding to gain a second charging machine mid 2018.
2. Wellington City Council should soon have a mixture of fast and slow public charging stations in the
city and suburbs. Car park locations were publicly consulted on earlier in 2017. Some funding will
come from EECA, Spark, Charge Net NZ and Mevo. This will help satisfy the need for quickly charging
cars in the CBD, slowly charging cars parked for longer periods in the city, and enable residents to
more practically own electric cars where their homes lacking off-street parking.
3. Wellington Electricity are actively supporting the development of a charging network across the
region, covering the cost of the electricity network work required for installation of one fast charger
in each TA area (Vivian St and Petone having been completed), and participating in relevant working
groups and stakeholder forums. WE were one of the first organisations in the region to bring EVs into
their corporate fleet and now have 5 electric cars.
4. Spark is working with Wellington City and Kapiti Coast District Councils to install standard chargers
attached to roadside phone boxes (10-22kW AC). The first of these is operational at Waikanae Park
and Ride. The concept is to position these at sites of interest (town or suburban shopping districts,
etc) where drivers have access to a range of activities while their cars charge. This initiative could
have the potential to add several dozen sites to the region.
5. Staglands Wildlife Reserve and Zealandia have charging facilities supported by Wellington Electricity
and Wellington City Council
6. Tesla Motors have opened a NZ operation and are deploying very fast (120kW+ DC) “SuperCharger”
infrastructure for their vehicles in the country, and/or offer slower (22kW AC) Destination Charging
for hospitality and other appropriate sites. Link to map - see Asia-Pacific.
The above initiatives will largely offer ‘coverage’ for the region. This leaves remaining areas of interest where
there are large volumes of drivers or pedestrians, which provide the dual benefit of promotion to public and
electricity for cars. Sites such as malls and the airport fall into this category. Recreational / outdoor attractions
also offer significant potential for awareness raising.
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 5
1.5 Central Government Electric Vehicle Programme
In May 2016, the Government announced its Electric Vehicle Programme, with a package of measures to
stimulate the adoption of electric vehicles in New Zealand. Information on this can be accessed at
www.electricvehicles.govt.nz. The lead agencies and their roles in the electric vehicle programme are:
1.5.1 Electric vehicle charging safety guidelines:
Worksafe have released electric vehicle charging safety guidelines.
1.5.2 Low Emission Vehicles Contestable Fund:
The Government has established a contestable fund to encourage innovation and
investment that will accelerate uptake of electric and other low emission vehicles in New
Zealand that might not otherwise occur.
The fund will provide up to $6 million per year to co-fund, up to 50%, projects with private
and public sector partners in areas where commercial returns aren’t strong enough yet to
justify full private investment.
These projects will need to contribute to at least one of the following objectives:
Increasing the variety and supply of electric vehicles (EVs) available
Improving the availability of servicing or charging infrastructure in areas where
demand is not fully developed
Increasing demand for EVs
Developing innovative products or systems to take advantage of growing EV usage
REVWG recognise the fund as a key mechanism for supporting the ongoing uptake of electric
vehicles and development of associated infrastructure in the region. Where appropriate
Councils will utilise the fund, ensuring optimal value for local projects is achieved.
WCC and HCC have successfully been awarded funding under the scheme.
Details about the fund including dates for the next round are on the LEVCF fund website.
1.5.3 National guidance for public charging infrastructure: NZTA have published National
guidance for public electric vehicle charging infrastructure
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 6
2. Regional EV Working Group: Current objectives & actions
The Regional EV Working group (REVWG) operates as a coordinating mechanism for the promotion
of electric vehicles (EV) generally, and in relation to the development of charging infrastructure.
Electric vehicles are considered a key platform for sustainable transport within the transport
hierarchy, which prioritises active and public transport modes and places emphasis on the
importance of air quality, reduced noise and urban form for enhancing quality of life.
REVWGs intention is to ensure that both electric vehicle charging capacity and coverage is
maintained at a sufficient scale to enable electric vehicle owners to travel freely throughout the
region, and that charging infrastructure is utilised as a promotional tool that encourages further
uptake of EVs.
Table 1 below summarises the strategic trajectory (achieving coverage then maintaining capacity)
underpinning REVWGs work, and figure 1 depicts the current level of coverage based on the range of
a Nissan Leaf.
Table 2 EV charging infrastructure: Achieving coverage and maintaining capacity
TIME Future (keeping
Now (2016-2017) pace with demand)
REVWG supports This will inform those And will give those And give those who But will soon create
multiple stakeholders who don’t know who know about EVs have an EV the bottlenecks of cars
to install 100 about EVs to learn the confidence to confidence to drive queuing to recharge,
charging stations in a about their buy one. anywhere in the and so REVWG will
coordinated fashion, existence. region. need to support and
providing regional coordinate additional
coverage. REVWGs capacity.
role is to facilitate
optimal placement
and accelerate the
pace of installation.
Coverage and Promotion Add Capacity
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 7
Figure 1: Fast charging infrastructure
Current level of coverage across the Wellington region (April 2018)
Fast Chargers typically take 25 minutes add 100km of driving. At present, most fast-charging
sessions are of this duration or less.
