EV Ready Developments Final Report

EV READY
DEVELOPMENTS
ACT Planning Review and Reform Project
Prepared for ACT Government

December 2021
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EV Ready Developments - ACT Planning Review and Reform Project Page 2

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EXECUTIVE SUMMARY
The electric vehicle Charging occurs in non- Technical guidelines need The switch to EV's is better for
transition is inevitable service station locations to meet future needs the planet, individuals and the
EVs are expected to make up an In multi-unit dwellings (townhouses and Various levels of EV charging
community
increasing share of new vehicle apartments), retrofitting EV charging provision were examined for this
sales increasing from 2% in 2021 to infrastructure is more complex than in project. Benefits to consumers, property owners
at least 30% in 20301. In 20 years, it standalone houses with off-street and the community of being EV Ready
For new multi-residential include - cost savings drivers (equates to
is highly likely that virtually all new parking. Approximately 33 per cent of developments, the provision of one
passenger vehicles sold in Australia dwellings in the ACT are multi-unit or an $18,666 difference in running cost
EV Ready car parking space per throughout a person’s life), value uplift for
will be electric vehicles (EVs)2 with semi-detached5. dwelling is important to support the
many global car manufacturers property owners and greenhouse gas
The vast majority of charging occurs in EV transition.
committing to exiting the Internal emissions reduction ($1.5-4.5 billion to
homes, offices, workplaces and similar For commercial developments, a
Combustion Engine (ICE) market3. A 2050).
(non-service station) locations6,7. minimum requirement has been set
key factor is a predicted rapid Costs of installing EV Ready infrastructure
The provision of EV Ready development for light commercial vehicles, staff
decrease in battery costs by 39 per is much lower for new construction
standards for new developments is and fleet car charging.
cent between 2024 and 20304. ($1,700 - $2,500 per apartment) compared
therefore key to the rollout of EVs.
Recognising this trend, new to retrofitting into an existing building
regulations targeting the provision of ($2,500 - $8,000 per apartment).
EV charging infrastructure in new Planning for the transition during the
developments and retrofitting building phase of new projects to avoid
existing developments, are being future retrofitting costs for property owners
adopted globally. This aligns with the is critical.
ACT Government's proactively
planning policy which recognises the
future trends in vehicle ownership,
use, and charging.
Section 2 discusses EV Ready Section 3 makes recommendations Section 4 provides Section 6 evaluates the economic
development trends for legislative changes recommendations for technical value to the ACT of the proposed
guidance changes.
1. https://www.environment.act.gov.au/__data/assets/pdf_file/0007/1914802/electric-vehicle-charging-outlook-for-the-act-industry-guidance-2021.pdf
2. https://arena.gov.au/assets/2018/06/australian australian-ev -marketmarket-studystudy-report.pdf
3. https://www.abc.net.au/news/2021-11-10/which-cars-going-all-electric-and-when/100529330
4. Bloomberg Electric Vehicle Outlook, 2020
5. ABS Census, 2016
6. www.energy.gov/eere/electricvehicles/charging-home
7. https://ucsusa.org/sites/default/files/2021-03/federal-ev-charging-policy_1.pdf
KEY RECOMMENDATIONS
recommendations Reference
100% of units in a multi-unit residential development has an EV Ready parking space. Page 41
12 kilowatt hour (kWH) charging – for the minimum time allowance and energy for replenishing 64 km of EV travel in an 8 Page 41
Multi-Unit Residential
hour (off-peak) period.

Wiring capacity for 7 kilowatt (kW) AC charging per EV charger allowance to all townhouse/apartment parking spots. Page 41
Load management to be allowed for in all EV charger provisioning at switchboard. Page 41
. be
Where separate parking is required for motorbikes charging facilities (in the form of 10A socket outlets) will need to Page 32
allowed to accommodate future eclectic charging of motorbikes and scooters.
In bicycle parking areas, there will also be a need to provide some 10A socket outlets for charging . Page 32
10-20% of parking spaces in commercial development are EV Ready. Page 42

Commercial Development
At least one 22 kW (3 phase) non-load managed EV charger for Light Commercial Vehicle (LCV/ visitor) charging and Page 42
workplace (staff or fleet car) charging load managed to a minimum of 3.6 kW per EV charger.
LCV/ visitor 3 phase charging and workplace charging needs to happen during work hours. Page 32
Where separate parking is required for motorbikes charging facilities (in the form of 10A socket outlets) will need to be Page 32
allowed to accommodate future electric charging of motorbikes and scooters.
Bicycle parking areas in commercial developments (including workplaces and educational) would need 3 pin outlets for Page 32 and 42
charging.
Create consistency in the delivery of EV infrastructure across all new developments in the ACT. Page 37 and 38
Legislative change
DEVELOPMENTS
for NEW
Introduce planning controls to guide the delivery of EV infrastructure in new developments. Page 37 and 38
New developments will require amendments to the Parking and General Access Code to show EV Ready compliance Page 36 and 38
through a Statement Against Relevant Criteria.

KEY RECOMMENDATIONS
recommendations Reference
ACT Government could consider following changes – Page 58 and 60
▪ The Unit Titles (Management) Act 2011 uses the terms sustainability and utility infrastructure. while this term has likely
been selected to cover a range of infrastructure including solar panels, batteries, wiring, etc, identifying example
solutions within the definition of the term, including EV chargers.
▪ While s78 of the Unit Titles (Management) Act 2011 allows for owners corporations to pass on costs to owners as a
user pays, there may be a benefit in providing clearer guidelines specifically related to passing on costs of energy
usage through owners corporations.
Retrofitting EXISTING buildings
▪ The ACT could consider reviewing the Residential Tenancies Act 1997 to facilitate that on request by a tenant,. an
owner considers the installation of a dedicated BYO lead 7 kW EV charger or 3.6 kW minimum where a parking spot is
part of the unit/ townhouse. Where the supply is constrained below 3.6 kW, the owner would be required to upgrade
the electrical installation to enable it.
Owners corporations would benefit from – Page 64
• Supplementing the existing Access Canberra Owners Corporation guidance material to include specific information on
EV infrastructure to facilitate owners corporations to write and develop their rules that are tailored to their specific
requirements.
An incentive scheme, particularly with an additional tier for indigenous and low-income communities, is the recommended Page 70 and 71
option for targeted incentivisation of EV charging infrastructure retrofits. The incentive scheme could cover:
▪ EV Ready planning (including access to an EV Charging Advisory service with limited free consultations and advice)
▪ EV Ready infrastructure
▪ EV Ready chargers
▪ Additional incentives for vulnerable communities
An EV charger installation campaign could be rolled out to provide a fuller explanation of the attributes and advantages of Page 51, 52 and
Communic-
ations
electrifying all forms of transport. 53

Development of a stakeholder awareness campaign aimed at educating owners corporations and homeowners. Page 73 and 74

CONTENTS
Executive summary and key recommendations 4
1. Introduction 12
2. EV Ready developments in Australia and Internationally 19
▪ Case Studies Internationally 20
▪ Case Studies from Australia 23
3. Amendments to the ACT planning system 34
▪ The ACT planning system and regulatory review of EV Ready development 35
▪ Legislative change recommendations 38
4. Technical guidelines EV charging infrastructure 40
5. EV Ready retrofitting 54
▪ Barriers and solutions to retrofitting 55
▪ Incentives and awareness to encourage retrofitting 65
6. Economic analysis 75
Appendices 88

DEFINITIONS – WHAT DOES ‘EV READY’ MEAN?
Electric Vehicle (EV) ready means getting a building ready to accommodate future EV
charging. It involves making sure that a parking space includes appropriate wiring, a
covered outlet, and a final connection point for an EV charger.
Having EV Ready infrastructure pre-installed enables the easy installation of the Electric
Vehicle Service Equipment (EVSE), or charger as they are more commonly known,
when required by the owner or tenant.
With technology rapidly advancing and a variety of chargers on the market (some of
which only suit a specific make of EV) having EV Ready spaces instead of spaces
where an EV charger is installed is the most appropriate response to help make sure
that people are able to charge the EV's at home.
1 2 3
EV Capable EV Ready EV charging installed

Physical electrical conduits All electrical infrastructure EV Ready plus installation
& trays etc for future except the charger is of an EV charger
connection installed.
This project

ACRONYMS
This document seeks to use non-technical language however, when talking about making developments capable of charging Electric Vehicles (EVs) in the future it is
sometimes necessary to delve into some technicalities. For this reason the following definitions are useful when reading this document.
Acronyms Expansion Detail
Normal household/grid supply.

AC Alternating Current
Australian (and most grids) are 50 hertz (cycle from positive to negative 50 times per second)
BEV Battery Electric Vehicle See diagram 1 (Appendix C).
BYO lead Bring-Your-Own lead For use with socket type EVSEs (EV chargers)
AC and DC charging sockets combined into one. May be type 1 (North America) or Type 2 (most of rest of
CCS/CCS1/CCS2 Combined Charging System
world). See diagram 2 for pictures (Appendix C).
First recent era DC charge system. Designed by TEPCO and Japanese manufacturers.
CHAdeMO CHArge de Move
Now being superseded by CCS. See diagram 2 for pictures (Appendix C).
DC Direct Current Electrical supply from batteries. Electrical supply to EVs from Mode 4 EV chargers (=DC fast-chargers/DCFC).
DCFC DC Fast-Charger Mode 4 EV chargers where DC is supplied direct to the EV battery via separate DC pins in the charging plug.
Currently around thirty thousand DIN Standards, covering nearly every field of technology. Adopted in IEC
DIN module Deutsches Institut für Normung
standards. DIN module width is the width of a single slot for a circuit breaker. Equals 18mm.
The organisations that own and control the hardware of the distributed energy network such as power poles,
Distributed Network Service
DNSP wires, transformers and substations that move electricity around the grid. They also supply the electricity
Provider
meter.
AS/NZS4755 series: Demand response capabilities and supporting technologies for electrical products
DR4755 Draft of AS/NZS4755 Demand Response Framework and requirements for Demand Response Enabling Devices (DREDs) Parts of
the series are currently under review for updating.
DRED provides a method by which a controlling authority, most likely a power supply company, can limit the
Demand Response Enabling
DRED amount of power that an air conditioner can consume in comparison to its nominal full load power
Device
consumption.
Generic term covering Battery Electric Vehicle, Plug-in Hybrid Electric Vehicle, Hybrid Electric Vehicle and
EV Electric Vehicle
Fuel Cell Electric Vehicle.
Fixed or portable (plug-in) equipment for charging EVs. May be AC (modes 2 and 3) or DC (Mode 4). In this
EVSE / EV charger Electric Vehicle Supply Equipment report we use the colloquial term of EV charger rather than the more technically accurate term of EVSE. See
diagram 3 (Appendix C).
FCEV Fuel Cell Electric Vehicle See diagram 1 (Appendix C).
HEV Hybrid Electric Vehicle See diagram 1 (Appendix C).

ACRONYMS
Acronym Expansion Detail
ICE Internal Combustion Engine Traditional vehicles that combust fuel (eg petrol or diesel) to provide the motive force.
kW Kilowatt The measure of power. 1 kW = 1000 Watts
kWh Kilowatt hour Measure of energy use. 1000W of power used for one hour = 1 kWh
LCV Light Commercial Vehicle Commercial vehicles with a maximum mass of 3.5 tonnes
NMI National Meter Identifier The NMI is a unique 10 or 11-digit number given out to every electricity grid connection in Australia.
An open application protocol that allows EV chargers and central management systems from different vendors to
OCPP Open Charge Point Protocol communicate with each other. It is in use by a large number of vendors of EV charging stations and central
management systems all over the world.
Plug-in Hybrid Electric
PHEV See diagram 1 (Appendix C).
Vehicle
Often called a ‘Safety Switch’. Detects leakage current to earth and trips as 1/30,000th of an Ampere. (30 mA) This is
RCD Residual Current Device
below the normal electrocution threshold for humans and livestock.
Related term: Vehicle to Home. Used where V2H is used for apartment and commercial settings where power is
V2B Vehicle to Building
consumed on-site and not sent to the grid.
V2G Vehicle to Grid Power from the vehicle battery can be fed to the grid when requested by the grid.
V2H Vehicle to Home Power from EV is consumed on-site in the home and not sent to the grid.
V2L Vehicle to Load Power from the vehicle battery can power a connected device/appliance.
V2X Vehicle to something General term for V2G, V2H, V2B and V2L.
ZEV Zero Emission Vehicles ZEVs include battery electric vehicles and hydrogen powered vehicles.

GLOSSARY
Terms Detail
As defined by the Society of Automotive Engineers. (US centric). Defines levels of charging for single/two phase 120/240V systems as used in
Levels (SAE)
North America and parts of Japan. (Appendix C, diagram 5)
As defined by the International Electrotechnical Commission (EU based). Defines levels of charging for single/ three phase 208-240/380-415V
Modes (IEC)
systems as used in most of the world except North America and Japan. (Appendix C, diagram 3)
kWh rate offered in low demand times to encourage load shifting from high load times to smooth the needed output of the generation system
Off-peak tariff
and encourage electricity use at the best times to create grid stability.
“Right to charge” laws are a legal mechanism to provide residents within existing apartment buildings and other properties certainty that they
can install EV charging infrastructure without unfair disadvantage, provided that certain conditions are met to satisfy owner’s corporations
Right to charge (Refer to Page 56).
Note - The “Right to charge” does not apply in the ACT currently.
Single phase See diagram 4 (Appendix C).
Lead attached to a mode 3 or Mode 4 EV charger for plugging into an EV socket.
Tethered lead
Mode 3 EV chargers may be tethered lead or ‘BYO’. Note: DC chargers (Mode 4) are all tethered lead.
Three phase See diagram 4 (Appendix C).
First modern era AC electric vehicle charging plug. Single phase only. 5 pins – A, N and Earth plus two smaller communications pins.
Type 1
Sometimes called J1772.
Most common AC EV charge plug. Both single and three phase capable. Has 7 pins. 3 x active, neutral, earth and two communications pins.
Type 2
Sometimes called Mennekes.

