Wellington Region Electric Vehicle Working Group - Greater Wellington ...
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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 #6: October 2019
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 #6: October 2019
The Wellington Region Electric Vehicle Working Group (REVWG) is comprised of officers from
councils across the region, along with representatives of other interested organisations, 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
Image: Council boundaries within the Wellington region2
1 The group is convened by the Greater Wellington Regional Council and includes officers from Wellington, Hutt, Upper Hutt and Porirua
City Councils; Kāpiti Coast, South Wairarapa, Carterton and Masterton District Councils. Councils north of the region also collaborate as
appropriate. REVWG 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
Paekākāriki and north along Kāpiti coast. These electricity lines companies participate in REVWG.
Wellington Region Electric Vehicle Working Group: Coordination Update #05 pg. 1
REVWG Coordination Update 05: October 2019
Contents
1. Current state of play Page 3
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 Heavy electric vehicles
1.6 Central Government Electric Vehicle Programme
1.6.1 Electric vehicle charging safety guideline
1.6.2 Low Emission Vehicles Contestable Fund
1.6.3 National guidance for public charging infrastructure
2. Regional EV Working Group: Current objectives & actions Page 9
Table 2 EV charging infrastructure: Achieving coverage and maintaining capacity
Figure 1 Fast charging infrastructure
Figure 2 Slow charging infrastructure
Table 3 REVWG 2017/18 Objectives and relevant actions Page 11
3. City and District infrastructure plans Page 16
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 24
Appendix 2: Notes re appropriately locating charging stations Page 27
Wellington Region Electric Vehicle Working Group: Coordination Update #05 pg. 2
1. Current state of play
Table 1: Charging Infrastructure and electric vehicles in the Wellington region
New Zealand Wellington Region
Charging Stations - Fast3
Start of 2016 4 0
Start of 2017 33 4
October 2018 132 12
Now (Oct 2019) 165 23
Charging Stations - Slow
Start of 2016 ~ 10 (plus 200+ campgrounds) 2 (plus ~10 campgrounds)
Now ~ 400 (including campgrounds 48 (including hotels and campgrounds)
registered on Plugshare)
Electric Vehicles
Start of 2016 1,060 < 100
Start of 2017 2,558 250
Start of 2018 6,219 666
Start of 2019 11,759 1,501
Now (beginning Oct 2019) 17,026 2,183
Target/s 64,000 electric vehicles on road ‘Supporting EVs in the Wellington
Levels of ambition by end 2021. Note this target Region’ advisory report adopted by MDC
(set in 2016) has been dropped and GWRC recommends aiming for 6%
by the Coalition Government. of the fleet in region is EV by mid 2024 ~
25,000 vehicles.
Total light vehicles on road 4.0 million (current) 370,000 (2017 total)
CO2e offset annually4 41,194 tonnes 4,366 tonnes
3 Number is for individual fast charging locations, some of which have more than one charger at them (e.g. Paraparaumu, The Dowse, and
Vivian St locations all have facilities for two vehicles to fast charge simultaneously)
4
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 #05 pg. 3
1.1 Key observations (October 2019):
● EV registrations increased very quickly over the years 2016-2018, but then experienced a marked
slowing. The government target from 2016 relied on year-on-year doubling, but this has not been the
case. September 2019 monthly registrations showed a surge a a record level thanks to the Tesla
Model 3 being released in the country, but this may just be a ‘blip’ due to pre-orders for that vehicle
being met all at once.
● The exact reasons for the slowing are not known, but logically for EVs to appeal to a increasing
segment of the vehicle purchasing public, the proposition they offer needs to increase in
attractiveness. Purchase price is the obvious barrier to this at present, and these prices have not
reduced notably dropped. The government has proposed a ‘Clean Car Discount’ which levies a fee on
the most polluting cars and a discount on cleaner cars, including EVs, which it aims to introduce from
2021. They have also proposed a fuel economy standard for imported vehicles. These will help
address purchase price if implemented, but will not help drive EV uptake in the interim, and may have
the opposite effect.
● Visibility of charging infrastructure and electric vehicles is improving even though as a percentage of
the fleet their numbers are very low. Interest in the purchase of electric cars is often reported
anecdotally in response to rising fuel costs.
● Coverage of public EV charging infrastructure is improving. The number of fast chargers in the
Wellignton region has doubled in a year. The Wairarapa still presents an issue in that the coast lacks
coverage (e.g. Castle Point). There is an interregional gap between Masterton and Hawke’s Bay.