Grey icons show stations in use at the moment the map was captured. This illustrates the
condition that electric vehicle motorists will increasingly find a charger already occupied, and
have to queue up.
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 8
Figure 2: Slow charging infrastructure
Current level of coverage across the Wellington region (September 2017)
Slow Chargers typically 4-12 hours to charge cars. This is a mixture of purpose built charging
equipment, camp ground sockets, and wall sockets.
These suit destinations where people are parked for several hours during the day or overnight.
At present this helps to fill some geographical gaps in the network (e.g. Wairarapa).
Well positioned slow chargers, where people are already parking for some length of time, help to
reduce the stress placed on the fast charging network.
In regards to publically available EV charging infrastructure, coverage is currently considered
insufficient across the region and within Territorial Authority (TA) boundaries,5 though some are
better served than others.
Over the coming 6 to 12 month period a number of new installations will occur, including some old
Telecom phone boxes being converted to ‘Spark plugs’. This will significantly increase coverage
within some TA areas. These individual installations are outlined in the TA pages in section four.
While the new installations and conversion of the Spark boxes will greatly improve the situation
regionally, ‘flat spots’6 will still remain. The most notable of these will be:
Porirua City, outside the CBD (e.g. Plimmerton, Pauatahanui, Whitby, Titahi, Pukerua Bay)
Upper Hutt outside the CBD (e.g. SilverStream)
Hutt City outside the CBD (e.g. Wainuiomata and Eastbourne).
5
Territorial Authorities are city and district councils. I.e. Wellington, Hutt, Upper Hutt and Porirua City Councils;
Kapiti Coast, South Wairarapa, Carterton and Masterton District Councils.
6
So called ‘flat spots’ (areas that lack coverage) are identified using a conservative estimate of an EV drivers range requirements. The
Generation 1 Nissan Leaf (the most popular EV on NZ roads currently) which has a range of 117 kilometres on a full charge is used as a
benchmark. An assumption is applied that most drivers considering ‘regional travel’ would desire a publically available charger to be
located within 30 kilometres of any TA centre. This would enable a driver starting out on approximately 75% battery to conduct a return
trip from one TA centre to another. In practice, the driver is unlikely to live in the TA centre, and so additional kilometres will be required
for travel within the TA area, hence the conservative figures applied. It is acknowledged that most EV owners will be able to charge their
vehicle at home (if purchased for personal/family use); or at their business (if purchased by a business).
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 9 At the time of writing Wairarapa councils are assessing the potential for Sparkplug conversions, which
have the potential to provide coverage in all towns including along the east and south coasts.
REVWG 2017/18 Objectives and relevant actions
Table 3 below sets out a broad range of objectives designed to accelerate the adoption of electric
vehicles in the region.
Options for initiatives that will progress the objectives are also identified, however it should be
noted that the capacity for implementation of the options differs from council to council. Electric
vehicles are a relatively new technology and incorporating the wide array of initiatives required to
facilitate their uptake into council planning, budgets and strategy is an iterative process that will
take time.
Table 3: REVWG 2016/17 Objectives and relevant actions Indicative
timeframe
Enable sufficient coverage 2017/18
Provide support and coordination as appropriate, enabling a sufficient coverage of charging
infrastructure to develop across the region as quickly as possible – so that electric vehicle
drivers can travel confidently around the region.
Note: Positioning of charging stations should consider both geographical coverage (the
distance between chargers) population density, and visibility (i.e. located in places where they
will act as promotional tools). See Appendix 2 for details.
Status: The addition of Paraparaumu Fast Charger largely satisfies this, if one ignores the less
visited Wairarapa coasts.
Ensure capacity maintained 2018+
After achieving sufficient coverage, provide support and coordination as appropriate so that
the capacity of charging infrastructure is boosted, staying adequately ahead of demand to
stimulate further uptake.
Note: Capacity goals can simplistically be viewed using a historical rule of thumb ratio of 1
public charger to 10 cars. However in practice capacity growth will usually only be justified
where a specific site can be shown to be congested with cars regularly queuing up to recharge.
Status: Electric vehicle uptake in 2017 will necessitate increased infrastructure capacity
increase during 2018.
Promotion
Promote the benefits of electric vehicles to the public in the region
Initiative options being considered by some individual councils (where planning, review and
budget cycles align appropriately) include:
Support / facilitate events that enable the public to test drive an EV
Demonstrate leadership (and gain knowledge) through electrification of council fleets
(includes the adoption of a policy that prioritises the purchase of an electric vehicle; and
formulation of a ‘percentage of fleet electric by x date’ target - e.g. match private sector
fleet pledges of at least 30% vehicles to be EVs by 2019 NZ Ref)
Provide EV charging facilities at council operated facilities as appropriate (e.g. visitor
carparks at libraries, swimming pools, major parks, council offices, iSites, etc)
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 10continued overleaf
Ensure major retailers (that currently provide car parking) and car parking
facility/building operators are aware of the commercial advantages providing charging
infrastructure can bring. Where retailers and/or parking facility operators are installing
charging infrastructure encourage the wider promotion of EVs through locating chargers
in areas of high visibility with consistent messaging.