01
INTRODUCTION
Chapter summary IN 20 YEARS 70%

1. Internationally the transition to EVs is well underway. all new passenger of charging will occur at
vehicles will be EVs in home4. Other studies
Australia1 suggest that 80-90% of
2. Australia will transition due to global factors. charging will occur at
home.
3. EV charging differs significantly from Internal
Combustion Engine (ICE) fueling.
39% CHEAPER 33% OF DWELLINGS
4. There is no ‘one size fits all charging solution’ with batteries in 2030 in the ACT are multi-unit or
standards still under development. compared to 2024, semi-detached which have
bringing down the overall additional complexities for
5. Electrical demand management for grids and cost of EVs2 EV charging3
buildings needs to be considered.
1. https://arena.gov.au/assets/2018/06/australian-ev-market-study-report.pdf
2. Bloomberg Electric Vehicle Outlook, 2020
3. ABS Census, 2016
4. EV Charging outlook for the ACT, 2021
THE GLOBAL TRANSITION TO EVS
Government targets to 100 per cent phase out of the sale or registration of new ICE cars (June 2021)
Internationally, the transition to electric

transport, including passenger vehicles, is
well underway. Coupled with legislated
dates for the end of new Internal
Combustion Engine (ICE) vehicle sales
beginning in 2025 (and moving Europe
wide by 2035) – Full-Battery Electric
Vehicle (BEV) sales are predicted1 in
Europe to reach 70% by 2030 and 100%
before 2035.
Other markets are following suit – even in
the US, it is already predicted that new
Electric vehicle (EV) sales there will reach
around 50% by 2030, with some US
states (California, Washington, New York,
New Jersey) already legislating end dates
for ceasing new ICE sales. Vehicle
manufacturers too are recognising this
technology shift and are announcing their
cessation dates for ICE vehicle
manufacture1,2.
The Australian Renewable Energy Agency
(ARENA) has identified that here in
Australia, it is therefore now inevitable that
with or without a policy at the national
level, within 20 years all new passenger
vehicles on the market in Australia will be Image Source: The International Council on Clean Transportation
full-battery electric vehicles3 (BEV).
1. The end of the road? An overview of combustion engine car phase-out announcements across Europe. International Council on Clean Transportation, 2020. https://theicct.org/publications/combustion-
engine-car-phase-out-EU
2. LGiU policy briefing paper. 28.09.21. Implications of the accelerating global shift to electric vehicles https://lgiu.org/briefing/implications-of-the-accelerating-global-shift-to-electric-vehicles/
3. https://arena.gov.au/assets/2018/06/australian-ev-market-study-report.pdf

THE TRANSITION TO EVS AND EV CHARGING IN AUSTRALIA
Towards decentralised vehicle charging Two models for vehicle energy acquisition are shown below to illustrate the
difference between the current ICE vehicle refuel model and the future EV
decentralised charging model. In both scenarios, there is somebody driving a
Coupled with this EV transition is a The EV Charging Outlook for the ACT car between location A (home) and location B (work). The current scenario
paradigm shift in the vehicle 2021 suggests that 70% of charging sees the driver needing to make a designated stop at a service station, while a
‘refuelling’ model. Instead of journey will occur at home. Other studies decentralised vehicle charging model sees the driver being able to charge at a
times needing to include an allocation have suggested that 80-90% of variety of locations without having to make a designated trip.
for visiting centralised refuelling charging could take place at home1,2.
centres, the vast majority of EV On top of this decentralised network Current ICE vehicle refuel model
recharging is done through a is an evolving smaller set of public
decentralised network of charging in hubs providing fast charging. These
▪ homes are being strategically placed to
▪ workplaces enable long-distance travel as well as
provide occasional fast-charge
▪ community hubs
opportunities around cities and
▪ including strip shopping areas suburbs.
▪ shopping centres
▪ parking areas and
= possible refuelling location
▪ tourist sites
EV Charging – not just for passenger vehicles Decentralised vehicle charging model
Provisioning for residential EV vehicles and promote other ‘lighter

charging must not be limited to footprint’ and ‘last mile’ forms of Library
considering the needs of just transport, planning for apartment
passenger vehicles. All forms of developments could include
transport will be electrified over the increased parking areas for motor
Shops
coming years – including scooters, motorbikes and bicycles.
motorbikes, motor scooters and These areas will also need power for
Home Work
bicycles. vehicle charging to be provided.
Given the push by many regions to = possible charging location Park
reduce the reliance on passenger
1. www.energy.gov/eere/electricvehicles/charging-home
EV Ready Developments - ACT Planning Review and Reform Project 2. https://ucsusa.org/sites/default/files/2021-03/federal-ev-charging-policy_1.pdf
Page 14
THE ACT’S COMMITMENT TO NET ZERO EMISSIONS NECESSITATES EV READY DEVELOPMENTS
Achieving net zero emission will require charging in Policy and legislation changes to deliver EV Ready
residential and commercial developments developments
The ACT Government has committed to becoming a zero-net emission territory Like most new policies, appropriate legislative levers are required for the zero-
by 2045, if not before. A range of incentives is currently in place to achieve this net emission policy to affect future development outcomes. The objective of
goal. Without significantly increased EV roll-out, it will be impossible for the requiring new multi-residential development and commercial buildings to be EV
ACT to meet its zero-net emission target by 2045. Ready and facilitating retrofitting of EV Ready infrastructure to existing
Breaking down the barriers to EV ownership is critical to the achievement of the development is of equal importance.
net zero emission target. Barriers include public perceptions, cost and places to
charge – Deeper thought is required on how to support the EV market, which is
continuing to mature, albeit at a rate that is difficult to predict with high
▪ Public perceptions of EVs – Public perceptions will change with time as accuracy. The focus, for now, must be to create an environment in which
people become more familiar with the technology. development is ready for EV charging infrastructure to be installed when
required, rather than unnecessarily burden the market with providing EV
▪ Cost – The cost of EVs will also be significantly cheaper by the mid-2020s chargers now when demand is low.
(for more see page 16 on the cost of batteries). However, the barriers to
“
charging are likely to still exist. 67 per cent of dwellings in the ACT are
freestanding, 15 per cent are multi-unit dwellings and 18 per cent are semi-
detached (ABS Census, 2016). It is essential that multi-storey residential Breaking down the barriers to EV
development, commercial development are constructed and retrofitted to be
EV Ready to keep up with the increase in EV vehicles over time. ownership is critical to the achievement
of the net zero emission target
EV USE WILL INCREASE SIGNIFICANTLY
What could the future of EVs look like in the ACT?
The lowering cost of batteries for EV vehicles will bring the cost of vehicles down, This scenario modelling shows that a ‘business as usual’ model will not lead to
but it is not known the impact that this is likely to have on the conversion of the the step-change required for the ACT to meet its commitment to become a net
ACTs vehicle fleet to EV. To illustrate a range of responses to lowering the cost of zero emission territory by 2045. However, business as usual is an unlikely
EVs, six scenarios have been modelled – scenario given the lowering cost of battery packs, which has a major impact on
1. Business as usual – Current sales rate of EVs continues. vehicle costs.
2. EV sales double each year. The Australian Electric Vehicle Market Study predicts that by 2030, with no policy
intervention by governments, 22 per cent of new vehicle sales in Australia will be
3. EV sales quadruple each year.
EVs and with moderate policy intervention, this could be as high as 49 per cent of
4. All end-of-life vehicles are replaced by EVs from 2025. new vehicle sales. Modelling with no intervention shows all new vehicle sales to
5. All new vehicles are EVs. be EV by 2046 and with moderate government intervention, this will come forward
6. Attrition rate (vehicles being de-registered) doubles from 2025 until all new to 20401.
vehicles are EVs. 1) Energeia, Australian Renewable Energy Agency (ARENA), and Clean Energy Finance Corp (CEFC),
‘Australian Electric Vehicle Market Study’ (Australian Renewable Energy Agency (ARENA), May 2018),
Potential EV Numbers registered in the ACT 2023 to 2050 – six scenarios

500,000
net zero emissions
by 2045 or before 385,000
400,000
Registered
- 39% vehicles in the
300,000 ACT by 2045
Cost of battery packs Cost of battery packs
2024 = $100/kWh 2030 = $61/kWh
200,000
Scenarios
100,000 1 2 3
4 5 6
-
2039
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
2036
2037
2038
2040
2041
2042
2043
2044
2045
2046
2047
2048
2049
2050
Page 16
Note: Cost of Battery Packs based on Bloomberg Electric Vehicle Outlook https://about.bnef.com/electric-vehicle-outlook/
THERE ARE FOUR TYPES OF BARRIERS TO EV OWNERSHIP/USE
There are a number of barriers to EV ownership in Australia, as represented on this page.
Four types of Barriers to EV ownership/use
COST PUBLIC PERCEPTIONS CHARGING AT HOME AND PUBLIC CHARGING

There is a considerable As with all new technology, there BUSINESSES Public charging will enable
discrepancy between the are several community At home chargers are relatively consumer confidence in EVs
purchase price of an EV and an perceptions about EVs that need affordable but not all dwelling until a commercial market is
ICE vehicle. The purchase cost to be overcome, these mostly types (e.g., multi-unit buildings) sustainable.
of EVs will come down when relate to the total cost of have the ability for charging
battery prices come down, which operation and myths about infrastructure to be installed
is predicted to be a significant torque (towing) and range. easily. Furthermore, electrical
amount between 2024 and 2030. infrastructure and management
The lifetime cost of an EV barriers exist for retrofitting
(purchase, operation and existing multi-residential and
maintenance) is already lower commercial buildings.
than an equivalent ICE vehicle.
Addressed with time To be addressed at a jurisdictional level

POLICY CONTEXT
There are a range of policy documents which effect the delivery of EV Ready developments in the ACT.
These are summarised as follows, particularly emphasising their relevance to EV Ready development.
Policy and Governance Transport Planning
The ACT Climate Change Strategy 2019 – The ACTs Transition to Zero Net Emissions At the moment the key planning documents which relate to
2025 sets out to Vehicles document commits to parking and development do not mention charging
infrastructure for EVs.
‘Encourage zero emissions vehicles by ‘Amend the Parking and Vehicle Access General
providing incentives [and] facilitating Code to require all new multi-unit and mixed-use
installation of charging infrastructure’ developments to install vehicle charging
infrastructure.’

02
EV READY DEVELOPMENTS IN
AUSTRALIA AND INTERNATIONALLY
Chapter summary Multi-Unit Residential Development Commercial Development
1. Only three Australian governments
have adopted planning policies and 100% 10-20%
standards for EV Ready Globally, the policy trend is to Globally, the policy trend is to
developments. require developments to have 10-20 per cent of parking
an EV Ready/capable parking spaces in commercial to be EV
2. The Australian Building Codes space Ready/capable
Board is drafting National
standards which are due for
release in 2022.
3. Some forerunner cities/countries 8 hrs SLOW 15 mins FAST

have gone ahead of national Charging infrastructure for slow Charging infrastructure for fast
/regional policies. charging. charging.
INTERNATIONALLY, WHO IS AT THE FOREFRONT OF EV READY DEVELOPMENTS?
This section analyses some global examples (although Many European Countries are individually setting
not exhaustive) of options to EV charging infrastructure targets for the rollout of EVs and the phasing-out of
requirements. ICE vehicles. Countries and cities have gone ahead of
When analysed, some options have been identified as regional/national/state-mandated requirements.
best practices, while others have been identified as E.g. The UK are stepping ahead with legislation that
being inadequate. Refer to Appendix A for details. The goes beyond the EU requirements. San Francisco
outcomes of this analysis and subsequent requires higher EV capable spaces than mandated by
recommendations are provided on the following pages. California State.
Canada: Vancouver, United Kingdom

British Columbia Norway: Oslo (now
Glasgow City superseded by EU)
Council
Salford City Council European Union

USA: California
San Francisco
LEGEND
Adopted policy changes for
EV Ready development
Drafted policy changes for

INTERNATIONALLY, WHO IS AT THE FOREFRONT OF EV READY DEVELOPMENTS?
Refer to Appendix A for details.
LEGEND
Drafted policy changes for United Kingdom 100%
EV Ready development EV Ready
Glasgow City 100%

Council Passive provision1
Salford City Council

100% 1 shared
EV CAPABLE parking
space
100%
EV Ready
Vancouver, British
Columbia Norway: Oslo (now 50%
superseded by EU) EV Ready
European Union 100%

EV CAPABLE
California 10% 1 shared
EV CAPABLE parking
space
San Francisco 100% 1 shared

EV capable parking
space
1. Passive provision denotes a combination of EV Ready up to the distribution board and EV capable beyond that.
INTERNATIONAL EV READY COMMERCIAL DEVELOPMENT REQUIREMENTS
Refer to Appendix A for details.
20%
United Kingdom
EV CAPABLE
Glasgow City 1 charge point

Council Per 1000 sqm
Salford City Council

10% - 20% 2% - 5%
Passive EV installed
Provision2
45%
EV Ready
Vancouver, British
Columbia
20%
European Union
EV CAPABLE
California 10%
EV CAPABLE
San Francisco 20% 10%

EV CAPABLE EV Ready
LEGEND
Drafted policy changes for

IN AUSTRALIA, WHO IS CONSIDERING EV READY DEVELOPMENTS?
In Australia, there are just three governments that Australian Building
have adopted planning policies and standards for Codes Board
(ABCB) National
EV Ready developments. Refer to Appendix A for
Construction Code
details.
(update due 2022)
Several other governments are investigating or
drafting EV Ready policies for apartment and/or
commercial development. The cities of Waverley
and Randwick are investigating controls and
incentives for retrofitting existing residential NSW
developments to be EV Ready due to their Likely to be
predominantly established apartment housing exhibited in late
stock. 2021/ early 2022
The Australian Building Codes Board is also
drafting the updated National Construction Code
(NCC) standards which are due for release in
2022. The Australian Building Codes Board is
City of
drafting National standards which are due for Parramatta
release in 2022. New provisions are being (Telopea Precinct)
proposed to enable Class 2, and 5 to 9 buildings
to be easily retrofitted with distributed energy (Draft for public
resources like photovoltaic (PV) panels, battery exhibition May
storage systems and EVs. The changes are 2021)
intended to “future proof” buildings for retrofitting Woollahra
and do not require EV charging equipment but are Municipal
designed to make it much easier to install such Council
equipment as EVs become more common over
the coming decades. City of
LEGEND Waverley
We also understand the NSW Government is
investigating EV Ready requirements at a State Investigating policy changes City of
policy level and are likely to be exhibited in late for EV Ready development Randwick
2021/early 2022. Moreland City
Drafted policy changes for EV Council
The four examples of policy that have been either Ready development
adopted or drafted (and publicly available as of
Adopted policy changes for City of Yarra
December 2021) are shown in greater detail on
the following pages. EV Ready development
EV Ready Developments - ACT Planning Review and Reform Page 23

Project
AUSTRALIAN EV READY MULTI-RESIDENTIAL DEVELOPMENT REQUIREMENTS
Refer to Appendix B for details.
25% 100%
EV Ready EV CAPABLE
National: Australian
Building Codes
Board (ABCB)
National Construction
Code
(update due 2022)
City of
Parramatta
(Telopea Precinct) 100%
EV Ready
(Draft for public
exhibition May 1 shared parking
2021)
space
Woollahra 100%
LEGEND Municipal EV Ready
Council
Investigating policy changes
for EV Ready development
Drafted policy changes for EV Moreland City 100% 1 shared parking