Charge.net has opened a fast charger at Bulls in early October, plugging what had been a significant
gap in the network. The government target of there being a fast charger every 75km of state highway
has effectively been met.
● Capacity at charging sites is a growing issue, given the relatively few number of locations today, and
that a fast-charge location can typically only charge one vehicle at once. Smaller 25kW charging units
have been added alongside 50kW units at some locations to try and help alleviate this problem.
Larger units would be better, but the electricity supply capacity at sites constrains this. ‘Hunting’
around multiple locations to charge (for example between fast charging sites in the Wellington CBD) is
an inconvenience to EV drivers that drivers of petrol and diesel cars would not experience under
normal circumstances. Also in more remote areas, a fault at a of station could strand or severely
inconvenience electric motorists. Improving redundancy and capacity is now a priority.
● 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. EECA tracks public
perception of EVs via robust surveys, and 55% of the population views them favourable as of February
2019.
● Transport emissions contribute 39% of the region’s total greenhouse gas (GHG) emissions, with petrol
use for road transport contributing 29%.5 NZ’s GHG’s from transport increased in 2018.
1. 2. Local government policy and fleets
Currently, Greater Wellington has 10 electric vehicles; Wellington City have nine, and the remainder have
either two, one or none. The nine councils in the area operate between 500 and 600 vehicles. Ownership
5
Regional Green House Gas Inventory
Wellington Region Electric Vehicle Working Group: Coordination Update #05 pg. 4
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
In September there was an EV charger launch in Petone, which was attended by and co-hosted by
Hutt City Council. As part of Drive Electric Week, community members) put on events at Silverstream
and Paremata, without council support. In November there will be an EV display at the Go Green Expo
in Wellington.
1.4 Charging infrastructure development
1. Charge Net NZ (private company) is installing a nationwide network of over 150 fast chargers
nationwide (25 and 50 kW DC). Their chargers are now operational in Wellington CBD, Wellington
suburbs, Petone, Lower Hutt, Upper Hutt, Silverstream, Featherston, Masterton, Porirua, Mana,
Paekākāriki, Raumati, Paraparaumu, Waikanae and Ōtaki. See https://charge.net.nz/charging-map/
for more info. Current sites mostly only have the capacity to charge just one vehicle at once; it is
acknowledged that expansion will be necessary soon.
2. In addition, Foodstuffs are installing fast chargers at other New World and Pak n Save supermarkets –
Seven sites are now complete.
3. Wellington City Council now has several residential on-street ‘slow’ (AC) chargers running. at 15
locations to enable residents to charge electric cars (e.g. overnight) where their homes lack off-street
parking will be live late 2019 and 10 more are planned in the months ahead.
4. Wellington Electricity are actively supporting the development of a charging network across the
region. WE* were one of the first organisations in the region to bring EVs into their corporate fleet
and now have 5 electric cars.
5. Staglands Wildlife Reserve and Zealandia have charging facilities supported by Wellington Electricity
and Wellington City Council. Wellington Zoo now has DC fast chargers.
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.
7. Adoption of electric buses and trucks is not supported by these infrastructure plans; to date all
stations are positioned in car parks that are too small to accommodate large vehicles.
Wellington Region Electric Vehicle Working Group: Coordination Update #05 pg. 5
1.5 Commercial and Heavy Electric Vehicles
The viability and availability of large electric vehicles in the form of buses and trucks over 3.5 tonnes has
improved during 2018. Electric buses are being rolled out in stages from mid 2018 (first two pictured below).
No significant plans are known for the adoption of electric trucks in the region at present; the primary example
of an electric truck in the region is used for rubbish collection in Kāpiti. However Foodstuffs, with co-funding
from EECA, will have a 24 tonne refrigerated EV truck stocking goods second half of 2019.
To date, no charging station for public heavy vehicle use exists in the Wellington region, and that presents a
partial barrier (in general, large vehicles are parked in fleet carparks, where dedicated charging facilities could
be installed by the vehicle owner). Greencabs have exclusive access to two Charge.net DC fast chargers at
Wellington Airport, and Tranzit have established a 350kW DC fast charger for their EV buses in Island Bay.
1.6 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:
Wellington Region Electric Vehicle Working Group: Coordination Update #05 pg. 6
1.5.1 Electric vehicle charging safety guidelines:
Worksafe have released a second edition of their electric vehicle charging safety guidelines.