Where appropriate, work with recreation and tourism destination operators to offer
charging facilities and adopt consistent messaging.
Encourage charging in homes and businesses 2017
Provide support and coordination to ensure the development of private charging
infrastructure (primarily amongst businesses and households) develops sufficiently to sustain
electric vehicle demand.
Initiatives that have proven successful overseas and that are currently being investigated by
some individual councils for local relevance and feasibility (including where planning, review
and budget cycles align appropriately) include:
A council provided loan for charger installation in homes. Ratepayers could repay the
loan at x% via rates payments (a similar scheme Warm Up Wellington exists for home
insulation, the rate is 7%).
● A workplace charging challenge similar to the one run in the US (The US challenge
currently has over 500 workplaces offering charging for employee vehicles, and has
demonstrated that workplace charging for staff increases private ownership of
electric vehicles by 20%).
● Creation of zero and low-emission zones (streets where only electric vehicles can
park and/or drive through, unless they pay an exemption charge), an idea based on
their prevalence and effectiveness in many major European cities including Paris,
London, and Oslo.
● Amending building codes, consents and bylaws applicable to houses, apartments,
retail premises and car parking buildings - requiring new builds and significant
upgrades to provide recharging facilities. This is common in foreign locations (e.g.
Vancouver scheme).
● Investigate options for on street charging in areas where off street marking is rare
(note the UK scheme for local authorities) and work with relevant stakeholders
where appropriate.
● Rates remission - to stimulate provision of charging infrastructure and dedicated EV
parking space
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 11Incorporate EVs in council planning and strategy
Incorporate the development and coordination of charging infrastructure, the adoption of EVs
within the council’s own operations and the promotion of electric vehicles into statutory and
non-statutory documents as appropriate.
Examples include:
● Local Government Annual Plan (July 2017 - June 2018, internal planning beginning
late 2016)
● Local Government Long Term Plan (2018 - 2028, internally planning late 2016
through 2017)
● Regional Transport Plan (2018-2021, planning done 2016/2017).
● Sustainability, climate change, air quality or transport strategy documents (non
statutory).
Provide charging facilities at public spaces Ongoing
Ensure upgrades to council property and facilities (e.g. council offices, swimming pools,
community centres, as well as significant public spaces like popular beaches, walking
trailheads, and major parks) consider the provision of charging facilities.
Encourage car share schemes Ongoing
Car share schemes reduce road congestion and lower parking demand. Car share schemes
that utilise electric vehicles enable more people to experience EVs.
Encourage the adoption of low emission technologies across the transport sector – e.g.
marine and public transport (buses etc)
Central government collaboration Ongoing
Work with central government agencies and the private sector to ensure adequate data is
available to accurately inform capacity growth
Work with relevant central government agencies around policy development and
implementation where appropriate
Data collection & provision Ongoing
Ensure charging infrastructure is able to capture relevant usage statistics and that it is made
available to appropriate agencies
Compatibility standards Ongoing
Ensure charging infrastructure meets consistent compatibility standards
Monitor and evaluate change Ongoing
Monitor and evaluate changes in EV demand and technologies. Progress appropriate
responses via the Regional EV Working Group or relevant Central Govt. agencies.
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 123. Looking ahead
EV World (National Conference)
https://www.conferenz.co.nz/events/evworld-nz-2018
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 134. City and District infrastructure plans
Information on the pages below are sourced from each Territorial Authority and is subject to change.
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 144.1 Wellington City
Policy Council agreed to “Identify up to 100 locations for car chargers or car share” in Low Carbon Capital 2016/17 Plan, and
broader intent via 2015 mayoral declaration7 to “support ... uptake of electric vehicles”
Assets Large population, high incomes. CBD is primary destination for work and non-work travel in region.
Since mid 2016, now has chargers to satisfy a low number of EVs.
Issues Low visibility of infrastructure and EVs
Contention for car parking space
High percentage of homes, apartments without off-street parking/charging.
Lack of HOV and bus-lanes makes it harder to advantage EV travel
Charging capacity is currently limited with only one fast charger (options for additional chargers are being investigated)
Tasks WCC-funded charger at Z Featherston is outdated, off-standard; needs upgrading.This site has been sold for property
development, unlikely to be upgraded. Nearby plan for fast charger.
Develop process and identify technology for chargers on residential streets
Decide time limits, and pricing structure (or free to drive uptake?) for on-street parking
By-law for designation and enforcement (fines) Only needed for “in the process of charging” – can enforce on EVs as a
vehicle class.
Add EV charging to standard feature on property/urban area upgrades/builds
Identify options for additional fast chargers
Goal 40 electric car charging locations (to serve population of 200,000; 40% of region; plus high commuter and visitor numbers).
Fleet 4 electric cars out of fleet of 197 (100 of which are traditional passenger vehicles that may be eligible for conversion).
Council has stated an intention towards more EVs. Council is purchasing 4 EVs in 2017/18 and 2 each year following to result
in 8 by 2020.