Ready development Council EV CAPABLE space
EV Ready development City of Yarra 100%
EV Ready

AUSTRALIAN EV READY COMMERCIAL DEVELOPMENT REQUIREMENTS
Refer to Appendix B for details.
10% - 20% National: Australian

EV Ready Building Codes
Board (ABCB)
National Construction
Code
(update due 2022)
City of Parramatta
(Telopea Precinct)
10%
(Draft for public EV Ready
exhibition May
2021)
Woollahra
10%
LEGEND Municipal
EV Ready
Council
Investigating policy changes
for EV Ready development
Drafted policy changes for EV

Moreland City at the discretion
Ready development Council of owner/ tenant
EV Ready development City of Yarra 20%
EV Ready

EV READY MULTI-UNIT RESIDENTIAL DEVELOPMENT – OPTIONS FOR THE ACT
four options that could be adopted in the act
Insights and opportunities

Parking spaces
At the forefront in Australia and internationally, there
is a trend towards either one of the following
▪ 100 per cent of parking spaces EV Ready or EV
Capable.
▪ 100 per cent of multi-unit dwellings have an EV
Ready parking space (noting that some dwellings
will have more than one space and subsequent
spaces do not have to be EV Ready). 100% of 100% of
3 ‘'Wash Bay'
▪ 100 per cent of multi-unit dwellings have an EV 100% of 2 dwellings dwellings 4
1 model’
Capable parking space. parking have an EV have an EV
Shared EV
One further scenario for EV Ready provision which spaces are Ready capable
Ready
needs to be considered is the ‘'Wash Bay' model’ be parking parking
parking
which sees - EV Ready space space
spaces
▪ A proportion of shared EV Ready parking spaces
which residents can book out for fast charging in a
similar way to how some residential buildings
have shared 'Wash Bay’s.
Slow fast
EV Capable or EV Ready requirements
Some governments are specifying EV Capable rather
than EV Ready. In some cases, EV Capable was
recommended rather than EV Ready infrastructure to
reduce costs for developers.
Providing cabling later will likely add cost/complexity Fast charging -
Slow charging -
at the time when cabling/EVSE infrastructure is 22 kW
7 kW AC charging per EV charger.
installed. Load management system
Load management system needed.
NOT practicable.
1. Energy Star, https://energystar.gov/sites/default/files/asset/document/ENERGY_STAR_Building%20Electric%20Vehicle-Ready%20Homes_OnePager.pdf

WHY THE 'WASH BAY' MODEL DOES NOT WORK FOR RESIDENTIAL DEVELOPMENTS
Charger Occupancy (2 car household)

Insight 100%
Charger Occupancy (10 h availability)

90%
Based on a two-car household, driving the ACT
average of 32 km/day, the figure to the right shows 80%
the relative amount of time per day (based on 10 70%
hours of available access time for charging) a
charger would be in use for three scenarios 60%
Each vehicle is charged once a day. 50%
Each vehicle is charged once per week. 40%

30%
Each vehicle is only charged from 10 per cent
to full as required. 20%
The graph shows at a low kW rating (less than 3.6 10%

kW) and/or a low number of chargers per dwelling, 0%
the demand for charging is unsustainable. Either
1 charger per dwelling, 1.6 kW charger
1 charger per dwelling, 3.6 kW charger
1 charger per dwelling, 7 kW charger

1 charger per 4 dwellings, 1.6 kW charger
2 chargers per dwelling, 1.6 kW charger
2 chargers per dwelling, 3.6 kW charger

1 charger per 4 dwellings, 7 kW charger
2 chargers per dwelling, 7 kW charger

high rated chargers (see solution 1 below) or at
least one charger per dwelling (see solution 2
below) is required for effective charging. Both these
options are far more expensive than other options
meaning that the 'Wash Bay' model is not viable.
Solution 1 - Higher wattage

chargers Both more
Additional Cost per-bay ➔ $ 9,000 expensive
No of chargers per household, kW rating
than other
Charge once per day Charge once per week Charge from 10 to 100 per cent
Solution 2 - more bays options on
page 26
More expensive equivalent of 100%
Average battery range 463 km. Average daily drive 32 km. Charger availability for use 10 hours per day
EV Ready stations
EV Ready Developments - ACT Planning Review and Reform Project

Page 27
EV READY MULTI-UNIT RESIDENTIAL DEVELOPMENT – OPTIONS ASSESSMENT
Accessibility to charging Ease of charging Ease of installation Cost of installation Time required to charge EV Outcomes / Risks
1
100% of
Convenient overnight
parking charging
Charging points may
spaces to not be needed if
be Every EV has access No waiting time Done at time of
Medium cost Demand
occupants do not
EV Ready to charging construction drive EVs.
management
Charging points
required for multi-unit
become obsolete
developments
2
100% of Convenient overnight Charging points
dwellings have Inconvenient if charging underutilised if
an EV Ready Every dwelling has
stacked parking Done at time of occupants do not
parking space access to charging
Demand managed 2 construction Medium cost Demand drive EVs.
lead EV chargers management Charging points
available. required for multi-unit become obsolete
developments
3
100% of Convenient overnight
charging Low risk
dwellings have
Infrastructure needs No access to Future proofs unit for
an EV Capable to be made EV charging till EV
Needs cabling etc.
Lowest upfront cost Demand installation at a later
parking space Ready Ready
installed with charger
management stage when demand
required for multi-unit arises
developments
4
Convenient fast
‘'Wash Bay' Waiting time depends Higher cost per High risk as difficult
Equal access to EV Dedicated circuits charging
model’ on no. of chargers charger and needs to set a schedule
charging via shared fewer chargers Difficult to load
Shared EV spaces.
and speed of
required.
dedicated bays (refer
manage fast charger
acceptable to all
Ready parking charging to page 27). users
spaces
Desirable Less desirable

COMMERCIAL DEVELOPMENT – OPTIONS FOR THE ACT
four options that could be adopted in the act
EV parking spaces required if development has a minimum of 20 parking spaces
Parking requirements
`
Standards for commercial developments are generally
around 10 - 20 per cent of parking spaces being
required to be EV ready. It is reasonable that overnight
commercial accommodation is considered separately
from other commercial developments and allow for
higher rates of overnight charging.
EV Capable or EV Ready requirements

1 Commercial 2 Commercial 3 Commercial 4 'Wash Bay'
10% of 20% of 100% of commercial model
Examples in Europe/USA have used a combination of
parking parking vehicle parking Shared EV Ready
EV Ready and EV Capable spaces. EV Capable spaces to be EV
spaces to spaces to be parking spaces
spaces are comparatively cost-effective to install in be EV EV Ready Ready
new builds however, retrofitting EV Ready spaces will Ready
be more expensive in the long run.
Councils in NSW that are promoting EV Ready

development are identifying that larger commercial Employee spaces
developments are already delivering EV infrastructure
beyond planning requirements due to market demand. fast Slow fast Fast
EV infrastructure is a marketing point for retailers in
attracting customers.
Existing developments
Existing commercial developments EV Ready parking Fast charging –

Fast charging – Slow charging – Fast charging –
requirements were not addressed by most 50 kW1
22 kW 7 kW AC per EV 22 kW
governments. However, the UK requires at least one no Load management
no load charger. Load Load management
charging point if there are more than 20 parking system
management system management system system NOT
spaces.
down to 3.6 kW practicable.
Note: In the case of Commercial Accommodation (Hotels and Serviced Apartments, etc) 100 per cent of spaces made available
for guests could be EV Ready with Slow charging (7 kW AC per EV charger. Load management system down to 3.6 kW)
EV Ready Developments - ACT Planning Review and Reform Project 1. Depends on battery size of the vehicle Page 29
COMMERCIAL DEVELOPMENT– 'WASH BAY' CONSIDERATIONS
Charger Occupancy (Employee car parks)

Insight 100%
Charger Occupancy (7.5 h availability)

90%
Using the same approach as on page 27, if 80%
workplace charging occurs, each vehicle will have
travelled (on average) 16 km, requiring 3.2 kWh of 70%
charge. 60%
The graph shows that at a low ratio of spaces to 50%
vehicles needing charging and/or a low power rating 40%
for the charger, the chargers would be fully occupied,
requiring a system of swapping vehicles to be 30%
arranged. 20%
Conversely, with a higher ratio of chargers to
10%
vehicles and/or a higher power rating the chargers
become generally unused. 0%
1 charger per 4 spaces, 7 kW charger

1 charger per 20 spaces, 1.6 kW charger


The optimal balance ranges between 1 charger per
20 spaces at 11 kW to 1 charger per 4 bays at 3.6
kW (noting that some vehicles cannot charge on AC
chargers above 7 kW).
Commercial operators will see a trade- No of chargers per space, kW rating
off between wattage and number of

Charge once per day
chargers provided Average battery range 463 km. One half of average daily drive 32 km. Charger availability for use 7.5 hours per day.

EV READY COMMERCIAL DEVELOPMENT – OPTIONS ASSESSMENT
Accessibility to Ease of Time required to
Type of charging Ease of charging Cost of installation Outcomes/ Risks
charging installation charge EV
1
Slow charging for
10% of cars.
Convenient
parking Waiting time
Higher cost per
workplace/ Charging points
spaces to First come first
Fast charging for
depends on no. Done at time of
charger and
commercial utilisation
be EV serve
heavy vehicles
of chargers and construction
dedicated bays.
charging depends on EV
Ready speed of charging Very Unlikely uptake
based on HV
usage forecast
Convenient
2 First come first
Slow charging for
workplace/
20% of serve –
cars.
commercial
parking proportionally Waiting time charging Charging points
spaces to more EV
Fast charging for
depends on no. Done at time of
Higher cost per
utilisation
be EV heavy vehicles charger and
charging spaces of chargers and construction Depends on depends on EV
based on heavy dedicated bays.
Ready so likely more speed of charging overall design uptake
vehicle usage
accessible including EV
forecast
chargers in load
3 calcs.
100% of
commercial Convenient fast
Charging points
vehicle parking charging /
All commercial Higher cost per utilisation
No waiting time Done at time of overnight
spaces to be EV vehicles have Fast charging for charger and depends on
as all vehicles construction charging
Ready access to EV heavy vehicles dedicated bays. commercial EV
have access No load
charging uptake
management
system required
4
Convenient fast
‘'Wash Bay' model’ Waiting time Dedicated charging High risk with
Equal access to Fast charging for
Shared EV Ready depends on no. circuits fewer Lower costs in Difficult to load high likelihood of
EV charging via cars and heavy
parking spaces shared spaces. vehicles
of chargers and chargers comparison manage fast periods of peak
speed of charging required. charger. demand
Note: Less desirable

Desirable
1. EV parking spaces required if development has a minimum of 20 parking spaces
2. Parking requirements for multi – use developments will be dependent on the parking allocations specific to the use.

REASONS FOR EV READY PROVISIONS
Multi-Unit residential developments Commercial developments
All housing being constructed now and into The ‘refuelling’ paradigm (see page 14) suggests a decentralised version of refuelling.
the future (as well as a sizeable proportion The most likely of these is workplace charging due to the frequency with which we
of existing housing stock) will ultimately attend our workplaces.
need to be fitted with EV charging facilities. Workplace charging needs to cater to three different EV charging needs:
Therefore, mandating the capacity to later
1. Vehicles owned by the business (includes passenger vehicles, LCVs and small
provide EV charging for all dwellings in new
trucks).
residential developments is required.
2. Opportunity charging for electric delivery vans and trucks belonging to others.
3. Providing workplace EV charging amenities for employees.
There is a push at the local and
State/Territory level to reduce reliance on EV chargers will therefore be needed for commercial premises.
passenger vehicles with the promotion of
‘lighter footprint’ and ‘last mile’ forms of Business EV charging needs to happen at the time required and there is less room for
transport. Where separate parking is shifting the load to times of low demand. Demand management needs to be applied
required for motorbikes charging facilities selectively to prioritise business charging over workplace amenity charging.
(in the form of 10A socket outlets) will need
▪ Only a limited number of charging points needs to be provided and the demand for
to be allowed to accommodate future
workplace charging will depend on the type of business. Some may wish to offer it
eclectic charging of motorbikes and
as a service to customers, others will limit it to employees only, etc.
scooters.
A suggested minimum would be one 22 kW (3 phase) non-load managed EV charger
for Light Commercial Vehicle (LCV)/ visitor charging and one single phase EV charger
In bicycle parking areas, there will also be a for employee workplace charging. For larger buildings, minimum EV charger
need to provide some 10A socket outlets provisioning could be increased, based on the building area or the number of
for charging – noting that some but not all employees.
of the electric bicycles currently on the
market have removable batteries that can
be carried up to a person’s dwelling for With the increasing uptake of heavy and commercial EVs, it may eventually be
charging. required that 100 per cent of parking for freight/ logistics/ commercial vehicles are EV
Ready.
▪ Three phase 22 kW AC generally enables full overnight charging and relatively
quick top-ups during the day if required.
▪ EV charging installation will greatly benefit from individualised advice.
Bicycle parking areas in commercial developments (including workplaces and

educational) would need 10 A, 3 pin outlets for charging.

SHARED EV READY PARKING SPACES – PRACTICAL AND EQUITY ISSUES
Shared EV Ready parking spaces and visitor parking spaces in multi-unit developments and
townhouses are not recommended based on a range of practical and equity issues associated with this
model.
Issues with shared EV Ready parking spaces
Slow
ICE
P
ISSUES WITH CHARGER Challenges of No overall benefits of Competing parking Potential for conflict
SITES attributing costs to shared EV Ready spaces demands
individual users
Visitors/ residents may EV charging in shared Long term visitors would Extended parking in visitor Extended parking in
accidentally ‘ICE’ the parking spaces would have access to their host’s spaces for EV charging shared visitor spaces can
visitor / shared parking pose challenges for the charging points, while could also reduce the cause conflict.
spaces (park an ICE owners corporation to short term visitors would efficiency of visitor parking
not benefit from the low- to accommodate other The most efficient use of
vehicle in an EV charging manage costs. Visitors shared EVSEs might
spot) or residents may using these spaces for power and time- incoming visitors,
consuming charging. competing with parking require drivers to regularly
block visitor EV parking charging causes costs for move their vehicles at odd
space. the owners corporation spaces.
times - which is
and not to individual hosts. inconvenient and will
cause difficulty as to how
to fairly share the
inconvenience and/or lead
to arguments.

