The expansion of kerbside electric vehicle charging infrastructure should be planned around local demand and community needs rather than simply maximising the number of chargers installed, according to new research from the University of New South Wales (UNSW).
Charging needs differ by location
The study, called, “Kerbside charging for the public good”, argues that governments should approach kerbside charging in much the same way they plan traffic lights – identifying where infrastructure is most needed rather than assuming every street requires a charger.
UNSW senior researcher Bjorn Sturmberg said local councils should play a central role in identifying suitable locations, particularly because access to off-street charging varies significantly between communities.
“Just as they deem that not every street needs a traffic light, they can prioritise – with council input critical – where to install kerbside charging,” he Sturmberg said.
According to the study, drivers in inner-city areas are often less likely to have access to garages or other off-street charging options than those in outer suburbs and regional areas.
Meanwhile, a recent study by Sydney’s Inner West Council found that about two-thirds of residents do not readily have access to off-street charging.
More chargers do not necessarily mean better access
The research points to challenges with the current approach to deploying kerbside infrastructure, where distribution network service providers (DNSPs) can have significant influence over potential charging locations.
A Melbourne trial involving CitiPower, Powercor, and United Energy assessed more than 448 potential sites, with more than 320 progressing to local council review. However, only 34 locations had received council approval for deployment at the time of the trial’s findings.
The trial identified the difficulty of balancing technical feasibility with customer demand, parking availability, local amenity and the requirements of different stakeholders.
Sturmberg said this demonstrated why the local environment and community should be central to planning decisions.
“Distribution network constraints are secondary,” he said. “The planning of charger deployments should therefore also place primary focus on local contexts, harnessing the insights of council to identify and consult on suitable spaces.”
Charger type and location can influence utilisation
Experience from three eastern Sydney councils. including Randwick, Waverley, and Woollahra, also suggests that simply increasing the number of charging points is not enough.
The councils operate more than 300 public charging ports, with about a quarter owned and operated directly by the councils. They report more than 150,000 charging sessions since 2019, while EV uptake in their area is roughly three times the NSW average.
This indicates that charger type can have a significant impact on utilisation.
Analysis of the councils’ network found pole-mounted 50 kW DC chargers could deliver as much as 40 times more energy than typical 22 kW AC chargers. Drivers may also receive less than the maximum 22 kW from AC chargers, depending on the vehicle.
Mr Sturmberg said the stronger utilisation of DC chargers was particularly notable.
“I think the thing that was striking was how much more popular the DC chargers are,” he said. “[P]eople use want to use them more … and then when they are being used, they’re then delivering four or five times more power.”
Dedicated spaces remain a key issue
The research also highlights the importance of ensuring charging infrastructure is paired with appropriate parking arrangements.
Installing a charger can be relatively straightforward once funding and technical requirements are resolved, but securing a dedicated parking space can take considerably longer.
Anthony Weinberg, regional environment program manager for the three eastern Sydney councils, said obtaining approval for a dedicated space could take six to 12 months.
“For us, it takes about, I would say, six to 12 months to get approved for the dedicated [parking] space next to that charger,” he said.
Dedicated charging bays also compete with other demands for limited kerbside space, including disability access and car-sharing services.
Even where dedicated EV spaces exist, enforcement can remain a problem. Non-EVs occupying charging bays – commonly referred to as being “ICE’d” – can prevent EV drivers from accessing the infrastructure unless councils have mechanisms to enforce parking restrictions.
Sam Kelley, electric vehicle project manager for the councils, said charging infrastructure needed to be considered a broader infrastructure priority.
“We’re pushing for an outcome that benefits everyone,” he said. “[That’s’] the right chargers, with the right parking in the right locations, and that literally just leads to happier residents, happier drivers and happier councils as well.”
Did you find this article interesting? Click the ‘heart’ button above to give it a like!