SLOW CHARGERS Installed Running Planned Idea
WCC slow charger (Featherston St) - needs upgrade 2011 1
Sustainability Trust solar slow chargers (near Courtenay Pl) 2016 1
Zealandia solar-fed slow chargers (Karori) 2016 3
CQ Hotel (6 electrified carparks for overnight guests) 2016 1
Greater Wellington office (for visitors and afterhours public access) 2016 1
SparkPlug installations at 20+ inner city and suburban locations 10 12
Car Parking Buildings - two with 4+ slow bays, either end of city 2
Key destinations eg Airport, Te Papa, Zoo, Botanic Gardens, Stadium, Brooklyn Turbine, 1 10
On Street chargers. E.g. Featherston St, Victoria St, Inglewood Pl 3
EECA Funded residential project 50
Destination chargers at walking and cycling track heads, beaches, etc. (encouraging
healthy lifestyle)
FAST CHARGERS Installed Running Planned Idea
Charge Net NZ fast charger (at Z Vivian St) 2016 1
Fast Chargers (e.g. Airport/East, North CBD, Karori, Johnsonville) 3 1
TOTAL 9 63 28
To see a map of charging infrastructure currently installed, visit plugshare.com
7
http://www.lgnz.co.nz/assets/Mayors-Climate-Change-Declaration-Dec.pdf
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 154.2 Hutt City
Policy Environmental Sustainability Strategy 2015-2045 states “introduce and trial use of electric cars into council vehicle fleet” and
“work with businesses to help build electric car charging points”, and broader intent via 2015 mayoral declaration8 to
“support ... uptake of electric vehicles”.
Currently developing policy to agree when council will get involved in charging infrastructure provision.
Assets High traffic corridor (SH2) and high population and moderate retail density.
Charger located at prominent public location (Dowse)
Hutt city has installed a Type socketed charging station at its staff car park in Myrtle street (within 50m of the Dowse
charging station location). It will be available to the public after hours, but it’s not yet formally commissioned (eg no road
markings, etc).
Issues Infrastructure concentrated to isolated areas of the city (Jackson St, Dowse)
- Dowse charging station: the AC charging station (tethered, next to the ChargeNet fast charger) appears to be
faulty, at least for some users. Work is under way to look at options (repair, replacement with Type 2, or
replacement with a second DC fast charger).
- Events centre: there were plans to incorporate a Type 2 AC charging station into the new car park at the Hutt
events centre. However, this will no longer be pursued principally because of excessive costs for the installation.
Tasks Increase capacity at Dowse facility which is facing increasing congestion with only one car park.
Add EV charging to standard feature on property/urban area upgrades/builds
Increase number of electric vehicles into fleet
Goal 20 electric car charging locations (to serve population of 100,000; 20% of region)
Fleet Mayoral vehicle is electric (Plug-in Hybrid. First Mayor to do so in country).
1 electric car out of fleet of 100+
SLOW CHARGERS Installed Running Planned Idea
Pak’n’save Petone 2016 1
Dowse (Stephens Grove) 2016 1
HCC Fleet Carpark (public use out of business hours) 2016 1
Community Hub, Stokes Valley 2018 1 (2 plugs)
SparkPlug installations at 3+ locations (e.g. Petone, CBD, Days Bay, Wainuiomata) 3
Avalon Park / Playground 1
CBD major retail destination 1
Hutt Hospital (idea for fleet and visitors) 1
Further community facilities (Libraries, Walter Nash, Pelorus Trust, Naenae Pool, etc) 5
FAST CHARGERS Installed Running Planned Idea
Charge Net NZ fast charger (Was Z Petone but currently at Stephens Grove) 2016 1
Z Petone (currently unavailable but will be reinstated early December 2016).
Expansion to Dowse Fast Charger (add 25kW DC charger adjacent to existing 50kW one) 1
TOTAL 5 5 7
To see a map of charging infrastructure currently installed, visit plugshare.com
8
http://www.lgnz.co.nz/assets/Mayors-Climate-Change-Declaration-Dec.pdf
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 164.3 Upper Hutt City
Policy Electric vehicles acknowledged in 30 year plan - upperhuttcity.com/planning/urban-growth-strategy/ and and broader intent
via 2015 mayoral declaration9 to “support ... uptake of electric vehicles”.
Assets Moderate traffic corridor (SH2) and moderate population and moderate retail density.
A fast charger installation has been given approval to proceed, and a slow charger is at a regional destination (Staglands)
Issues No infrastructure in inner city, yet.
No slow chargers planned for inner city (useful for longer stay visitors and needed for cars lacking fast-charge compatibility)
No electric vehicles in fleet
Tasks Progress ideas for slow chargers into plans
Begin fleet transition, and add charger for use by fleet and visitors to council
Goal 10 electric car charging locations (to serve population of 40,000; 8% of region)
Fleet None out of fleet of 24
SLOW CHARGERS Installed Running Planned Idea
Staglands (regional wildlife reserve) 2016 1
Akatarawa campground (for overnight users, but daytime visitors accepted) 1
H20 Extreme Swimming Complex 1
Harcourt Park, Maidstone Park, Trentham Park (popular outdoor destinations) 3
SparkPlug installations (yet to be evaluated) 2
Kaitoke Park (managed by GWRC) 1
FAST CHARGERS Installed Running Planned Idea
City center (Charge Net NZ at Lion Court shopping precinct) 1
TOTAL 3 8
To see a map of charging infrastructure currently installed, visit plugshare.com
9
http://www.lgnz.co.nz/assets/Mayors-Climate-Change-Declaration-Dec.pdf
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 174.4 Porirua City
Policy Internal Sustainability Strategy gives preference to fuel efficient and electric vehicles, and sets fuel use reduction and fuel
efficiency targets.