03
AMENDMENTS TO ACT
PLANNING SYSTEM
Chapter summary
1. Requirement for EV infrastructure in new The current planning system is undergoing substantial review which this report will feed into.
multi-unit residential and commercial This section looks at and makes recommendations based on the existing practices.
development is not covered under any
existing ACT Planning Codes. THREE key steps
for amending the ACT planning system
2. Updating the relevant Planning Codes to for EV Ready developments
include EV Ready Development
requirements would require
1.
demonstration of compliance to the 2. 3.
Code through the Statement Against Create consistency in
the delivery of EV Introduce planning Confirm that
Relevant Criteria. controls to guide the development
infrastructure across all
new developments in the delivery of EV applications demonstrate
ACT. infrastructure in new consistency with new
3. The installation of electric vehicle developments planning controls
charging points is identified as exempt
development under Schedule 1 of the
Planning and Development Regulation
2008.
REVIEW OF EXISTING ACT POLICIES - TERRITORY
The Territory Plan
The purpose of the Territory Plan is to manage land-use change and Planning and Development Act 2007
development in a manner consistent with strategic directions set by the ACT The Planning and Development Act 2007 establishes the ACT planning
Government, Legislative Assembly, and the community. It must not be authority, legal planning framework for the Territory, and the requirements of the
inconsistent with the National Capital Plan. Territory Plan. The Act also sets out the requirement for a “planning strategy for
There are three types of codes in the Territory Plan the ACT that sets out long term planning policy and goals to promote the orderly
and sustainable development of the ACT, consistent with the social,
environmental and economic aspirations of the people of the ACT”.
Precinct Codes Development General Codes

apply to Codes relate to any Planning and Development Regulation 2008
individual apply to a kind of The Planning and Development Regulation 2008 set out the process and
suburbs or specific zone or development documentation requirements for the assessment of development applications in
geographical type of across any of the code, merit, or impact track, as well as arrangements for leases and
areas development the zones licences.
The Regulation also sets out works that are exempt from the approval process.
For example multi- The installation of Electric vehicle charging points is identified as exempt
For example the for example the Parking
unit residential or development under Schedule 1 of the Planning and Development Regulation
City Precinct and Vehicular Access
commercial 2008. while this pathway exists, it is voluntary and does not mandate new
General Code development to be EV ready.
If there is any inconsistency between applicable codes, then the Precinct Code
will always take precedence over the Development Code, which in turn will take
precedence over the General Code.
The Territory Plan codes are divided into rules and criteria.
Insights
The requirement for EV Ready developments or EV infrastructure is not

Criteria
Rules covered under any existing ACT Planning Policies
provide the qualitative controls for
provide definitive controls for ▪ The National Capital Plan does not contain any existing requirements
development. Development may be
development. If a provision contains for EV Ready development or infrastructure.
considered against criteria if the
only a rule without any applicable
corresponding rule has not been met, ▪ The Territory Plan does not contain any existing requirements for EV
criteria, then the rule is mandatory.
or if there is no applicable rule. Ready development or infrastructure.
The installation of EV infrastructure is identified as exempt development
The Territory Plan does not contain any existing requirements for EV Ready under the Planning and Development Regulation 2008.
development or infrastructure.

DEVELOPMENT ASSESSMENTS IN THE ACT
Development application ‘tracks’ Development application requirements
Development applications are assessed in different tracks depending on the The Environment, Planning and Sustainable Development Directorate has set
zone and the type of development. out the ‘minimum documentation requirements for lodgement of a development
application. All development applications must include a Statement Against
Relevant Criteria, which addresses all relevant codes (and requirements of
entities referred to in the Territory Plan) of the Territory Plan.
Should the relevant Planning Codes be updated to include requirements for EV

Ready Developments development applications, it would need to demonstrate
1 2 3 compliance in a Statement Against Relevant Criteria. This process is preferable
to requiring EV Ready parking infrastructure as a condition of a permit as it
allows for the infrastructure to be planned for at an earlier stage of the process
and provides more transparency to developers/applicants.
Merit Track
Code Track
Impact Track
Simpler Most For
developments developments, developments
that meet all the including that may have a
relevant rules in varying a lease, major impact on
the Territory multi-unit and the
Plan. commercial environment.
developments,
and single
houses.
Insights
An update to relevant Development Codes would require development

applicants to show compliance to the Code through their Statement
Against Relevant Criteria, in a similar manner to showing documentation
relating to other parking and transport impacts.

EV READY DEVELOPMENTS IN THE ACT PLANNING SYSTEM
Barriers What can be adopted in the act?

Lack of Imperative in the ACT Planning System
▪ New requirements for EV Ready development
▪ The Territory Plan currently contains no requirements for EV Ready development, or development could be established in existing development
codes requiring minimum standards. This means that EV Ready development is currently a codes with clear qualitative rules/ criteria.
voluntary implementation.
▪ New qualitative rules could be incorporated in
Developer resistance due to perceived cost appropriate codes in the new Territory Plan.
▪ The ACT Government could be prepared to experience industry resistance, identifying the ▪ The drafting of development codes/ policy could
requirement for new development to be EV Ready is cost-prohibitive due to a perceived be as clear and simple as possible, with high-
requirement for a significant increase in electrical capacity and associated costs of electrical level objectives and minimum capacity
infrastructure. requirements only. Technical requirements could
be captured in other guidelines (refer to example
Perceived lack of market demand draft provisions prepared by City of Parramatta
on page 39 and Appendix H for recommended
▪ The ACT Government could be prepared to experience industry resistance, identifying it is unfair amendments to the Parking and Vehicular
or unrealistic to require the delivery of EV development when there is no market demand. This Access General Code of the Territory Plan).
overlooks the reality that developments being constructed now will have a lifespan that extends
beyond the adoption of EVs over the coming decades. ▪ Other jurisdictions have worked with developers
to review assumptions and successfully used
Increase in house prices evidence to de-bunk myths or concerns raised
related to increased development costs or lack
▪ The ACT Government could be prepared to experience industry resistance, identifying the of market demand. This includes independent
increase in development costs due to being EV Ready will result in significant impacts on housing reviews of cost estimates, which has revealed
affordability. This is despite economic modelling and development cost modelling indicating this cost estimates are inadvertently more than twice
could not be the case. the actual costs of delivery. This approach could
be adopted by the ACT.
Overly Prescriptive Controls
▪ The ACT Government could be prepared for industry feedback focusing on overly prescriptive
detail, designed to cloud decision making.

LEGISLATIVE CHANGE - RECOMMENDATIONS
1. 2. 3.
Create consistency in the Introduce planning controls Confirm that development
delivery of EV infrastructure to guide the delivery of EV applications demonstrate
across all new infrastructure in new consistency with new
developments in the ACT. developments planning controls
The ACT Government could engage with The ACT Government could introduce new The ACT Government could confirm that
the National Capital Authority to make planning controls to guide the delivery of EV all new development applications for
sure that there is consistency in the infrastructure in new multi-unit residential and multi-unit residential and commercial
delivery of EV infrastructure across the commercial developments. These new planning uses provide a Statement Against
ACT. The ACT would benefit from a controls could be inserted into the relevant Relevant Criteria. This document could
consistent approach and expectation in existing Commercial Zones Development Code, demonstrate consistency with the new
the delivery of EV infrastructure in new Multi Unit Housing Development Code and planning controls contained in the
multi-unit residential and commercial Parking and Vehicular Access General Code of reviewed Territory Plan relating to EV
developments on both Designated land the Territory Plan as part of the Territory Plan infrastructure (as outlined in
as well as Territory land. review, respective of the unique requirements for Recommendation 2).
each development typology. Alternatively, the ACT Government could
The new planning controls could: consider introducing a new requirement
to provide an EV infrastructure report
▪ Contain clear and simple objectives that outline
and/or plan with all new development
the goals that the control seeks to achieve.
applications for multi-unit residential and
▪ Contain clear and simple controls that quantify commercial developments assessed in
the minimum requirements to achieve the code, merit, or impact track, which
compliance. provides sufficient detail to demonstrate
▪ Contain references to a technical guideline that consistency with the new planning
provides detail on delivery of infrastructure controls contained in the Territory Plan
dependent on development type and scale. relating to EV infrastructure (as outlined
in Recommendation 2).
The ACT Government could work with relevant
industries, agencies, and community
representatives to test and review the new
planning controls to confirm they are fit-for-
purpose.

LEGISLATIVE CHANGE - EXAMPLE TEXT
The City of Parramatta Council has recently introduced new planning Draft Development Control Plan –
controls requiring the delivery of EV infrastructure at the Telopea Precinct. Telopea Precinct, Parramatta City Council
This example planning control is presented as it provides clarity without Objectives

being overly prescriptive and provides flexibility for new technology O.1 To recognise the positive benefits of increased electric vehicle adoption on
solutions to be adopted. This approach provides a similar urban amenity including air quality and urban heat.
performance/outcomes-based control as what is being developed by the O.2 To ensure new development in Telopea provides the necessary infrastructure to
ACT Government through the ACT Planning Reform. support the charging of electric vehicles.
O.3 To minimise the impact of electric vehicle charging on peak electrical demand
requirements.
Controls
C.1 All apartment residential car parking must:
a) Provide an EV Ready Connection to at least one car parking space per dwelling.
b) Provide EV Distribution Board(s) of sufficient size to allow connection of all EV
Ready Connections and Shared EV connections.
c) Locate EV Distribution board(s) so that no future EV Ready Connection will
require a cable of more than 50 metres from the parking bay to connect.
d) Provide adequate space for the future installation (post construction) of compact
meters in or adjacent to the EV Distribution Board, to enable the body corporate to
measure individual EV usage in the future.
e) Identify on the plans the future installation location of the cable trays from the EV
Distribution Board to the car spaces allocated to each dwelling that are provided a
Future EV connection, and to make spatial allowance for it when designing in other
services.
C.2 All car share spaces and spaces allocated to visitors must have a Shared EV
connection.
C.3 All commercial building car parking must provide 1 Shared EV connection for
every 10 commercial car spaces distributed throughout the carpark to provide
equitable access across floors and floor plates.
C4. The bicycle storage facility is to include 10A e-bike charging outlets to 10% of
spaces with no space being more than 20 metres away from a charging outlet.
Note: The ‘Objectives’ establish the expected outcomes of the control. The ‘Controls’ Chargers are to be provided by the owner.
contain quantitative criteria but deliberately avoid being overly prescriptive, to allow for the
market to adjust as technology changes.

04
TECHNICAL GUIDELINES FOR EV
CHARGING INFRASTRUCTURE
Chapter summary Multi-Unit Residential Development Commercial Development
1.100 per cent of dwellings to have at least 1
charging spot per dwelling is important to support 100 PER CENT 22 kW/3.6 kW
the EV Transition. Capacity to charge the At least one 22 kW (3 phase)
equivalent of double the non-load managed EV charger
2.A minimum electrical capacity in main for LCV/ visitor charging and
average ACT daily
switchboards and incoming supplies must be workplace (staff or fleet car)
commute (32 km) at one
included in the design stage. charging load managed to a
parking spot per unit.
minimum of 3.6 kW per EV
3.Charging speed and installation cost becomes a
charger.
barrier to making the move to electric transport.
8 hrs 12 kWH
4.Dynamic load management of EV chargers is The suggested minimum time
needed to keep within apartment and workplace allowance and energy for LCV/ visitor 3 phase charging
development electrical capacity. replenishing 64 km of EV now and workplace charging needs
travel in an 8 h (off-peak) to happen during work hours.
period.
SUMMARY OF MINIMUM TECHNICAL REQUIREMENTS - RESIDENTIAL
The following themes of provisioning, performance, wiring provision and load
management are discussed in greater detail on the following pages.
PERFORMANCE PROVISIONING WIRING PROVISION LOAD MANAGEMENT

Townhouses Townhouses / Apartments Townhouses Townhouses
Capacity to deliver a ▪ 100% of all townhouses and Wiring installed from EV charger position to Either by lower capacity EV charger
minimum of one full charge units to have provision for one individual switchboard, but not connected. or up to 7 kW with DNSP
in any 24 h period. (60 AC EV charger point per living management.
kWh). unit. ▪ Space for double-width circuit breaker to be Note: DNSP control requirements
allowed for in switchboard. and control outside the scope of this
Apartments ▪ Wiring capacity for 7 kW AC project.
charging per EV charger Apartments
Capacity to deliver a allowance to all Apartments
minimum of 60 km charged townhouse/apartment parking ▪ EV chargers to be supplied from dedicated
per off-peak block per EV spots. distribution boards installed on each car park ▪ On-site, centralised load
charger (12 kWh). level (NOT supplied from individual unit management through EV charger
▪ Load management to be switchboards). supply being via communal
allowed for in all EV charger power.
provisioning. ▪ Distribution boards and associated sub-mains
and EV charger circuit breakers to be installed ▪ Billing system to EV charger
at the time of building and sized to meet users due to the centralised load
minimum specified requirements for ‘EV Ready’ management and power
developments. provision approach.
▪ Cable trays and conduits along with the ▪ Suggest that preference be given
individual EV charger power and load to EV charger and load
management data cabling from EV charger management systems that allow
distribution boards to individual parking spots to for future DNSP load
also be installed at the time of building. management.

SUMMARY OF MINIMUM TECHNICAL REQUIREMENTS - COMMERCIAL DEVELOPMENTS
The following themes of provisioning, performance, wiring provision and load management are discussed in greater detail on the following pages.
PERFORMANCE PROVISIONING WIRING PROVISION LOAD MANAGEMENT

Utility/delivery/visitor - ▪ Wiring capacity for 22 kW ▪ EV charger distribution boards and ▪ 22 kW EV charger not to be
Capacity to deliver 22 kW to charging to two locations in associated sub-mains and EV load managed. Incoming
three phase EV chargers at warehouse/commercial charger circuit breakers to be supply to be sized to provide
any time for LCV/ visitor premises. (Second may be installed at the time of building and this.
charging. connected to one, two or sized to meet minimum specified ▪ 7 kW EV charger/s to be load
three single phase EV requirements for ‘EV Ready’ managed to a minimum of 3.6
Workers - 3.6 kW minimum chargers). developments. kW. Supply to be sized to
at any time to single phase ▪ Load management to be ▪ Cable trays and conduits along with provide a minimum of 3.6 kW
AC EV chargers. allowed for in all EV charger the individual EV charger power and to single phase EV chargers.
provisioning. load management data cabling from
▪ EV space and charging EV charger distribution boards to
allocation need to expand to individual parking spots to also be
include motor scooters, installed at the time of building.
motorcycles and electric
bicycles.

