wellington region electric vehicle working group · ownership arrangements are mixed across the...

Wellington Region

Electric Vehicle Working Group

Building awareness, accelerating adoption and coordinating the development

of charging infrastructure throughout the Greater Wellington Region

Coordination Update 02: September 2017

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.

[email protected]

Wellington Region Electric Vehicle Working Group: Coordination Update #02 pg. 1

REVWG Coordination Update 02: September 2017

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 [email protected]

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; 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.


REVWG Coordination Update 02: September 2017

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


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 Start of 2017 Now (Sept 2017)

4 33 82

0 4 8

Charging Stations - Slow Start of 2016 Now (Sept 2017)

~ 10 (plus 200+ campgrounds) ~ 150 (plus 200+ campgrounds)

2 (plus ~10 campgrounds) 16 (plus ~10 campgrounds)

Electric Vehicles Start of 2016 Start of 2017 Now (Sept 2017) End of 2017 (estimated)

1048 2535 4541 5000+ (exceeds 4000 MoT goal)

< 100 250 580 700 ?

Target/s Set by Minister of Transport

64,000 electric vehicles on road by 2021

No target. 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

CO2e offset annually3 9082 tonnes 1160 tonnes

3 Simple model of 2 tonnes CO2e per car per year using the most recent vehicle count from MoT.


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 green house gas emissions, with petrol use

for road transport contributing 29%.4

1. 2. Local government policy and fleets

Currently, Greater Wellington has 7 electric vehicles; the remainder have either 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 – April 2017. Several councils supporting a nationwide rally of a dozen

electric vehicles driing from Bluff to Cape Reinga. The Wellington event co-incided with a large Motor

Trade Association event, and about 1000 Wellingtonians got to test drive or ride an electric vehicle,

and many thousands more inspected the broad range of electric cars on display.

4 Regional Green House Gas Inventory

http://www.gw.govt.nz/assets/Climate-change/CommuntityGHGInventoryWlgtnCityRegion2016.pdf


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. An installation is planned in Paraparaumu in

2017. 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.

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). These are positioned 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.

https://charge.net.nz/charging-map/

https://www.tesla.com/supercharger


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 (up to $4 million in 2016/17) 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

http://www.electricvehicles.govt.nz/

http://www.energysafety.govt.nz/legislation-policy/electricity-acts-regulations-codes/regulatory-guidance-notes/electric-vehicle-charging-safety-guidelines

https://www.eeca.govt.nz/funding-and-support/electric-vehicles-programme/

https://www.eeca.govt.nz/funding-and-support/electric-vehicles-programme/

https://www.nzta.govt.nz/planning-and-investment/planning/planning-for-electric-vehicles/national-guidance-for-public-electric-vehicle-charging-infrastructure/

https://www.nzta.govt.nz/planning-and-investment/planning/planning-for-electric-vehicles/national-guidance-for-public-electric-vehicle-charging-infrastructure/


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

multiple stakeholders

to install 100

charging stations in a

coordinated fashion,

providing regional

coverage. REVWGs

role is to facilitate

optimal placement

and accelerate the

pace of installation.

This will inform those

who don’t know

about EVs to learn

about their

existence.

And will give those

who know about EVs

the confidence to

buy one.

And give those who

have an EV the

confidence to drive

anywhere in the

region.

But will soon create

bottlenecks of cars

queuing to recharge,

and so REVWG will

need to support and

coordinate additional

capacity.

Coverage and Promotion Add Capacity


Figure 1: Fast charging infrastructure Current level of coverage across the Wellington region (September 2017)

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.


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 stess 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).

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.

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).

https://www.sparknz.co.nz/news/sparkplugs/


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

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.

2017/18

Ensure capacity maintained

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.

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)

continued overleaf

http://www.nzherald.co.nz/business/news/article.cfm?c_id=3&objectid=11729103


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

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 20x).