Assets High traffic corridor (SH1, for now) and high population and moderate retail density.
Fast charger to be installed late 2016 in city
Issues No infrastructure in inner city, yet.
No slow chargers planned for inner city (useful for longer stay visitors and needed for cars lacking fast-charge compatibility)
Transmission Gully motorway development will divert SH1 and its vehicle traffic away from this area
Tasks Progress ideas for slow chargers into plans
Develop fleet transition
Goal 10 electric car charging locations (to serve population of 50,000; 10% of region)
Fleet 1 electric out of fleet of 52
SLOW CHARGERS Installed Running Planned Idea
Campground (for overnight use, daytime permitted.) 2016 1
Pataka Art Gallery 1
SparkPlug installations (CBD, Plimmerton, Mana, Pukerua, Titahi Bay) 5
Identify Whitby and Pauatahanui opportunities (SparkPlug, or something else?) 2
Battle Hill park (managed by GWRC) 1
Kenepuru Hospital (fleet and visitors) 1
FAST CHARGERS Installed Running Planned Idea
City center (Charge Net NZ at Ferry Place shopping precinct) 1
TOTAL 1 10
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 184.5 Kapiti Coast District
Policy Corporate emissions reduction target and plan (80% GHG emissions reduction in 2021-22 compared to 2009-10 baseline10) is
consistent with the introduction of electric vehicles. First fully electric vehicle was purchased in 2016.
Assets High traffic corridor (SH1) and moderate population and regional destination.
A fast charger was installed in Ōtaki in 2016, an ideal stop 70km north of Wellington
Agreement with Spark in place to install 5 ‘Spark Plug’ chargers in 2017
Issues Lack of charging infrastructure in main population area (Paraparaumu, Waikanae)
Location of fast charger in Ōtaki is excellent for drivers continuing north but is problematic for completing a return trip from
Wellington
Otaki Charger now being highly utilised (from 70 to over 150 uses per month in 12 months to April 2018; sometimes peaking
to 17 uses per day)
Tasks Gain approval from a landowner to install Paraparaumu fast charger
Install ‘Spark Box’ chargers
Begin light vehicle fleet transition
Work with partners on expanding charging facilities in the district
Goal 10 electric car charging locations (to serve population of 50,000; 10% of region)
Fleet 1 electric car and an electric rubbish truck out of fleet of 100.
SLOW CHARGERS Installed Running Planned Idea
Paekakariki Campground (for overnight use, daytime permitted) 2016 1
Southwards Car Museum 1
SparkPlug installations (2x Waikanae, 1x Paraparaumu, 1xRaumati, perhaps 2017 1 4
Paekākāriki)
Nga Manu Wildlife Reserve 1
Queen Elizabeth park (managed by GWRC) 1
FAST CHARGERS Installed Running Planned Idea
Otaki (Charge Net NZ at New World) 1
Paraparaumu (Charge Net NZ at Coastlands or nearby shopping precinct) 1
TOTAL 3 4 4
To see a map of charging infrastructure currently installed, visit plugshare.com
10
http://www.kapiticoast.govt.nz/CEMARS
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 194.6 Wairarapa Districts
Comprises Masterton District Council, Carterton District Council, South Wairarapa District Council.
Policy Masterton District: broad intent via 2015 mayoral declaration11 to “support ... uptake of electric vehicles”
Assets Traffic corridor (SH2) between Wellington and Hawke’s Bay
Regional tourism destination (Martinborough)
Fast charger at Featherston (installed) and Masterton (installed)
Issues Large land area, long distances between locations, especially coastal towns.
Low population density
Tasks Initiate plan to expand network of Fast Chargers into towns that lack them (e.g. Carterton, Martinborough, Castle Point …)
Invite retailers with off-street parking and long dwell times to offer destination charging (e.g. vineyards)
Update tourism maps showing charging locations provided by council and businesses
Goal 15 electric car charging locations (to serve population of 45,000; 9% of region, plus lots of regional travellers)
This ensure each town has a dedicated slow charger, two have a Fast charger, and two destinations in rural areas have
facilities.
Fleet South Wairarapa has 0 electric out of 12 vehicles; Carterton 0 out of ~15; Masterton 1 out of 19 (Mayoral car - Hyundai
Ioniq).
