EV Adoption Faces Bottlenecks as Experts Advocate for Local-Led Charger Planning
Bjorn Sturmberg, a senior researcher at the University of New South Wales, recently published a report arguing that kerbside electric vehicle (EV) chargers should be deployed like traffic lights, with local governments and communities determining priority locations to avoid black spots created by top-down planning by network operators. The report emphasizes that charging infrastructure must prioritize “local context,” considering resident needs and urban environments rather than relying solely on grid constraints.
Sturmberg criticized the current approach, where charger planning is often led by network operators in a manner similar to street lighting, overlooking community needs. For example, Sydney’s Inner West Council found that about two-thirds of residents lack access to off-street charging, highlighting the urgency of kerbside solutions. However, a trial in Melbourne involving CitiPower, Powercor, and United Energy assessed 448 potential charging sites, with only 34 approved after council review. The approval process involved complex considerations, including technical feasibility, parking availability, and community demand, far exceeding initial expectations.
The report recommends that charger planning should mirror traffic light deployment, with city governments and residents collaborating to ensure fair and effective resource allocation. The experience of Randwick, Waverley, and Woollahra councils in Eastern Sydney supports this approach. Since 2019, the three councils have built Australia’s largest public charging network, with over 300 charging ports delivering more than 150,000 charging sessions. Local EV adoption rates are roughly three times the New South Wales average, demonstrating the effectiveness of the local-led model.
DC Chargers Prove More Efficient, But Approval Processes Remain Cumbersome
Anthony Weinberg, regional environment program manager for Eastern Sydney’s three councils, noted that 50 kWh DC chargers deliver up to 40 times more energy than 22 kWh AC chargers and are more popular among drivers. Data from the City of Newcastle also shows that DC chargers have significantly higher usage rates than AC chargers, though approval processes remain excessively lengthy. Weinberg explained that while network operators can install up to two chargers per day, they must navigate multiple layers of council and state transport department reviews. Approval for dedicated parking spaces alone can take six to 12 months, requiring coordination with priorities such as accessible parking and car-share vehicles.
Enforcement of dedicated charging parking spaces also poses challenges. Sam Kelley, an electric vehicle project manager, pointed out that these spaces require council officers to patrol and enforce rules to prevent non-EV vehicles from occupying them (a practice known as “ICEing”) or drivers overstaying. Kelley stressed that kerbside charging should be treated as a national infrastructure priority, ensuring “the right location, the right charger, and the right parking space” to improve user satisfaction.
The Australian Energy Markets Commission (AEMC) is expected to release a draft determination for the federal government’s “Accelerating Electric Vehicle Charging Program” on September 24, which could shape future charging infrastructure policies. Despite EVs accounting for over 20% of new car sales in Australia in July, charging infrastructure bottlenecks persist. Sturmberg urged governments to integrate charger planning into urban traffic management frameworks, treating it like traffic light deployment with local government and community involvement to effectively eliminate black spots and accelerate EV adoption.
Local Governments Face Challenges in Enforcement and Resource Allocation
While Eastern Sydney’s three councils have established a substantial charging network, they continue to face multiple challenges. Approximately 25% of the charging ports are managed directly by the councils, with the remainder operated by private providers. Balancing resource allocation and usage efficiency has become a critical issue. Weinberg noted that a single car-share vehicle can meet the driving needs of as many as 10 private vehicles, suggesting that charger planning should prioritize integration with car-share and public transport systems.
However, approval processes and enforcement remain persistent pain points for local governments. Kelley highlighted the lack of effective enforcement mechanisms, leading to frequent misuse of dedicated charging spaces and undermining the rights of EV drivers. He recommended that governments adopt traffic light management models, incorporating chargers into urban infrastructure and empowering local governments to lead planning and enforcement to ensure fair distribution of charging resources.
As EV adoption continues to rise, the quality of charging infrastructure will directly influence public willingness to purchase electric vehicles. Sturmberg reiterated that charger planning should not be left solely to network operators but should instead be treated like traffic lights, with local governments and communities collaborating to eliminate black spots and accelerate the transition to electric vehicles.