● 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

2017

http://www.gw.govt.nz/warm-greater-wellington-faqs/

http://energy.gov/eere/vehicles/workplace-charging-challenge-join-challenge

http://www.afdc.energy.gov/uploads/publication/wpc_2014_progress_report.pdf

http://www.afdc.energy.gov/uploads/publication/wpc_2014_progress_report.pdf

http://urbanaccessregulations.eu/

http://vancouver.ca/home-property-development/electric-vehicle-charging-requirements.aspx

https://www.gov.uk/government/publications/government-funding-for-residential-on-street-charging-for-plug-in-vehicles-a-guide-for-members-of-the-public


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 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

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.

Ongoing

Encourage car share schemes

Car share schemes reduce road congestion and lower parking demand. Car share schemes

that utilise electric vehicles enable more people to experience EVs.

Ongoing

Encourage the adoption of low emission technologies across the transport sector – e.g.

marine and public transport (buses etc)

Central government collaboration

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

Ongoing

Data collection & provision

Ensure charging infrastructure is able to capture relevant usage statistics and that it is made

available to appropriate agencies

Ongoing

Compatibility standards

Ensure charging infrastructure meets consistent compatibility standards

Ongoing

Monitor and evaluate change

Monitor and evaluate changes in EV demand and technologies. Progress appropriate

responses via the Regional EV Working Group or relevant Central Govt. agencies.

Ongoing


3. Looking ahead

EV World (National Conference) Following the very successful EV Symposium co-hosted by Wellington City Council and Greater Wellington Regional Council, a national conference for electric vehicles was hosted in Auckland in September 2017. Greater Wellington Regional Council spoke in the local government section of the programme.


4. City and District infrastructure plans Information on the pages below are sourced from each Territorial Authority and is subject to change.


4.1 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 1 electric car 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


4.2 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”.

Assets High traffic corridor (SH2) and high population and moderate retail density. Charger located at prominent public location (Dowse)

Issues Infrastructure concentrated to isolated areas of the city (Jackson St, Dowse)

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+


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 (building under construction) 1

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


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).

TOTAL 4 5 7




4.3 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


Fleet None out of fleet of 24


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

Identify Silverstream opportunity 1

Kaitoke Park (managed by GWRC) 1


City center (Charge Net NZ at Lion Court shopping precinct) 1

TOTAL 2 1 8



http://www.upperhuttcity.com/planning/urban-growth-strategy/

http://www.lgnz.co.nz/assets/Mayors-Climate-Change-Declaration-Dec.pdf


4.4 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


Fleet 1 electric out of fleet of 52


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


City center (Charge Net NZ at Ferry Place shopping precinct) 1

TOTAL 1 1 10


4.5 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 trips from

Wellington

Tasks Gain approval from a landowner to install Paraparaumu fast charger Install ‘Spark Box’ chargers Begin light vehicle fleet transition


Fleet 1 electric car and an electric rubbish truck out of fleet of 100.


Paekakariki Campground (for overnight use, daytime permitted) 2016 1

Southwards Car Museum 1

SparkPlug installations (2x Waikanae, 1x Paraparaumu, 1xRaumati, perhaps

Paekākāriki) 2017 5

Nga Manu Wildlife Reserve 1

Queen Elizabeth park (managed by GWRC) 1


Otaki (Charge Net NZ at New World) 1

Paraparaumu (Charge Net NZ at Coastlands or nearby shopping precinct) 1

TOTAL 1 5 4


10

http://www.kapiticoast.govt.nz/CEMARS

http://www.kapiticoast.govt.nz/CEMARS


4.6 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 Get Spark Plug plan underway as a joint Wairarapa-wide initiative 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 0 out of 19.


Masterton, Greytown, Featherston campgrounds (overnight use, daytime permitted) 2015 3

Stonehenge (Carterton district) 1

SparkPlug installations at: Masterton: Masterton township, Castlepoint, Riversdale Carterton: township South Wairarapa: Greytown, Martinborough, Ngawi

7

Martinborough iSite redevelopment (South Wairarapa District) 1

Mt Bruce Pukaha (part managed by DOC) (Masterton District) 1


Featherston (Charge Net NZ at Supervalue supermarket) 2016 1

Masterton (Charge Net NZ at Dixon Street, near Information Centre) 1

TOTAL 5 1 10


11




4.7 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.