SLOW CHARGERS Installed Running Planned Idea
Masterton, Greytown, Featherston campgrounds (overnight use, daytime permitted) 2015 3
Stonehenge (Carterton district) 1
Mt Bruce Pukaha (part managed by DOC) (Masterton District) 1
FAST CHARGERS Installed Running Planned Idea
Featherston (Charge Net NZ at Supervalue supermarket) 2016 1
Masterton (Charge Net NZ at Dixon Street, near Information Centre) 2017 1
Carterton (location TBC) 1
Martinborough (new iSite or other location?) 1
Castlepoint (council land near public toilets, or other location?) 1
TOTAL 5 0 5
To see a map of charging infrastructure currently installed, visit plugshare.com
11
http://www.lgnz.co.nz/assets/Mayors-Climate-Change-Declaration-Dec.pdf
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 204.7 Greater Wellington Regional Council
Greater Wellington Regional Council (GWRC) has a different statutory function to that of Territorial
Authorities, and therefore it is not relevant to provide a table like those set out above. However it should be
noted that GWRC has adopted a Climate Change Strategy and is taking action to reduce GHG emissions across
all its areas of influence, including its own operations.
GWRC is electrifying its vehicle fleet and has adopted an electric vehicle first policy, which prioritises the
purchase of electric vehicles. The council currently owns 8 electric vehicles and it likely that several more will
be purchased this financial year. GWRC has a goal to be the first region in New Zealand with an all electric bus
fleet (with 10 electric double deckers entering service in July 2018 and a further 22 added by 2022), and when
achieved this will help to normalise electric vehicles with the public.
GWRC convenes the Regional Electric Vehicle Working Group and supports individual councils as appropriate.
GWRC has developed an internal EV charging infrastructure to support it functions across the region with
chargers installed at it’s main offices/depots in Wellington City, Kapiti, Masterton and Upper Hutt. Where
possible, the chargers are made available to visitors.
Other initiatives currently being progressed include reviewing the facilities at Regional Parks with an aim to
provide charging infrastructure for public use and supporting relevant promotional opportunities for electric
vehicles.
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 21Appendix 1: Electric Vehicles – The broad context
A1.1 Types of electric vehicles
Manufacturers are progressing from fuel-only to full-electric batteries as illustrated.
Battery electrics with a range of over 300km exist today, but are expensive. These vehicles will rapidly become
mainstream when the purchase prices of a long range electric vehicle purchase price is less than a petrol
vehicle, which is expected from around 2020. Unlike fueling a traditional vehicle, the act of recharging an
electric vehicles can be done quickly (expensive equipment) or slowly (cheaper) and may occur in a greater
range of situations:
A1.2 Global Context
In order to avoid the worst impacts of climate change, countries throughout the world need to reduce
greenhouse gas emissions by decarbonising their economies. Electric vehicles present an immediate and
significant solution for reducing emissions in the transport sector.
Electric vehicles are not so much the “future” of transport, but more the quickly proliferating reality. Tesla
Motors, the global upstart and thought-leader for electric vehicles, secured 400,000 pre-orders within one
week of announcing their Model 3, a vehicle with both a price and capability set for mass adoption. Up to now,
electric vehicles were either low cost (and capability, driving only 100km) or the purview of the rich (vehicles
with 400km range and supercar performance exist, but cost well over $100,000). As a result of Tesla’s mid
2016 sales rush, several global automakers have ended investment of fuel vehicle research and redirected it to
electric vehicles.
The environmental benefits, quiet, and better performance (faster acceleration, for example) of electric
vehicles are undisputed. However the high cost, heavy weight, and limited lifespan of batteries has been an
obstacle for over century. Indeed, up to 1914, there were more electric vehicles than fuel vehicles globally,
and it was the progression from hand-crank to starter motors that allowed fuel vehicles to prevail. Advances in
lithium ion batteries for laptops and smartphones improved the scale of economy (lowering cost) and refined
the chemistry (improving life), and it is more or less an accident that as a result, electric vehicles have become
viable.
Electric vehicles have been built in production volumes since 2011. There is no consensus on forward volume
projections other than that their adoption will rise exponentially. This is reflected through actual sales to date:
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 2212
Sales of battery electric vehicles (BEVs) and hybrid vehicles that can plug-in and also run on fuel (PHEVs):
The growth of electric vehicles is underpinned by:
1. Economics. It is now cheaper for luxury vehicles to be manufactured as electric rather than fuel
powered. Over the next 5 years, the same will apply to mid-market then entry-level priced vehicles.
2. Global policy. The Californian state, US, EU, and Chinese governments have legislation forcing
automakers to build growing numbers of electric vehicles or face significant financial penalties.
3. Consumer awareness. Tesla has won the hearts and minds of car buyers that electric cars are
powerful, sexy and cool. The public is beginning to learn the environmental and financial gains of EVs.
Norway has a similar population and landmass to New Zealand, but now over 25% of vehicle sales are electric.
The city government of Oslo installed 400 vehicle chargers from 2008 (population then: 600,000), which has
13
since risen to over 1000 . However, Norway taxes the purchase of fuel vehicles substantially ($20,000+) and
uses that revenue to lower EV purchase prices, a model adopted by France and several others in Europe. New
Zealand will take time before it would acclimatise to such policies.