This edition is a simplified version of the earlier 2016 edition, and addresses the essential
safety requirements consistent with New Zealand's electricity supply systems and
infrastructure for suppliers, installers and users of EV supply equipment (chargers).
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, HCC and KCDC have successfully been awarded funding under the scheme. In addition,
the electrification of the former Wellington trolley buses is partially supported by 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 #05 pg. 7
Figure 1: Fast charging infrastructure
Current level of coverage across the Wellington Region (October 2019)
• Fast Chargers typically take 25 minutes add 100km of driving. At present, most fast-charging
sessions are of this duration or less. All fast chargers in the region are a user-pays service
provided on a commercial basis by the company Charge.Net.
• Carterton and the Wairarapa coast are the main areas within the region that lack fast-charger
‘coverage’. For people travelling out of the region, the present lack of fast chargers around Mount
Bruce is problematic.
(source www.plugshare.com, accessed on 15-10-19.)
Wellington Region Electric Vehicle Working Group: Coordination Update #05 pg. 8
Figure 2: Slow charging infrastructure
Current level of coverage across the Wellington region (October 2019)
• Slow Chargers (also known as AC or standard chargers) typically 4-12 hours to charge cars. This
is a mixture of purpose-built charging equipment, 16A caravan sockets, and 8A wall sockets.
• These suit destinations where people are parked for several hours during the day (shopping
centres or tourist destinations) or overnight (homes, hotels and campgrounds).
• Usage of such ‘public’ chargers are often restricted to only the patrons of the business where they
are located.
• Because of their long charge times, public slow chargers are less useful than fast chargers. This
also means they are mainly provided as a service for visitors (not unlike free wi-fi, free drinking
water, or rest rooms) rather than a standalone profit-making activity in the way that fast
chargers are.
• At present slow chargers help to fill some geographical gaps in the network, particularly the
Wairarapa.
• Well-positioned publicly-accessible slow chargers, where people are already parking for some
length of time, help to reduce the stress placed on the fast charging network.
• The map below shows all public ‘slow’ chargers and camp-ground locations. 8A wall sockets have
been excluded. Chargers reserved for the exclusive use of their owners or staff are also not
included.
(source www.plugshare.com accessed on 15-10-19.)
Wellington Region Electric Vehicle Working Group: Coordination Update #05 pg. 92. 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
(Starting 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
NEW ACTION – Supporting EVs in the Wellington Region – advisory report with recommended strategy
The actions in the table that follow were agreed informally by the members of the Regional EV Working Group
in late 2016. The group has recognised that after two years, there is a need for our approach to be refreshed,
based on what we have learnt so far, the experience of others and by working to produce an estimate of the
future demand for EV charging, both ‘fast’ and ‘slow’, for all classes of road vehicles (heavy and light, private
and commercial). The group commissioned an advisory report on a strategy for them to supporting EV uptake
for the period to 2024.
The project commenced in late September 2018, and was jointly funded by Wellington Electricity, Electra,
GWRC, WCC, HCC, UHCC, PCC, KCDC, MDC, CDC and SWDC. The report was endorsed by the Wellington Region
Climate Change Working Group on 15 March 2019 for adoption by the council partners. So far Greater
Wellington Regional Council and Masterton District Council have endorsed it.
Wellington Region Electric Vehicle Working Group: Coordination Update #05 pg. 10REVWG 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.
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.
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)
• 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.
Wellington Region Electric Vehicle Working Group: Coordination Update #05 pg. 11• 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 parking 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
Incorporate 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 Plans (July 2019 - June 2020, internal planning beginning
late 2018)
● Regional Transport Plan (2018-2021, planning done 2016/2017).
● Sustainability, climate change, air quality or transport strategy documents (non
statutory).
Wellington Region Electric Vehicle Working Group: Coordination Update #05 pg. 12Provide 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 #05 pg. 134. City and District infrastructure plans
Information on the pages below are sourced from each Territorial Authority and is subject to change.
Pictured above – EV chargers at Zealandia in Wellington.
Wellington Region Electric Vehicle Working Group: Coordination Update #05 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 declaration6 to “support ... uptake of
electric vehicles” . Te Atakura First to Zero Plan (2019) sets out new aspirations and activities for
EVs. See: https://www.zerocarboncapital.nz/
Assets Large population, high incomes. CBD is primary destination for work and non-work travel in
region.