RECOMMENDATIONS FOR NEW BUILDS
The electrical requirements for different scenarios ranging from minimal to the best options of EV installation deployment in multi-unit
residential and commercial is listed below –
Development type
Scenario
Townhouse Apartment Commercial/warehouse
▪ Wired to the individual unit switchboard. ▪ Some public spots1 at 32A/7 kW. ▪ Some public spots1 at 32A/7 kW.
Minimalist ▪ Conduit or cabling for 20A circuit/15A outlet. ▪ Wired to public board. ▪ Wired to public board.
▪ 20A breaker allowance (space and load). ▪ No load management. ▪ No load management.
▪ Wire to individual unit switchboard.

▪ Wire to individual unit switchboard. ▪ One 7 kW EV charger spot per tenant.
▪ Conduit or cabling for 20A circuit/10A outlet.
Basic ▪ 32A cabling (6mm2). ▪ Wired to individual unit switchboard.
▪ 16A breaker allowance.
▪ 20A breaker allowance. ▪ No load management.
▪ No load management.
▪ Wired to car park EV charger board/s.

▪ One 22 kW EV charger spot per tenant.
▪ Wire to individual unit switchboard. ▪ Conduit or cabling for 20A circuit/15A EV
▪ Wired to individual unit switchboard.
Better ▪ 32A cabling (6mm2). charger.
▪ Load managed EV charger (NB: site
▪ 32 or 40A breaker allowance. ▪ Load managed EV chargers based on
specific as to how this is done).
building demand.
▪ One 22 kW EV charger spot per tenant

▪ % of allocated tenancy spots with 7 kW
▪ Wired to car park EV charger board/s.
▪ Wire to individual unit switchboard . EV chargers.
▪ Conduit or cabling for 32A circuit/32A EV
▪ 32A cabling (6mm2). ▪ Wired to individual unit switchboard
Best charger.
▪ 32 or 40A breaker allowance. ▪ Load managed EV chargers (NB: site
▪ Load managed EV chargers based on
▪ Controlled load circuit from meter. specific as to how this is done).
building demand2,3.
▪ Solar PV required to mitigate daytime
EV load2,3.
Notes:
1. Example: one development advertises '5 shared EV chargers in public spaces' as making a 200 unit development 'EV Ready'. https://www.urban.com.au/news/vic/pace-of-blackburn-apartment-complex-
to-have-ev-charging-stations
2. Addition of solar PV can allow significant increases in EV charging capacity during the day. Demand management systems could then be configured to include solar input as part of excess supply
capacity.
3. EVs can be used as loads in the first instance to soak-up excess solar production in lieu of installing building battery systems.

LOAD MANAGEMENT
EV chargers are still relatively ‘dumb’. Some models are capable Without Load Management
of demand management at a building level, but none are yet
capable of DNSP control beyond smart meter controlled-load
on/off capability.
Effectively, on-site load management is the only currently
available option due to more nuanced off-site DNSP load
management communications and devices still to be decided
upon. State and Territory energy ministers have agreed that EV
charger compliance with DNSP load management should be in Resulting in
place by July 1, 2026.
Uneven distribution of vehicle charging load (plus other building electrical
requirements may not be fulfilled)
As a result, the combination of slow EV uptake in Australia and
the yet to be settled demand management control protocols
makes mandating actual EV charger installation well ahead of
their potential use poses a costly and potentially retrograde step.
With Load Management
Building level
Some Open Charge Point Protocol (OCPP) EV charger Load
Management Systems use proprietary software versions that will
only work with EV chargers of a particular brand. Legislation
should look at mandating the use of open access OCPP systems.
This will allow the installation of a broad choice of EV charger
models and types by consumers, rather than let developers
choose systems that limit EV charger choice to a particular brand
or model. Resulting in
Even distribution of vehicle charging load. At peak times, distribution of electricity
The following page puts forward a rationale for performance will prioritise other uses (such as air conditioners, cooking, etc)
including demand management should be managed in multi-unit
residential developments and commercial/warehousing
developments.

RATIONALE FOR PROVISIONS – APARTMENT
Electrical provisions and their rationale are summarised below
Component Provision Rationale
Circuit provision layouts, ▪ One EV charger distribution board per car park level with main switch and sub- EV chargers in multi-story apartment blocks
mains installed. should be fed from specific EV charger
sources and installation ▪ EV charger distribution boards sized to allow for circuit breakers to all vehicle distribution boards on each car park level.
parking positions. They should NOT be fed from individual
▪ Board current-carrying capacity to be based on minimum ‘EV Ready’ living units. The underlying reasons are
definitions. Cable trays, conduits etc. to be installed during construction. safety, load management, route length and
▪ Wiring for power and data beyond the EV charger distribution board is NOT to derating and equity of access and cost.
be installed until requested. Refer to page 49 for more information.
▪ Wiring for individual EV charger to be capable of a maximum of 7 kW and load
managed down as required.
▪ Developer to determine best load management system for EV chargers at the
design stage, but system need not be installed until EV charger installations
commence to allow for obsolescence if EV charger installations are slow to
begin.
▪ Plan for EV chargers and their control to be approved by building inspecting
authority and DNSP.
▪ EV charger plan to be lodged with the owners corporation for approval
and implementation when appropriate.
Metering requirements1 ▪ Separate distribution board and supply to different units. Individual metering of EV charger circuits is
▪ Billing systems are required. required to enable separate EV charger
▪ Calibration and approvals required – NMI pattern metering must be used where billing. Meter location to be determined by
payment is expected for measured electricity. DNSP. (Most likely to be co-located with EV
charger distribution board).
1. If operating a building or site with multiple meters and use sub-meters for billing, these sub-meters must be pattern approved and verified.

RATIONALE FOR PROVISIONS – TOWNHOUSE
Circuit provision layouts, ▪ Cabling should be rated for carrying a 7 kW load during ▪ The additional cost of cable for a 7 kW load is in the
sources and installation construction with ends safely terminated. range of only a few dollars extra a metre over the
▪ To install the power cabling, but not connect it. minimum size for a 15A load.
▪ Circuit breaker should not be installed at this time. ▪ Similar cost to install conduits for later draw-in of a wire
as to install cabling.
▪ Connected load and DNSP load control requirements
for EV chargers may change before an EV charger is
installed.
Metering requirements1 ▪ Could be a controlled-load circuit for EV chargers. DNSP issue and outside of the brief for this project.
Note : Qld requirements are for a 20A maximum EV
charger if it is not on a controlled-load circuit.
1. If operating a building or site with multiple meters and use sub-meters for billing, these sub-meters must be pattern approved and verified.

RATIONALE FOR PROVISIONS – COMMERCIAL AND WAREHOUSE
Circuit provision layouts, Minimum ▪ Electric dual cab utilities and LCVs
▪ To install conduit/s from the warehouse/commercial premises switchboard to the are generally fitted with three phase
sources and installation best location/s for delivery vans to access while delivering or loading. AC chargers of either 11 or 22 kW.
▪ The conduit/s must be big enough to accommodate three phase cabling. ▪ At 22 kW, charging rates of around
▪ Install conduit for later installation of at least one workplace 7 kW minimum 100 – 150 km range per hour can be
charger. achieved.
▪ EV charger connection, metering and
Recommended load management system designs for
▪ Include additional conduits to car park locations associated with that premises if warehouse/commercial developments
they are likely to be difficult to access to install wiring after completion of the should be site-specific and need to
development. meet a set of performance
requirements rather than be designed
to specified criteria.
Metering requirements1 Warehouse: A proportion of commercial EV charging

▪ Follow the pattern of Townhouses with the suggested non-Demand Managed needs to occur during business hours.
three phase LCV/ visitor charging EV chargers wired back to the individual Metering and load management systems
tenancy board along with the Demand Managed employee workplace charging need to cater for this.
units positioned in the parking spot/s belonging to that tenancy.
Shared commercial:
▪ EV charger installations would necessarily follow the lines of Apartments and be
fed from communal power, have centralised EV charger load centres and overall
building level Demand Management system control.
1. If operating a building or site with multiple meters and use sub-meters for billing, these sub-meters must be pattern approved and verified

COST ALLOCATIONS
Cost allocations of EV infrastructure components in an EV capable and EV Ready scenario are summarised below. Refer to details in the Appendix D.
EV capable EV Ready
Developer Owner Developer Owner
▪ Wiring & load sizing of switchboard ▪ EV charger & circuit ▪ Wiring, load sizing of switchboard (inc mains) &
Townhouse EV charger
(inc mains). breaker. breaker.
▪ Wiring & load sizing of switchboard

▪ Wiring & load sizing of switchboard (inc mains).
(including mains).
▪ Wiring to EV charger Distribution Board.
▪ Wiring to EV charger Distribution
▪ Circuit breaker. ▪ EV charger Distribution Board with all EV charger
Multi-unit Board (DB).
▪ ‘last mile’ of cabling. circuit breakers. EV charger
residential ▪ Cable trays & conduits to EV charger
▪ EV charger. ▪ Cable trays and conduits to EV charger position.
position.
▪ Wiring to EV charger position.
▪ (later) EV charger demand
▪ EV charger demand management and billing system.
management and billing system.
▪ Wiring & load sizing of switchboard.

▪ Wiring to EV charger Distribution Board.
▪ EV charger Distribution Boardboard with all EV
▪ Wiring & load sizing of switchboard. ▪ Circuit breaker
charger circuit breakers.
Commercial ▪ Wiring to EV charger Distribution ▪ ‘last mile’ of cabling. EV charger(s)
▪ Cable trays and conduits to EV charger position.
Board (if required). ▪ EV charger/s.
▪ Wiring to EV charger position.
▪ (If required) EV charger demand management and/or
billing system.

EV CHARGER PROVISIONING FOR APARTMENT BLOCKS
EV charger provisioning for apartment blocks will entail significant design work so that the demands of a future 100% BEV future can be catered for. At the design
stage, allowances and additional costs for the electrical provisioning will be significantly less (50 – 80%) than were it to be retrofitted at a later date.
EV chargers in multi-story apartment blocks should be fed from specific EV charger distribution boards on each car park level. They MUST NOT be fed from individual
living units. The reasons are as follows:
SAFETY LOAD MANAGEMENT ROUTE LENGTH AND DERATING EQUITY OF ACCESS AND COST
▪ In the event of a fire or Management of building load ▪ AS/NZS 3008.1.1-2017 defines the ▪ Some units may be unable to provide
damage to an individual EV needs to be done at the level of current carrying capacity for cables in an electrical supply to their parking
charger or its isolator, it is the incoming supply and not at different installation conditions and the position either because:
important to be able to safely the level of an individual unit. length of the run. - it is impossible to access or
isolate power to an area or This is much easier to do if all ▪ A well-placed distribution board for EV - the route length is too long.
individual EV charger quickly EV chargers are centrally chargers in a car park will create the ▪ Costs would vary considerably
and effectively. This cannot controlled from a single source. shortest possible length of run in the between a unit directly above its
be done if an EV best possible conditions for each EV parking position and one that is many
charger must be traced back charger. floors away requiring core drilling of
to its originating unit, the unit ▪ The alternative of running cables to multiple floors if other units have
entered and the EV EV chargers from individual units can already fully utilised the existing
charger supply isolated. result in over-long runs causing penetrations.
derating of the EV charger supply ▪ Unregulated drilling and similar access
▪ If all the EV chargers on a cable and either the need to increase creating works can compromise fire
floor are controlled by a the size of cable (adding cost) or barriers, facilitate water entry and/or
single board on that floor, it is causing the lowering of the output to create structural defects.
much quicker to be able to match the derated current rating of the ▪ First-movers with EV chargers wired to
either isolate them all at once cable. EV charger supply cables may their units will take up all excess
or identify and isolate an also trigger a need to derate the demand capacity in the incoming
individual EV charger. current carrying capacity of cables building mains - thereby reducing the
surrounding it in its route. capacity available to a later installed
demand managed EV charger system.

THREE FACTORS THAT MAY IMPACT FUTURE EV CHARGER INSTALLATIONS
Grid and load-management
V2X Wireless charging communications standards debate
in Australia
CHAdeMO is the trade name of a fast-charging Such systems will be crucial for the development Currently, there is a debate in Australia as to how
method for EVs via a special electrical connector. of autonomous vehicle technology, but in the short demand management at the DNSP level is to be
Currently only available with the outgoing to medium term are unlikely to be deployed in any implemented.
CHAdeMO DC charge plug and system, plans are numbers. Also, the few systems currently available
in place for the rival system, Combined Charging and/or under development are not yet mature This debate is ongoing with no signal as to which
System (CCS), to have this capability by 2025. enough to be able to make any recommendations. way it is to go, it is suggested that planning
electrical installations for EV charger Demand
As communications protocols and implementation
Management systems above building level is
methods of Vehicle 2 Everything (V2X) through
problematic.
CCS are still under development, as well as the
ongoing debate in Australia over Demand
On the other hand, there are many practical
Response Enabling Device (DRED) and Open
Demand Management solutions available at the
Charge Point Protocol (OCPP) communications
building level that can be designed for and
protocols for implementing demand management,
implemented.
it is difficult to definitively offer advice on how and
when such systems can be integrated into this
It is suggested that any legislation leave open the
project.
method and manner of DNSP load management
Fast Charging of EV chargers until this debate is settled. At this
Example of Wireless Charging, California
Options stage, given the slow uptake of EVs in Australia,
this is also unlikely to present a problem related to
the network supply until the late 2020s at the
earliest.
CHAdeMO CCS2 It is also suggested that legislation looks at
mandating the use of open access OCPP
systems. This will allow the installation of the
broadest choice of EV charger models and types
by consumers, rather than let developers choose
systems that limit EV chargers to a particular
brand or model.
The vehicle is positioned over a pad and a receiver installed on

Now Still under development but the car. The two magnetically link when power is supplied to
superseded potential V2X charging? the pad to transfer electrical energy to the battery.