Key barriers to the deployment of electric vehicles are constantly being overcome. For example price
continues to reduce while battery technology improves and both the range of models – and how far the can
travel on a single charge has increased. Multiple barriers do of course remain, primarily that of ‘range anxiety’
where people are concerned that they could run out of charge and be left stranded on the roadside, and
therefore do not purchase an EV. Range anxiety is expected to lessen as the prevalence and visibility of
charging infrastructure raises confidence and familiarity. It should also be noted that EECA are delivering a
nationwide information campaign.
12
iea.org/publications/freepublications/publication/Global_EV_Outlook_2016.pdf
13
Detailed narrative of Oslo’s initial infrastructure rollout (2008-2011, 400 charging stations):
urbact.eu/sites/default/files/import/Projects/EVUE/outputs_media/LAP_Electric_vehicle_charging_points_in_
Oslo_Final_01.pdf
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 23A1.3 New Zealand Context
New Zealand has ratified the Paris climate agreement and committed to reducing greenhouse gas emissions to
30 per cent below 2005 levels by 2030. Transport emissions are one of the fastest growing sources of
emissions and, having doubled since 1990, now account for 17% of the national footprint. Electric vehicles
offer a significant opportunity for reducing emissions associated with transport.
NZ GHG emissions 1990-present, and forecasts vs
future commitments under UNFCCC
Blue is gross emissions past and forecast; Green is net
emissions.
Downward arrows show UNFCCC commitments.
To move New Zealand’s transport into the electric age, the government established an electric vehicle
14
programme mid 2016 . This includes a target of year on year doubling of electric vehicles from 2000 in 2016
to 64,000 in 2021, expanding road user charge exemption on EVs, review of FBT and depreciation, and the
introduction of a multi-million dollar allocation to promote electric vehicles and invest in projects that
accelerate their adoption. Even so, reaching 64,000 vehicles is just 2% of our national vehicle count, so will
make very little impact on the overall transport CO2e profile. This milestone should be seen as an important
first step towards their mainstream adoption, which will in turn deliver meaningfully on our country’s
international climate change commitments.
✓Low cost imports from Japan have reduced the price of EVs below $20,000.
✓Our electricity is some of the greenest on the planet; as a result driving an electric
vehicle produces 80% less CO2 than driving a fuel one.
✓Cleans our air quality. Vehicle exhaust emissions reduce local air quality and contribute
to respiratory illness and premature deaths. (The World Health Organisation now classifies
exposure to diesel emissions in its highest category of carcinogens. Electric vehicles
improve health in our society.)
✓Aid our “100% pure” image and its tourism and immigration opportunity.
✓Economic sense. A transition to electric fleet helps 1. the country (billions of dollars of
oil no longer need to be imported, and we are not at risk of global oil price shocks) and 2.
families (thousands spent on petrol replaced downsized to just a few hundred dollars on
home power bill)
✓Charging equipment will be installed in most towns along SH1 by end of 2016 (pictured
right). More chargers will be still be needed to avoid queues.
✗New Zealand public is not yet informed and confident about EVs. Most have never seen
or driven one.
✗ Vehicle-type diversity and affordable long range vehicles will take a few years to arrive
here.
Financial savings can be forecast regionally, for business, and at in homes. The higher vehicle purchase point is
typically offset by the $2000+ per annum ongoing savings per vehicle. This will become even more compelling
as the purchase prices continue to drop to be on par with fuel vehicles. Using New Zealand-based electricity
(or self sufficient solar) also offers better energy security and distances us from price shocks and the global
politics of fossil fuel production.
14
See www.electricvehicles.govt.nz
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 24A1.4 Wellington Regional Context
Transport is the largest source of GHG emissions in the Wellington region at 39%. 15This
places emphasis on electrifying vehicles (and continuing the existing push for public
transport, cycling, and walking, as they also lower the use of fuel vehicles).
The particulate matter emitted by petrol and especially diesel vehicles can impact air quality. Fully electric
vehicles have no air quality impact and reduce noise, improving the health of people and the enjoyment of
living in our region.
2016 Wellington Region CO2e Emissions. Transport emissions are burgundy
Regional scorecard:
✓Lowest vehicle ownership per capita (particularly inner suburbs of Wellington city)
✓Highest national per capita utilisation of public transport and active transport.
✓Highest national income level (and therefore most able to afford electric vehicles?)
✓Strategic importance of central government agency decision makers here
✗Inner city has lowest level of offstreet parking (an obstacle for recharging to take place at homes)
✗Most Wellingtonians have never seen or driven an electric vehicle
16
✗Only 200 of the region’s 250,000 vehicles are electric. (Nationally 2000 of 3 million are electric) (Oct 2016)
✗Public charging infrastructure in Wellington is in very early levels of coverage and capacity
15
gw.govt.nz/assets/Climate-change/CommuntityGHGInventoryWlgtnCityRegion2016.pdf
16
transport.govt.nz/research/newzealandvehiclefleetstatistics/
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 25Appendix 2: Notes re appropriately locating
charging stations
A2.1 Distribution
Home is where most recharging occurs, as overnight, cheap, very slow charging (5-10 hours) is convenient.