Issues Contention for car parking space in city and many residential streets
High percentage of homes, apartments without off-street parking/charging.
Lack of carpool and bus-lanes makes it harder to advantage EV travel
Charging CBD capacity expanded October 2018 and will need expansion again 2019+
No charging station suits electric trucks ( > 6 tonne); all car parks with chargers suit smaller
vehicles.
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.
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).
Supportive of the bus fleet being all-electric.
Fleet 9 (7 of 197 in core fleet;100 of which are traditional passenger vehicles that may be eligible for
conversion; two EVs at Wellington Zoo). Council has stated an intention towards more EVs.
Council is purchasing at least 2 EVs each year.
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 10
CQ Hotel (6 electrified carparks for overnight guests) 2016 1
Greater Wellington office (for visitors and afterhours public access) 2016 1
Newlands New World 2019 1
Wellington Airport (two DC chargers for taxis, plus chargers for customers) 2018 1
On Street slow chargers (2 plugs at each) 2019 8 22
Car Parking Buildings - two with 4+ slow bays, either end of city 2
Key destinations eg Botanic Gardens, Stadium, Brooklyn Turbine, 1 10
FAST CHARGERS Installed Running Planned Idea
Z Vivian Street 2016 1
On street: Grey Street, Barnett Street, Inglewood Place 2018 3
Pak n’ Save and New World supermarkets: Churton Park, Island Bay, Karori and Kilbirne 2019 4
Wellington Zoo (2 x 25kW) 2019 1
TOTAL 34 22 12
6
http://www.lgnz.co.nz/assets/Mayors-Climate-Change-Declaration-Dec.pdf
Wellington Region Electric Vehicle Working Group: Coordination Update #05 pg. 154.2 Hutt City
Policy Hutt City Council has in place an organisational net Zero by 2050 carbon target. Relevant internal performance
measures to give effect to this policy, such as for its vehicle fleet, are currently under development.
Assets Council owns/operates one public AC charging station in Stokes Valley, and two AC stations in restricted
locations (only available to the public after hours). Further equipment will be needed to increase EV uptake in
its own fleet (see below reference to fleet review recommendations)
Issues No new public stations (or direct council investment) are planned at present, but open to facilitating the
installation of stations by private investors.
Tasks Implement HCC Fleet Review recommendations
Goal 20 electric car charging locations (to serve population of 100,000; 20% of region)
Fleet Mayoral (owned) vehicle is electric (Plug-in Hybrid. First Mayor to do so in country).
2 vehicles of fleet of 84 are electric
A fleet review was completed (April 2019), with a range of recommendations to further optimise the fleet and
increase the number of EVs. Implementation of these recommendations is currently under way.
SLOW CHARGERS Installed Running Planned Idea
HCC Fleet Carpark (public use out of business hours) 2016,2018 2
Lower Hutt Pak n Save 2017 1
Warehouse Petone 2016 1
Pak n Save Petone 2016 1
Community Hub, Stokes Valley 2018 1 (2
sockets)
FAST CHARGERS Installed Running Planned Idea
Dowse Art Gallery (50kw and 25kW) 2018 1
Z Petone 2016 1
Petone Pak n Save (2 x 50kW) 2019 1
TOTAL 9
To see a map of charging infrastructure currently installed, visit plugshare.com
Wellington Region Electric Vehicle Working Group: Coordination Update #05 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 declaration7 to “support ... uptake of electric
vehicles”.
Assets Moderate traffic corridor (SH2) and moderate population and moderate retail density.
A fast charger installation has been installed in the city centre.
Issues 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 29
SLOW CHARGERS Installed Running Planned Idea
Staglands (regional wildlife reserve) 2016 1
Akatarawa campground (for overnight users, but daytime visitors 1
accepted)
Aston Norwood Café & Function Centre, Kaitoke 1
H20 Extreme Swimming Complex 1
Harcourt Park, Maidstone Park, Trentham Park (popular outdoor 3
destinations)
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
Silverstream New World 1
TOTAL 5 7
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 #05 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.