http://www.gw.govt.nz/climate-change/

http://www.gw.govt.nz/assets/Climate-change/GWRCelectric-vehicle-policy-2016.pdf


Appendix 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:


Sales of battery electric vehicles (BEVs) and hybrid vehicles that can plug-in and also run on fuel (PHEVs):12

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

since risen to over 100013

. 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

http://www.iea.org/publications/freepublications/publication/Global_EV_Outlook_2016.pdf

http://urbact.eu/sites/default/files/import/Projects/EVUE/outputs_media/LAP_Electric_vehicle_charging_points_in_Oslo_Final_01.pdf

http://urbact.eu/sites/default/files/import/Projects/EVUE/outputs_media/LAP_Electric_vehicle_charging_points_in_Oslo_Final_01.pdf


A1.3 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 201614

. 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

http://www.electricvehicles.govt.nz/


A1.4 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

✗ Only 200 of the region’s 250,000 vehicles are electric. (Nationally 2000 of 3 million are electric) (Oct 2016)16

✗ 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/

http://www.gw.govt.nz/assets/Climate-change/CommuntityGHGInventoryWlgtnCityRegion2016.pdf

http://www.transport.govt.nz/research/newzealandvehiclefleetstatistics/


Appendix 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.


A2.2 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.


A2.3 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.


A2.4 Further site installation considerations:

Data collection. It will be helpful to measure use of charging infrastructure so that future expansion or

relocation of chargers can be anticipated and well informed. Such data would be minutes per month the

chargers are used, minutes offline/broken, electricity cost and consumption, and preferably raw data that can

be used to study more detailed patterns of use, such as to look for and understand the reason for peak busy

periods.

Short Term Density. General international advice is that the supply of infrastructure should be “One step

ahead not ten” of demand. In translation this can be interpreted as around 5-10 EVs per charger, plus the

minimum needed to fill in geographical dead spots. The goal for 100 chargers fits comfortably within such

guidelines. In contrast, failed projects have occurred where the opposite ratio was used (e.g. 7000 chargers for

1000 cars17

).

Longer Term Density. What the region needs as we approach 2020 and beyond can be better determined by

the data collected from the initial installed base of charging stations. It cannot be accurately forecast yet.

When electric vehicles reach significant numbers (tens of thousands in Wellington), the capability will have

advanced where they easily drive over 300km per charge. This will be more than what most people will drive in

an entire week, and given almost all charging needs will be met at people’s own homes overnight, public

infrastructure will potentially be less demanded, as it will primarily be required for a small subset of the

population:

1. Those who cannot recharge at home

2. Inter-city long distance travel, noting peak vehicle numbers such as holiday starts and finishes.

Light vehicles. The focus of this plan is on light (3.5 tonne vehicles) and under. Vehicles over this size will have

larger batteries requiring higher powered equipment, and require more physical space to park. Buses will likely

require their own specialised strategy given set routes and intensive routines. Electric trucks will emerge but

are too few to make informed recommendations at this stage. That said, trials and initial uptake of heavy

vehicles should be made easier through the installation of chargers found in this plan.

Roaming. Where payment is taken for electricity while charging, there must be inter-operability and consumer

convenience over its payment facility. Internationally, electric vehicle infrastructure is hampered by competing

networks forcing consumers to join multiple ‘clubs’ to drive around their cities or take road trips. New Zealand

has the opportunity to get this right and have one system, even if there multiple providers exist. (The ability to

use your EFTPOS card in competing bank’s ATMs is an example of this concept working effectively).

Demographics. While short term ownership of electric vehicles may potentially be higher among people with

more disposable income, technical savvy, or environmental concern, this plan does not look to specifically

positively or negatively discriminate. The plan looks to address the greatest proportion of the population and

in doing so, attempts not to leave areas behind.

Uptime and Servicing. Poor charger reliability overseas is slowing other countries’ EV later stage adoption.

Chargers should automatically alert a service agent if they have a fault, and there must be a clear organisation

to contact and who will take responsibility for quickly fixing a broken unit. This is especially important in the

early days of there being such a small number of charging stations.

17

The EV charging network in question, US-based Blink, got into financial difficulty as a result.

wellington region electric vehicle working group · ownership arrangements are mixed across the...

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