Residential street chargers are needed for home owners without garages (not available in NZ but is in UK)
Urban city street chargers build profile and gives cars a charge while their drivers park and do errands.
Carparking buildings and malls can offer slow to medium charging given long dwell time (1-3-8 hours)
Short stay retail (e.g. supermarkets) offer fantastic profile but demand quicker recharge given 30m-2hr stay.
Outdoor Destinations (Zoo, Parks) are offer good alignment with conservation values, healthy living.
Purpose-built fast charge stations are used rarely (given all the above alternatives) but are extremely
important for road trips or when desperate for a fast top-up. Petrol stations currently do not provide useful
activities for the 20-60 minute recharge wait times, so fast chargers are better suited to village centers,
supermarkets, etc, and should have playgrounds or toilets near. Consumers typically pay a premium for the
convenience of fast charging, partially due to high cost of the equipment ($40,000+).
Fleet carparks can contain both overnight slow chargers plus a few fast chargers to reduce charging downtime.
Hotels, Campgrounds: slow overnight, attract EV owners on holidays. Reduces demand on public fast chargers.
Currently, fast equipment operates at 50,000 to 135,000 watts and slow equipment at 1800 to 22,000 watts.
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 26A2.2 Macro factors:
1. Regional coverage. “Leave your petrol car behind”. As well as main centres, chargers will go into
some locations with low usage simply to enable passage of travel. This means charging stations every
50-100km along main highways (namely SH1 and SH2).
2. Redundancy. Charging stations may get busy from multiple vehicles, or be offline due to a fault or
power outage. Drivers will need the ability to detour to a nearby station to avoid being towed home.
3. Promotional value. Installing chargers in locations that already have high vehicle and/or pedestrian
numbers (e.g. main streets, major retail or recreational destinations) allow people in the region to
progress from ignorance to curiosity to owning an electric vehicle.
4. Decongestion. Reduce specific sites (such as fast chargers), taking into account travel habits. For
example, with thoughtful consideration as to location, a car-parking building can be used instead of a
fast charger for a visitor into Wellington city, given the driver is likely to be parked somewhere
anyway, and would likely mean the driver isn’t “waiting” at all.
5. Destination auditing. Review most popular locations, as then people can top up while they visit their
favourite spots (and advertise to prospective EV owners too) rather than straying from their plans.
6. Terrain. Climbing major hills (e.g. SH2 Rimutaka Summit at 555 meters) drains batteries and demands
closer density than flat areas.
7. Resident Population and Traffic numbers and Journey habits. More charging stations are needed
where there are more cars, supposing a given location makes sense as a stopover or destination.
Some routes are used extensively for commuting, holidaying; local knowledge and traffic volume data
will help.
8. Capacity for home charging. Other than Wellington city, most people in the region can take their car
onto their property to charge overnight.
9. Assessment of major roading and property/city developments. Review major changes to highways
and look to opportunistically incorporate vehicle charging into new retail or council building
(libraries, iSites, town rejuvenation, etc) upgrades, as it is much cheaper to install during works before
than after.
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 27A2.3 Local site factors:
10. Electrical proximity. Significant cost savings arise from locating a charging station beside an electrical
transformer, or, at the point of power supply to a building. Cabling and trenching can cost more than
the charging equipment. It also keeps costs down, when future expansion is needed to charge cars
quicker with more power, and/or add power to adjacent carparks, as demand grows in future years.
11. Amenities. There must be toilets and something useful to do while charging a car, because a wait
time might be 30 minutes or hours. Preferably, multiple activities (e.g. cafe, children’s playground,
shops, bush walk) so that drivers and passengers can be spend their time productively and
comfortably.
12. Economic potential. Many small towns and specific areas of a town or city are keen to have retail
visitors. Positioning an electric car charger provides an opportunity for new customers.
13. Green spaces, too. Owners of public land, parks, and reserves should aware that charging stations
need not only beside retail. Many drivers will be happy to spend time enjoying nature while charging.
14. Multi-orientation carparks. All other things being equal, a car park that can be parked forward or
rearward, is better, as it allows the car’s charging inlet to be positioned close to charging station
cable. There is no convention as to where the inlet is positioned on a car.
15. Passive and active surveillance. Locations with a watchful eye from members of the public, retailers,
or an active role of a park ranger or security firm will be vandalised less, will feel safer after dark, and
will be used more.
16. Parking convenience. Streets or stores where parking is very hard to get offer additional value. A
charger near the entrance of a store or a busy street means electric vehicle owners save time and
hassle going about their daily errands, which can enhance the positive experience of driving such a
vehicle. (Note time limits must be set and enforced, and it must only for used while charging). These
locations tend to offer better public promotional value also.
17. Resilience. Avoid locations highly vulnerable to flooding, land slips, liquifation, etc, or help mitigate
their effects, so that a charger can be used following natural disasters. Doing so also reduces the
likelihood of a damaged charger which would present a dangerous electrical hazard.
18. Physical car parking growth. Not every site will necessarily ever get the demand to grow, but, many
will. Locations where there is additional car parking space for growth will take preference.
Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 28You can also read