Issues 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
Identify Whitby and Pauatahanui opportunities 2
Battle Hill park (managed by GWRC) 1
Kenepuru Hospital (fleet and visitors) 1
FAST CHARGERS Installed Running Planned Idea
City centre (Charge Net NZ at Ferry Place shopping precinct) 2016 1
Mana New World 2019 1
TOTAL 3
Wellington Region Electric Vehicle Working Group: Coordination Update #05 pg. 184.5 Kāpiti Coast District
Policy Corporate emissions reduction target and plan (80% GHG emissions reduction in 2021-22
compared to 2009-10 baseline8) is consistent with the introduction of electric vehicles. First fully
electric vehicle was purchased in 2013.
Assets High traffic corridor (SH1) and moderate population and regional destination.
Issues None
Tasks Begin light vehicle fleet transition
Work with partners on expanding charging facilities in the district (progress achieved through
Kāpiti Coast DC, Horowhenua DC, Electra and ChargeNet NZ partnership)
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
Paekākāriki Campground (for overnight use, daytime permitted) 2016 1
SparkPlug installation Waikanae Park and Ride 2017 1
Delaney Automotive, Paraparaumu 2018 1
Greenmantle estate, Paraparaumu 2018 1
Nga Manu Wildlife Reserve 1
Southwards Car Museum 1
Queen Elizabeth park (managed by GWRC) 1
FAST CHARGERS Installed Running Planned Idea
Ōtaki (Charge Net NZ at New World) 1
Raumati Beach, Waikanae Beach and Paekākāriki 2019 3
Paraparaumu Pak n Save/Coastlands Mall (2 x 50 kW) 2019 1
TOTAL 9 0 3
To see a map of charging infrastructure currently installed, visit plugshare.com
8
http://www.kapiticoast.govt.nz/CEMARS
Wellington Region Electric Vehicle Working Group: Coordination Update #05 pg. 194.6 Wairarapa Districts
Comprises Masterton District Council, Carterton District Council, South Wairarapa District Council.
Policy Masterton District: broad intent via 2015 mayoral declaration9 to “support ... uptake of electric
vehicles”. Also have adopted the Regional EV Support Strategy, which can be found here.
Assets Traffic corridor (SH2) between Wellington and Hawke’s Bay
Regional tourism destination (Martinborough)
Fast charger at Featherston and Masterton
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). MDC are intending to purchase 4 further EVs in next 12 months.
SLOW CHARGERS Installed Running Planned Idea
Masterton, Greytown, Featherston campgrounds (overnight use, 2015 7
daytime permitted)
Public facuilities for patrons – e.g. Masterton Warehouse, Te Kairanga 4
Winery, Paua World
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 13 0 5
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 #05 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. In August 2019 it committed to becoming carbon neutral
as an organisation from 2029-30, and to achieving a 100% EV light fleet by then also.
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 10 electric vehicles.. 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 its main offices/depots in Wellington City, Kāpiti, Masterton and Upper Hutt. Where
possible, the chargers are made available to visitors.
GWRC endorsed the ‘Supporting EVs in the Wellington Region’ Advisory Report and recommended strategy in
September 2019.
Wellington Region Electric Vehicle Working Group: Coordination Update #05 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.
Wellington Region Electric Vehicle Working Group: Coordination Update #05 pg. 22Electric 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:
10
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 half of vehicle sales are electric. The
city government of Oslo installed 400 vehicle chargers from 2008 (population then: 600,000), which has since
risen to over 100011. 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.
10
iea.org/publications/freepublications/publication/Global_EV_Outlook_2016.pdf
11
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 #05 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
programme mid 201612. 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 used EVs to $10,000.
✓ 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 was installed at frequent intervals along SH1 between 2016 and 2018. More chargers will be still be
needed to avoid queues.
✗New Zealand public is not yet well informed and confident about EVs. Most have never 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.
12
See www.electricvehicles.govt.nz
Wellington Region Electric Vehicle Working Group: Coordination Update #05 pg. 24A1.4 Wellington Regional Context
Transport is the largest source of GHG emissions in the Wellington region at 39%. 13This
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
✗Only 1500 of the region’s 250,000 vehicles are electric. (Nationally 10,000 of 3.8 million) (Oct 2018)14
✗Public charging infrastructure in Wellington is in very early levels of coverage and capacity
13
gw.govt.nz/assets/Climate-change/CommuntityGHGInventoryWlgtnCityRegion2016.pdf
14
transport.govt.nz/research/newzealandvehiclefleetstatistics/
Wellington Region Electric Vehicle Working Group: Coordination Update #05 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 #05 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 #05 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 #05 pg. 28You can also read