GUIDANCE FOR STAKEHOLDERS
POTENTIAL STAKEHOLDERS
The EV transition involves more than just charging. Commercial

An EV charger installation campaign would require an entities EV vendors
explanation of the attributes and advantages of
electrifying all forms of transport and the effect of the EV
transition on roads, ‘refuelling’ behaviours as well as the
details needed for EV Ready development designs to be Owners /
landlords Architects
implemented properly and rebates distributed.
Examples of these broader campaigns exist around the

world. These include the early Electrify America and
Electrify Canada work, Office for Zero Emissions Electrical
Vehicles (UK)1 and Transport for London2, New engineers
Occupants
Zealand’s electric vehicle information site3, local US city (specifiers/
charging and EV information documents4, rebate Stakeholders certifiers
information and application sites5, etc.
owners
corporation Building
managing surveyors
agents
Builders/
Developers
electricians
1. https://www.gov.uk/government/organisations/office-for-zero-emission-vehicles
2. https://energysavingtrust.org.uk/advice/electric-vehicles/
3. https://www.nzta.govt.nz/vehicles/vehicle-types/electric-vehicles/
4. City of Sommerville Guide to Installing Electric Vehicle Charging Equipment
5. https://electricvehicles.bchydro.com/incentives/charger-rebates/apartment

OUTLINE OF ‘NEED TO KNOW’ ITEMS FOR DIFFERENT AUDIENCES
An EV charger installation campaign, a more detailed explanation of the advantages and disadvantages of the
EV transition as well as information on common issues for different audiences.
ARCHITECTS ELECTRICAL ENGINEERS BUILDING SURVEYORS

▪ What is ‘EV Ready’? (Outline outcomes ▪ What is ‘EV Ready’? (Outline outcomes ▪ What is ‘EV Ready’? (Outline outcomes
required). required). required).
o Categories for EV Ready – apartments, o Categories for EV Ready – apartments, ▪ Categories for EV Ready – apartments,
apartments, warehouses/commercial. apartments, warehouses/commercial. apartments, warehouses/commercial.
▪ Requirements for EV Ready. ▪ Requirements for EV Ready. ▪ Requirements for EV Ready.
o Legislative. o Legislative (certifier) o Legislative (certifier).
o Physical – car spaces, marking, electrical o Physical (designer) – electrical cable trays & o EV Ready electrical design certifiers list?
(inc distribution boards). conduits to spots, distribution boards, main ▪ Where to find further information.
▪ Where to find further information. switchboard capacity.
▪ Where to find further information.
BUILDERS ELECTRICIANS DEVELOPERS

▪ What is ‘EV Ready’? (Outline outcomes ▪ What is ‘EV Ready’? (Outline outcomes ▪ What is ‘EV Ready’? (Outline outcomes
required). required). required).
o Categories for EV Ready – apartments, o Categories for EV Ready – apartments, o Categories for EV Ready – apartments,
apartments, warehouses/commercial. apartments, warehouses/commercial. apartments, warehouses/commercial.
▪ Requirements for EV Ready. ▪ EVs and the new charging paradigm – ▪ Requirements for EV Ready.
o Legislative (certifier). explaining to customers. o Legislative (certifier).
o EV Ready electrical designers and certifiers ▪ EV charger types and attributes. o EV Ready electrical design certifiers list?
lists? ▪ Understanding the wiring requirements for EV ▪ Where to find further information.
▪ Where to find further information. chargers.
▪ Testing and fault-finding EV chargers
(requirements MAY be coming for testing).

OUTLINE OF ‘NEED TO KNOW’ ITEMS FOR DIFFERENT AUDIENCES
The EV Transition involves more than just charging. An EV charger installation campaign would require a more
detailed explanation of the advantages and disadvantages of the EV transition as well as information on common
issues for different audiences.
HOMEOWNERS LANDLORDS owners corporation

Homes/townhouses ▪ What is ‘EV Ready’? (Outline outcomes required) ▪ What is ‘EV Ready’? (Outline outcomes
▪ Explanation of provisions that support charging required).
▪ EV charger information. (Types, features,
advantages/disadvantages of each type). access. ▪ How to implement – legislated requirements and
▪ Issues and tips for installing EV chargers (load, ▪ Individual apartment owning landlords – process to processes.
position, protection from weather etc). request an EV charger installation. ▪ Choosing an installation assessor/designer.
▪ Choosing an EV charger installer. ▪ EV charger information. (Types, features, ▪ Listing of support and subsidies.
advantages/disadvantages of each type).
▪ How to get the best from charging your EV.
▪ Issues and tips for installing EV chargers (load,
position, protection from weather etc).
Apartments
▪ Explanation of provisions that support charging
access.
▪ The process to request an EV charger installation.
▪ EV charger information. (Types, features,
advantages/disadvantages of each type).
▪ Issues and tips for installing EV chargers (load,
position, protection from weather etc).
▪ How to get the best from charging your EV. OCCUPANTS (RENTERS) Car salespeople
▪ Explanation of provisions that support charging ▪ EV Charging requirements for different
access. development types.
▪ The process to request an EV charger installation ▪ Attributes of EV charger types for different
from the landlord. applications.
▪ How to get the best from charging your EV. ▪ Knowledge of charging speeds for different
▪ Where to find further information. charging methods.
▪ Where to refer customers to for specific
installation situation advice.

EV READY
RETROFITTING
Chapter summary To overcome barriers, there needs to be
1. There are site-specific electrical and cost barriers to

retrofitting EV infrastructure relating to physical and
technical limitations of the building and whether the
installation can be done safely. In the absence of incentives,
the cost of including EV ready infrastructure remains a 1. 2. 3. 4.
significant barrier to owners corporations.
Regulatory Owner’s incentives stakeholder
2. Other barriers include the approach to retrofitting EV change corporation awareness
infrastructure – whether it is ad-hoc/planned. rules
3. Recent legislative changes are geared towards supporting
an owner in obtaining approval to install EV charging
infrastructure.
4. Costs of retrofitting can be significantly higher than if the

infrastructure was installed at the time of construction (refer
to Section 6 for more).
CHALLENGES IN RETROFITTING
The transition to 100% EVs on the road will occur before 2050, with 100% of new car sales being electric occurring by 2035 if the legislated end dates for ICE vehicle
sales by governments and announcements by manufacturers for ceasing ICE vehicle production, both continue at their current pace.
This transition to an all-EV fleet is therefore within the lifespan of a significant number of existing residential and commercial buildings. Consequently, the provisioning of
existing buildings with EV charging needs to be addressed in any EV transition plan.
However, existing buildings present many, potentially complicated, issues when considering adding any large and sustained load - such as EV charging.
3. 4.
1. 2. Approach- Stakeholder
Cost Electrical planned or concerns
incremental
Any major work involving existing The issues will be site-specific, The incremental approach to Current low demand for EVs,
electrical installations can trigger as will be the retrofit EV retrofitting has electrical and owners corporation rules (Unit
a cascading set of costly changes charger installation solutions. cost implications with the Titles (Management) Act 2011)
to both the building electrical The size of the electrical potential for conflict among that do not contain specific EV
installation and street supply demand by EV charging can be users. charging provisions; and EV
connections, particularly for effectively managed and limited charger cost allocations are
apartment developments. through the use of demand barriers to retrofitting.
management systems.

PROVISIONS TO SUPPORT CHARGING ACCESS
Example
The ‘right to charge’ The Massachusetts Session Laws, Acts of 2018 Chapter 370 enacts “right to
charge” laws for the city of Boston, extracts as below:
To provide certainty to access to charging, multiple governments across the
world have adopted right to charge laws which are a legal mechanism (refer to
Chapter 370
Section 2 and Appendix A) to provide residents within existing apartment
buildings and other properties with certainty that they can install EV charging (b) An association in the city of Boston shall not prohibit or unreasonably
infrastructure without unfair disadvantage, provided that certain conditions are restrict an owner from installing an electric vehicle charging station…
met to satisfy owners corporations. (c) Installation of an electric vehicle charging station in the city of Boston shall
be subject to the following
the electric vehicle charging station shall be installed at the owner’s expense:
Right to charge laws can address common concerns raised when a resident
(ii) the electric vehicle charging station shall be installed by a licenced
wishes to install EV infrastructure, often because of the following concerns contractor or electrician:
and barriers –
(iii) an electric vehicle charging station shall conform to
(d) An association may require an owner to submit an application before
▪ There is no uniform solution for installation. It depends on existing installing an electric vehicle charging station in the city of Boston, pursuant to
electrical infrastructure, design complexity and age of the building, number the following provisions:
of apartments and preferred solution for providing EV charging solutions if an association requires such an application, the application shall be
(i.e communal EV charger(s) or individual EV charger per dwelling. processed and approved by the association in the same manner as an
▪ High up front costs for EV infrastructure and building/ electrical application for approval of an architectural modification to the property, and
shall not be wilfully avoided or delayed
infrastructure upgrades.
(ii) the association shall approve the application if the owner complies with the
▪ Unclear who is responsible for costs of EV charger installation, operation association’s architectural standards and this section:
and maintenance, and potential property damages during installation.
(iii) the approval or denial of an application shall be in writing:
▪ Level of permission needed from owner’s corporation to install charging
(iv) if an application is not denied in writing within 60 days from the date of
equipment. receipt of the application, the application shall be deemed approved, unless
▪ How do you mitigate the inequity if owner’s corporations allow for a first- that delay is the result of a reasonable request for additional information.
come, first-serve installation that leaves later adopters without the electrical
capacity for charging?
▪ How are chargers fairly connected to facilitate user-pays for electricity
usage?

REVIEW OF THE UNIT TITLES (MANAGEMENT) ACT 2011
Unit Titles Legislation Amendment Act 2020 (s23), extracts as below:

Pathway to EV Charger Retrofitting in the
ACT context 23 INSTALLATION OF SUSTAINABILITY AND UTILITY INFRASTRUCTURE ON
COMMON PROPERTY
(1) An owners corporation for a units plan may, if authorised by an ordinary resolution—
▪ The ACT Government has rightfully established the legal (a) approve the installation of sustainability or utility infrastructure on the common property;
provisions through the Unit Titles (Management) Act 2011 and
(b) approve the financing of the installation of the sustainability or utility infrastructure; and
(see extracts to the right) to facilitate residents in installing EV
(c) grant an easement or any other right over any part of the common property for the
infrastructure in existing buildings that contain an owners purpose of the installation, operation or maintenance of the sustainability or utility
corporation. infrastructure.
▪ Recent changes made under the Unit Titles Legislation
Amendment Act 2020 clarified the ability to install
sustainability and utility infrastructure (s23) and prohibited 78 GENERAL FUND—CONTRIBUTIONS
(1) An owners corporation for a units plan may, from time to time, determine a contribution
owners corporations from establishing rules which prevent or
(a general fund contribution) required from its members for the corporation’s general fund.
restrict the installation of sustainability infrastructure (s108).
(2) The general fund contribution payable for each unit is—
▪ The Amendment Act also introduced other measures to allow (a) the proportional share for the unit of the total general fund contribution; or
an owners corporation to implement methodologies for unit (b) a proportion of the total general fund contribution worked out in accordance with a
levy calculations to allow for a fairer approach to installation method set out by special resolution.
and use of EV Charging infrastructure in existing dwellings. (3) A resolution under subsection (2) (b)—
(a) must be fair, taking into account—
▪ There will be scenarios where installation of EV chargers (i) the structure of the unit plan; and
connected to the building’s main switchboard results in (ii) the nature of the buildings that are part of the units or common property of the unit plan,
electricity usage being charged to the owner’s corporation. including the features and character of the units and common property; and
▪ s78 of the Unit Titles (Management) Act 2011 provides the (iii) the purposes for which units are used, including the likely impact of that use on the
legal framework for an owners corporation to enter into an common property; and
(iv) the extent to which the change imposes a burden on a unit that is commensurate with
agreement with an owner through a special resolution, to
the use of that unit; and
allow the owner’s corporation to pass on the cost of electricity (b) may provide that only stated unit owners, or unit owners in a stated class, are required
used by an individual. to pay a particular contribution, or a contribution of a particular kind.
▪ The intent of the policy is to provide a pathway to EV
Charging retrofitting within buildings where practical. 108 OWNERS CORPORATION MAY MAKE ALTERNATIVE RULES
(1) An owners corporation may, by special resolution, make alternative rules amending its
rules.
(3) An alternative rule is not valid to the extent that it results in the rules—
(a) being inconsistent with this Act or another territory law; or
(f) prohibiting or restricting the installation, operation or maintenance of sustainability
infrastructure in or on the common property or a unit.

UNIT TITLES (MANAGEMENT) ACT 2011 - RECOMMENDATIONS
There are scenarios in which further guidance to residents and owners corporations would be of benefit, or
additional amendments made to clarify how EV chargers fits within the Unit Titles (Management) Act 2011 –
PROTRACTED DECISION MAKING BY THE OWNERS DIFFICULTY IN IMPLEMENTATION CLARIFY THE INCLUSION OF EV CLARIFY GUIDELINES FOR PASSING
CORPORATION CHARGERS IN THE UNIT TITLES ON USAGE COSTS
While the Unit Titles MANAGEMENT ACT
▪ The Unit Titles (Management) Act 2011 (Management) Act 2011 While s78 of the Unit Titles
includes provisions to allow an owners provides a pathway for owners The Unit Titles (Management) (Management) Act 2011 allows
corporation to approve the installation of corporations to approve the Act 2011 uses the terms owners corporations to pass on
sustainability or utility infrastructure on installation of EV chargers, sustainability and utility costs to owners as a user pays,
common property. However, s23(2) there is limited guidance around infrastructure. While this term has there may be a benefit in
includes the provision that the owners establishing fair methodologies likely been selected to cover a providing clearer guidelines
corporation may only approve, ‘if satisfied’ for levying the installation of EV range of infrastructure including specifically related to passing on
by a range of information. There are no chargers. A methodology solar panels, batteries, wiring, costs of energy usage through
guidelines or requirements for timely should not be mandated, but etc, there would be a benefit in owners corporations.
consideration and approval of this owners corporations would identifying example solutions
information (unlike that in the benefit from recommended best within the definition of the term,
Massachusetts Sessions Laws on page 56). practice notes being presented including EV chargers.
alongside the legislation.
▪ The owner has the ability to apply to the
ACT Civil and Administrative Tribunal
(ACAT) at any time regarding a decision or
delay of the owners corporation. The ACT
could consider further guidelines for review
by ACAT in this scenario.

ELECTRICAL BARRIERS TO RETROFITTING
Capacity of existing There is an incremental addition of loads that the original electrical installation was never designed to include with the
growth of electrical appliance offerings. As a result, many older buildings may already be at (or in some cases, even
building cabling to
exceeding) the design limits for their mains and sub mains cabling. Upgrading the size of these cables is often a difficult
deliver further
and labour intensive task, depending on size and construction. It may also necessitate the upgrading of significant parts
current
of building electrical installations beyond just the mains and/or sub mains cabling, as detailed below.
Electrical switchboard rooms in the apartment and commercial developments are often constrained for space and the
Capacity to fit
room to fit extensions to existing boards and/or additional boards may not be there. For apartment developments in
further circuit
particular, changes or extensions to these switchboard areas may also require major structural alterations to the space
breakers and boards
to meet newer requirements for access and egress.
During the life of the current building stock, there has been a growth in street capacity to meet increasing electrical
Greater fault- demands. This has resulted in greater possible ‘fault currents’ that may occur in the event of a major short-circuit. Older
currents available installation switchboards were designed with lower fault-current expectations. As a result, proposing changes to many
older switchboards could trigger either a major redesign or complete replacement of the building’s switchboard/s. This
can be both costly, as well as cause significant disruption to the occupants.
Presence of
asbestos in and Pre-2004 building switchboards are also likely to contain asbestos in several forms, depending on the age of the
around building. These asbestos dangers include asbestos mats as fire sheeting inside wooden framed switchboard panels,
switchboards asbestos cement lining to switchboard enclosures and/or asbestos fibre contained in bituminous fuse mounting panels.
Although few townhouses and apartments in the ACT were built pre-1960, it is worth noting here that for anything built in
the 1950s or earlier, if they have not been subsequently rewired, they will contain cabling with Vulcanised Rubber
Degraded older or Sheathing (VRS), or even rubber and cloth insulation and sheathing. These both have now reached the end of their
recalled wiring service life and will require replacement. Major wiring works to upgrade parts of an electrical installation to install EV
chargers will necessarily trigger a full overhaul of these installations if it has not occurred previously1. Furthermore, some
remaining unidentified recalled Olsent and Infinity cabling may also be found during this work, requiring immediate
remediation. (Although this last point would be a good outcome).
Adding a significant unmanaged load to single point connections (such as apartment towers) may create issues such as
Street supply issues degradation or knock out of local transformers especially when high-density buildings with rapid EV adoption3. Australian
electricity suppliers are currently trialling possible EV charging management solutions2 Note: grid effects of EV charging
are part of a separate project.
1. The EVs are coming! The EVs are coming! But is your home EV Ready? Renew magazine edition 143 (Apr-Jun 2018).
2. https://www.evgrid.com.au/
3. Wattblock report 2018, https://www.wattblock.com/uploads/4/4/9/8/44984189/electric_vehicle_recharging_in_apartment_buildings_report_for_city_of_sydney_26-07-
18_approved__by__ceo_wattblock_310718.pdf

ELECTRICAL SOLUTIONS TO RETROFITTING
Retrofitting in multi-unit residential buildings Retrofitting in townhouses
Currently, EV charger installation in apartments has been ad-hoc and commonly Electrical requirements in townhouses
done by an individual resident wiring an EV charger directly back to that their Where townhouses have individual supplies from the street, the major issues for
own unit switchboard. This is problematic because, as EV penetration increases installing EV charging are the same as for individual homes. These are the
these early movers have most likely taken up the 'head room' available in the capacity to modify the switchboard, room in the switchboard for additional circuit
electricity supply to the building. Thus, this would prevent later more extensive breakers, the need to upgrade the switchboard and wiring to modern standards
EV charging solutions from being implemented (including communal). and/or the capacity of the consumer’s mains to supply additional current. Where
To fix this, if these early ad-hoc installations have occurred, it is suggested that power has to cross the common property to an allocated spot – the owner’s
when a certain percentage of EVs ownership in the block is reached, prior corporation approval will need to be sought. Where the EV charger is to be
installations of EV chargers be reconnected to a new community powered EV installed in a shared spot – the installation will need to follow the model for
charging system and billed through the owners corporation. Either separate Apartments.
energy metering to formal government requirements1, fixed monthly fee or per From discussions with an ACT based Electrical Contractor - in urban areas of
km charge is possible. the ACT, it is now common to fit 80A service fuses. However, there may be a
few older homes and townhouses (as well as some newer multi-townhouse
developments) wired with 40A service fuses.
Therefore, retrofitting an EV charger to a townhouse will require a full electrical
inspection and EV charger assessment prior to the choice of an appropriate and
cost-effective car charging solution.
Suggested cost allocations for apartments
Assessments at this level could easily be done by a qualified electrical
contractor, provided they fully understand EV charging needs and possible EV
Early EV charger installations – At individual unit owner’s expense. charger options and are up to date with regulatory changes relating to demand
Electricity is billed by the owner’s corporation to EV owner/s through the management and EV charger power limitations that are likely to occur over the
provisions of s78 of the Unit Titles (Management) Act 2011. This requires a next 5 to 10 years.
written agreement between the owner’s corporation and owner to swap to the
community distribution board when it is installed, with the new sub-circuit
cabling at the apartment owner’s cost.
Installation of EV chargers requested by tenants
Once 100 per cent requirement triggered – Main switchboard alterations, The ACT Unit Titles (Management) Act 2011 allows owners corporations to approve
cabling from the main switchboard to the EV charger distribution board and the the installation of EV infrastructure on common property. Currently, landlords in the
EV charger distribution board/s costs to the owners corporation. ACT are not obliged to install or allow the installation of EV chargers for a tenant.
The ACT could consider reviewing the Residential Tenancies Act 1997 to facilitate
Cabling from the EV charger distribution board to the EV charger, as well as
that on request by a tenant, an owner considers the installation of a dedicated BYO
the EV charger itself at the apartment owner’s expense.
lead 7 kW EV charger, or 3.6 kW minimum where a parking spot is part of the unit/
townhouse. Where the supply is constrained below 3.6 kW, the owner would be
1. https://www.industry.gov.au/regulations-and-standards/utility-meters required to upgrade the electrical installation to enable it. This will create a
circumstance in which tenants are not disadvantaged through the preclusion of
charging infrastructure to rental properties.

COST BARRIERS TO RETROFITTING
High costs of retrofitting EV Ready
infrastructure
Retrofitting EV Ready infrastructure into existing build
incurs a much higher cost than it would in new builds. Recommended solutions
▪ The UK Department of Transport indicates costs can be

Given the potentially high cost of retrofitting for 100% EV
higher by 50 per cent1 while studies in San Francisco
capable in existing apartment developments, support,
indicate three to four times higher costs for retrofitting
information and subsidies for the work could be considered by
partial EV infrastructure later than if it were included
the ACT government.
during construction in multi-unit residential and
These support measures could also be developed to include
commercial developments2.
units, townhouses and commercial EV charger installations.
▪ Additional costs during retrofitting include the physical Costs of
costs of breaking and repair of walls, using longer retrofitting is ▪ Incentives at different stages of EV charger installation.
conduits, upgrading electrical panels etc.
▪ Other costs include permit costs, costs of inspections, 3 – 4 times ▪ Encouraging DC fast-charge networks to build DC fast-
charge hubs near apartment developments.
preparation of electrical drawings and plans and project
management costs.
higher ▪ Including EV charger installations in building energy rating
schemes – such as the NABERS for Apartment Buildings
▪ In commercial developments, retrofitting a fast charger rating system.
in developments would incur additional costs of
electricity supply infrastructure as fast charging requires
significant additional electricity demand. Installing a DC
fast charger would cost between $20,000 - $100,000
depending on power availability3.
1. UK department of Transport, Electric Vehicle Charging in Residential

and Non-Residential Buildings 2019.
2. ‘Plug-In Electric Vehicle Infrastructure Cost-Effectiveness Report for
San Francisco’ (Energy Solution and Pacific Gas and Electric, 2016).
3. McIntyre, ‘Electric Vehicle Recharging in Residential Strata Buildings -
for the City of Sydney’.

STAKEHOLDER CONCERNS REGARDING RETROFITTING
Multi-unit developments Recommended solutions
Low demand ▪ Policies and regulations to encourage EV and charging infrastructure uptake.
▪ Current low EV ownership, low market share and demand for EVs ▪ EV bays are highly visible so that residents are aware, encouraged and have an
in the ACT are barriers to EV Ready installation adoption. incentive to shift to an EV.
▪ Bays marked as ‘EV Ready’ even where no EV charger is installed to
▪ Lack of clear policies and targets for EV uptake, ICE vehicle end communicate to users that they can easily transition to an EV.
dates, end of life vehicle transition to EV to make it viable for ▪ Awareness of the provisions that support charging access so that unit owners of
consumers. existing buildings can upgrade their charging outlets within their allocated parking
Property limitations space for EV charging. However, any upgrades beyond the rated capacity of
▪ Owner – user gap: Property owners are unable to justify the the charging circuit’s circuit breaker are recommended to be subject to conditions
investment as they get little to no short-term return on investment. imposed by the owners corporation.
▪ Residents are unaware of provisions that support charging access. ▪ Recommendation to create an obligation on the unit owner to repair and maintain
their charging equipment at their own expense using appropriately licensed
Costs tradespeople and obtaining approval of the particulars of any work.
▪ There is potential for disagreement and issues to arise: Gaining ▪ EV advisers to address stakeholder concerns and provide advice and guidance on
a consensus view on the equitable attribution of infrastructure cost, the process of EV Ready infrastructure installation.
along with electrical fixed and usage costs associated with EVSE ▪ Enlisting professionals to prepare EV Ready plans for owners corporations.
installation and use will be problematic when EV uptake is still low1.
▪ Ad-hoc installations are more expensive: More expensive for
individual owners in multi-unit residential buildings to install basic EV
capable infrastructure on an ad-hoc basis than a planned installation
applicable to the entire development. The cost difference is estimated
to be more than double for individual owners to upgrade1.
City owned charging for tenants
The City of Vancouver provides incentives up to $ 93,000 for infrastructure and

chargers, to have City-owned EV chargers2 installed in multi-unit rental buildings
.1. McIntyre, ‘Electric Vehicle Recharging in Residential Strata Buildings - for the City of for tenants to use. Such programs could potentially be undertaken by the ACT
Sydney’. government to help overcome the barrier of owner-user gaps.
2. https://vancouver.ca/streets-transportation/electric-vehicle-charging-for-rental-
buildings.aspx?

EV CHARGER INSTALLATION – PLANNED APPROACH OVER INCREMENTAL
EV installations in apartments The advantages of a planned approach

Apartments
There are two ways that EV charger installations could occur in apartment ▪ A planned approach will make sure all parking spots can be equally
developments – serviced for EV charging through demand management and billing
systems, many of which are available2,3,4. Note that under the AER
1. Incrementally – As occupants acquire EVs, they install EV chargers
'Electricity Network Service Provider - Registration Exemption
connected to their individual unit switchboard for personal use or to communal
Guideline' there is a specific deemed exemption to registration as an
power for shared use. EV chargers are then approved on an ad-hoc basis by the
electricity supplier if a person or business sells or provides a
body corporate and are done at the expense of the individual occupier/owner.
connection to electricity incidentally. Energy sales and supply is not
2. Planned – Pre-planning for EV charger installations is done by the owners their primary business or is an incidental part of their business model5.
corporation managing agents prior to the installation of the first EV charger. This
is the recommended preferred approach and could be through a mandated ACT ▪ It will also enable equity of charging access to EV owners, irrespective
wide date for EV charger plans to be in place through legislation, or legislatively of when they make the EV Transition. If planned properly, it will also
mandated to be triggered by the first EV charger installation request by an create an equitable spread of costs across all apartment owners with
occupant. parking spots, given that all parking spot owners will eventually own
electric rather than ICE vehicles.
▪ By planning for all parking spots to be EV capable, it will mean that the
Issues with incremental approach approvals process for each additional EV charger will be much quicker,
plus it will entail the simple process of running cabling to the EV
charger distribution board and fitting a suitable demand
▪ With small headroom for additional electrical loads in older buildings, manageable EV charger at the parking position.
first movers to install EV chargers would likely take up all the remaining
electrical capacity well before most drivers have access to EV charging ▪ It will also encourage apartment dwellers to make their EV Transition
- especially if the installed EV chargers do not have any form of load sooner as the perception of a ‘charging barrier’ will be removed –
management capacity. thereby enabling the ACT to transition more quickly to a zero-carbon
▪ If the maximum number of EV chargers is limited due to supply or other transport system.
issues and the installed EV chargers are to be shared – as EV owning
becomes more ubiquitous there will be the potential for problems and
conflict.
▪ Implementing EV charging infrastructure as a series of one-offs is
relatively expensive as compared to implementing a planned, building- EV charger supplier/apartment EV charger demand management systems:
wide EV charger infrastructure1. In addition, each EV 1. McIntyre, ‘Electric Vehicle Recharging in Residential Strata Buildings - for the City of Sydney’.
2. https://jetcharge.com.au/services/apartment-services
charger installation request could take several months from initial 3. https://evse.com.au/apartment-ev-charging/
request to final installation. 4. https://www.evolutionaustralia.com.au/communal-apartments
5. Page 23, AER: Electricity Network Service Provider - Registration Exemption Guideline, 2018

OPTIONS TO ENCOURAGE RETROFITTING
1. 2. 3. 4.
Regulatory owners incentives stakeholder
change corporation awareness
Rules
Mandating retrofitting at a policy Strengthen policies to overcome Incentives to encourage EV Community awareness
level owners corporation barriers Ready infrastructure uptake to address stakeholder
▪ Recent amendments to the Unit Titles ▪ Supplement the existing Access ▪ Incentives are key to encourage concerns
(Management) Act 2011 have been Canberra Owners Corporation guidance retrofitting as noted in several ▪ Awareness of the
designed to facilitate the retrofitting of material to include specific information examples around the world. provisions that support
infrastructure that enhances the on EV infrastructure to facilitate owners ▪ Incentives at different stages of charging access.
sustainability of a complex. As these corporations to write and develop their installation of EV Ready ▪ Awareness that engages
changes are new, they need to be rules that are tailored to their specific infrastructure for smooth delivery. different stakeholders
tested and reviewed to make sure they requirements.
▪ Funding support from specifically and addresses
can be used successfully to facilitate
Government through rebate concerns and barriers.
EV charging infrastructure. Data and
schemes or funding programs. ▪ Awareness through
case studies should be collected to
assist in this process. ▪ Incentives for low income and different media.
other targeted groups.

INCENTIVES – (INTER)NATIONAL
incentives for charge point installation

United Kingdom
households and workplaces
Canada: British
Columbia incentives for
France charge point
incentives for EV Ready plan & installation
installation households and
households and workplaces workplaces
Rebates for indigenous communities
Free advice on getting buildings ev

ready
City of Adelaide
Incentives for EV
charging stations Randwick City
Council
Incentives for EV
Charging Station Incentives for EV
Demand Management charging stations

CASE STUDIES OF INCENTIVES – INTERNATIONAL BEST PRACTICES
Best practice examples in the world centred around encouraging retrofitting are examined to understand what policies will be adoptable in the ACT.
UK France
The UK offers separate incentive programs for home and workplace charging. The Advenir program offers incentives for charge point installation2.
Electric Vehicle Homecharge Scheme (EVHS)1

▪ 50% up to € 960 of purchase and installation costs per charging point for
For multi-unit residential buildings, incentives are given to people who own, multi-unit residential buildings.
lease or have ordered a qualifying vehicle and has dedicated parking space at
their property. ▪ “ For private car parks open to public” / commercial car parks – 60% up to
€ 2,100 to € 18,000 (depending on charging power) of purchase and
installation costs.
75% up to £350 per EV charging

point towards costs and installation ▪ 30% for “private car parks for fleets” / businesses’ car parks.
Multi-unit residential In addition, a 30% tax credit is offered to individuals for the installation of
charging infrastructure3.
Eligible to apply for two charge
points if two qualifying vehicles are
present
Workplace Charging Scheme (WCS) Insights and opportunities

The Workplace Charging Scheme (WCS) is a voucher-based scheme for The UK’s system of providing grants to only those who own, lease or
businesses. have ordered qualifying vehicles will be limited in the Australian
context where the uptake of EVs has been low.
Support for up front costs of France providing a 30% tax credit is an additional incentive for
purchase and installation of EV
charge points individuals to encourage EV infrastructure uptake.
The UK and France provide incentives per charge points in multi-unit
Workplace developments.
Public sector organisations,

businesses and charities are 1. https://www.gov.uk/government/publications/customer-guidance-electric-vehicle-homecharge-
eligible scheme/electric-vehicle-homecharge-scheme-guidance-for-customers
2. http://advenir.mobi/le-programme/
3. European Alternative Fuels Observatory

CASE STUDIES OF INCENTIVES – INTERNATIONAL BEST PRACTICES
British Columbia, Canada Additional rebates from Local Governments
British Columbia has a comprehensive rebate program to encourage retrofitting Some of the Local Governments such as the Township of Langley and
EV Ready installation1. the City of Victoria, provide additional rebates. In addition to this,
10% of all new vehicles purchased in BC were EVs in 2020, the highest rate in North indigenous communities are also eligible for additional rebates.
America2. The City of Vancouver in BC estimates a 12 – 17 percent3. Rebates for
Local
Rebates have played a big part in EV uptake in British Columbia. Incentives are
Government Indigenous
provided by the federal government, provincial government, local governments and
rebates communities
private industry.
Rebates of ▪ Up to 75%/up to
Up to 75% or $3,000 for an EV Ready $4,500 of charger and
plan $1000 - $2000
for multi-unit installation costs
residential and (apartments).
workplace ▪ Up to $4,000 per
50% or up to $600 per parking space with buildings. charger in
Multi-unit residential a project maximum of $80,000 for the workplaces.
installation of EV charging infrastructure
Up to 50% or $1,400 per charger with a

project maximum of $14,000 to buy and Insights and opportunities
install EV chargers
British Columbia Province’s provision of free advice to concerned
stakeholders is a type of incentive that is blended with an
50% up to $2,000 for the purchase and education that addresses concerns and promotes the take-up of
Workplace installation of chargers with a project EV infrastructure in existing commercial and residential buildings.
maximum of $14,000 Additional rebates for indigenous communities also encourage
equitable uptake of EV charging infrastructure.
Incentives are given to individual residents or for multi-unit
▪ Free advice on the process of getting buildings EV Ready: To encourage developments as a whole.
retrofitting EV charging into existing buildings, EV advisors4 provide up to five hours
of free advice, education and onsite presentations to staff, employers, residents or
owners corporation/ councils on the benefits and process of EV charging
1. https://electricvehicles.bchydro.com/incentives/charger-rebates/apartment
infrastructure installation, available incentives, owners corporation user guidelines 2. https://strategyonline.ca/2021/02/25/seven-in-10-canadians-plan-to-buy-an-ev-within-
etc. the-decade/
▪ Incentives for city-owned EV chargers: The City of Vancouver provides 3. City of Vancouver, https://vancouver.ca/news-calendar/more-electric-vehicle-ev-
incentives up to $93,000 for infrastructure and chargers, to have City-owned EV charging-stalls-in-new-non-residential-buildings-will-be-plug-in-ready-to-meet-increasing-
needs.aspx
chargers. 4. Fraser Basin Council, https://pluginbc.ca/ev-advisor-service/
CASE STUDY – NATIONAL EXAMPLES
City of Adelaide Incentives types

Commercial, residential and non-profits are eligible to receive EV Ready EV Ready EV chargers Additional
rebates on – planning infrastructure incentives
Electric Vehicle Charging Stations UK

▪ 50% up to $1,000 for electric vehicle one-way charging station/s (7 kW France
to < 50 kW).
▪ 50% up to $5,000 for electric vehicle two-way charging station/s (7 kW British
to < 50 kW). Columbia,
Canada
▪ 50% up to $5,000 for electric vehicle charging station/s (> 50 kW).
City of
Adelaide
Electric Vehicle Charging Station Demand Management
▪ 25% up to $1,000 for a stand-alone system. Randwick
▪ 50% up to $10,000 for an advanced system with virtual power plant City Council,
capabilities. NSW
Randwick City Council, NSW

Randwick Council offers rebates for charging stations installation to houses,
units with a limit of one per dwelling and businesses in the local government
area at the following rates – Insights and opportunities
▪ Car charging station (private): 25% up to $500. In the case studies conducted, only British Columbia, Canada
▪ Car charging station (shared / multiple): 25% up to $2,000. provides incentives for EV Ready planning, infrastructure and
chargers. In addition, top-up incentives are also given to
Installations must be carried out by a licenced electrician and shared car indigenous and low-income communities. This comes as seven in
chargers need to be smart enabled. 10 Canadians are expected to buy an electric vehicle in the next
five years3. The provision of a free consultation from EV advisers
is a means of addressing the concerns of stakeholders and
providing guidance to encourage EV Ready infrastructure
updates.
1. https://www.cityofadelaide.com.au/about-council/grants-sponsorship-incentives/sustainability-
incentives-scheme/
2. https://www.randwick.nsw.gov.au/environment-and-sustainability/get-involved/sustainability-rebates

EQUITY IN EV CHARGING ACCESS
The need for equitable charging access Examples of initiatives which increase equity of access to EV charging
The ACT has the highest number of EVs per 10,000 vehicle sales in Location Measures for equitable access to EVs and EV chargers
Australia due to the higher share of high-income earners1. Electric vehicles
are significantly cheaper to run than ICE vehicles. It is estimated that an California, ▪ Empower EV Charger Incentive and Education Program for low-
average EV costs $3.75 per 100 km and the average ICE vehicle costs USA income households partnering with community organisations
$10.50 per 100 km2 (refer to Page 79 for more on the cost savings offering outreach and education, incentives for residential
associated with EV ownership). A targeted response is required to get low- infrastructure and panel upgrades and simplifying charger
income households' equitable access to charging technology, so they are not installations.
disadvantaged by not having access to this cheaper technology. ▪ Our Community CarShare Sacramento offers a free car share
program with shared EVs in low-income communities throughout
EVs will flow through to lower-income households through used car
Sacramento.
sales and fleet vehicles
▪ In the ACT the transition to EVs will occur with increasing speed as the Connecticut, CHEAPR Rebate+ program gives additional incentives to low-income
cost of batteries decreases and with policy levers currently in play to USA communities for the purchase of new and used EVs4.
assist in the purchase of an EVs through the Sustainable Household
Massachu- MassEVIP provides funding to property owners to install chargers in
Scheme.
setts, USA non–residential publicly accessible parking areas that are located in
▪ As numbers in the ACT increase, EVs will become part of the used environmental justice communities5.
vehicle sales market.
New York, ▪ Public services commission dedicates incentives for
▪ Fleet vehicles transitioning to EVs, requiring overnight charging at home
USA disadvantaged communities
for mobile employees (e.g., inspectors).
▪ Covers 100% of utility costs of publicly accessible fast chargers 6.
Low-income communities and access issues
▪ On average, households in Canberra spend 13.5 per cent of their income France Low-income communities can get a combined purchase and
on transport3. EV charger installation will place an additional burden on scrappage bonus up to €12,0007.
low-income families and households.
▪ Low income or disadvantaged households often reside in older housing
stock that poses significant fire safety risks if the appropriate electrical
infrastructure is not used for EV charging.
▪ Older apartment buildings are also more costly to retrofit than installing
EV charging infrastructure during construction. Examples indicate that equitable access to EV charging requires
▪ Coordinating with other agencies that have experience working
1. Foley et. Al, 2020, Factors Affecting Electric Vehicle Uptake: Insights from a Descriptive with disadvantaged and low-income communities to understand
Analysis in Australia 2020 the specific needs.
2. Queensland Government, 2021, Hitting the Road with Your EV
https://www.qld.gov.au/transport/projects/electricvehicles/hitting-the-road ▪ Funding and incentives that lower charger installation costs.
3. Australian Automobile Association 2021, https://data.aaa.asn.au/transport-affordability/
▪ Expanding access to public charging to locations in disadvantaged
4. Connecticut Department of Energy and Environmental Protection CHEAPR program
5. Commonwealth of Massachusetts MassEVIP Public Access Charging areas and where home charging is not a possibility.
6. NESCAUM 2020, expanding equitable access to electric vehicle mobility
7. ICCT 2020, Economic recovery packages in response to COVID-19: Another push for electric
vehicles in Europe?
RECOMMENDATIONS - TYPES OF INCENTIVES AND INITIATIVES
Combination of initiatives Providing incentives to retrofitting EV Ready installation in multi-
unit developments
Ideally, incentives would be provided in 3 categories – the Federal
Government, the whole of the ACT and additional incentives for low
income and disadvantaged communities.
Due to the lack of current policies and incentives for EV Ready Incentives for retrofitting EV charging infrastructure in multi-
infrastructure costs provided by the Federal Government, the ACT unit developments can be provided in two ways
Government must take the lead in providing incentives to encourage 1. To individual residents installing EV charging in their
retrofitting. parking bays.
Currently, the ACT government’s Sustainable Household Scheme 2. To the owners corporation to retrofit collectively or in
grants 10-year interest-free loans up to $15,000 for energy-efficient shared spaces.
home upgrades including the purchase of an electric vehicle and EV
charging infrastructure. Internationally, targeted incentives in the form
of rebates are given which specifically target retrofitting. An incentive
scheme, particularly with an additional tier for indigenous and low- Equity in EV Ready infrastructure adoption
income communities (see more to right), is the recommended option
for targeted incentivisation of EV charging infrastructure retrofits.
Further investigation and policy analysis of EV charging infrastructure Incentives as rebates were found to be more effective if
incentives for low income and indigenous communities, is larger amounts are offered to low-income households1.
recommended. Additional incentives offered to indigenous and low–income
communities could encourage equitable progress towards
EV adoption and access to charging in the ACT.
Whole of ACT ▪ These incentives can apply to homes or workplaces/

businesses occupied/ owned by these communities and
can be provided individually.
▪ If EV charging is undertaken collectively by the owners
corporation in multi-unit developments, community
Incentives Federal Government members from these groups can be given further rebates
on their contributions to the owners corporation for
installation.
Additional for indigenous and

low-income communities
1. The international Council on Clean Transportations, The role of the used car
market in accelerating equal access to electric vehicles 2021,

RECOMMENDATIONS - TYPES OF INCENTIVES AND INITIATIVES
three step incentive program for multi-unit and commercial developments
Limited free consultations and advice to owner

corporations, residents, business owners and other
stakeholders on the process of getting buildings EV
Incentives provided to create an Ready.
EV Ready plan by an electrical
professional, outlining strategies of 1. The ACT Climate Change and Energy Division currently
retrofitting EV Ready parking EV Ready are in the final stages of developing a fleet advisory
spaces in multi-unit residential and Planning service that will provide EV charging infrastructure
commercial buildings so that incentives EV Charging advice to commercial and community organisations.
residents and customers have Adviser It is recommended that EV charging infrastructure
easy access to EV charging advice is also provided to owners' corporations,
stations. residents and, businesses for non-fleet charging needs
to encourage retrofitting.
Incentives provided to support 2.

the retrofitting and installation of EV Ready Additional
electrical infrastructure in the Infrastructure incentives for
building to implement the EV vulnerable
incentives
Ready plan.
communities
3.
Incentives offered to support the
costs incurred in the purchase and EV Charger
installation of chargers in buildings. incentives

EFFECT OF SUBSIDIES ON EV READY DECISION MAKING
Key Findings International Energy Agency - Global EV Outlook 2021
Rebates have played a big part in EV uptake internationally. In the United According to the Global EV Outlook1, significant fiscal incentives spurred the
States, for example, the existing federal subsidy structure accounted for initial uptake of electric vehicles and underpinned the scale-up in EV
17% of EV sales in the 2015 model year.1 While this study was completed manufacturing and battery industries. The measures, primarily purchase
on the purchase of EV vehicles and installation of EV Ready infrastructure, subsidies and/or vehicle purchase and registration tax rebates were designed to
the results are likely to be similar for the provision of EV Ready reduce the price gap with conventional vehicles. These measures were
infrastructure alone. Europe, Canada, China and Japan also offer implemented as early as the 1990s in Norway, in the United States in 2008 and in
incentives for the installation of chargers. China in 2014. Now incentives are also available for chargers. According to the
Incentives Work Differently for Different People report, the countries showing the most significant growth all offer charger
incentives (as per the table below).
According to the study by Sheldon and Dua, cost-effectiveness could be
doubled by using targeted incentives. Their findings across every simulation
found the most cost-effective scenario was to limit subsidies to lower- BEV + PHEV Sales and Percentage Growth
income individuals – with annual incomes under US$70,000 (A$96,873 as H1 2020 H1 2021 EV Growth Total Charger
Sales
of 18/1/22).1 Growth Incentives#
Another study by ResearchGate (July 2016) showed the probability of
stated EV-adoption increases if policy incentives are offered in their choice
experiment.2 It was also found that EV-adoption probability increases for Europe 413 1060 157 29
people that are further in the process of behavioural change. However, the
responsiveness to subsidies decreases for people in more advanced China 387 1149 197 25
stages-of-change i.e., people who believe EVs to be effective in reducing
the negative externalities of the current transport system and people whose
travel patterns can cope with the use of EVs have a higher probability of USA 112 297 166 29 *
choosing an EV regardless of incentives.1 Conversely, those close to ruling
out becoming EV ready due to perceived difficulties or costs are also less
likely to be impacted by incentives. Japan 14 20 40 12
Incentives as rebates were found to be more effective if larger amounts
were offered to low-income households.3 Additional incentives provided to Other 65 127 95 31 **
indigenous and low–income communities will encourage equitable progress
1. International Energy Agency, Global EV Outlook Technology Report April 2021
towards EV adoption and access to charging in the ACT. * Policy only implemented at a state / local / province level.** Available in some, but not all, other
locations. # Incentives vary widely between cities and comprise rebates, tax incentives, etc.
1. Tamara L. Sheldon and Rubal Dua, Measuring the cost-effectiveness of electric vehicle
subsidies, Energy Economics, Volume 84, October 2019, 104545.
2. Langbroek, Joram & Franklin, Joel & Susilo, Yusak. (2016). The effect of policy incentives Insights and opportunities
on electric vehicle adoption. Energy Policy. 94. 94-103. 10.1016/j.enpol.2016.03.050
3. The international Council on Clean Transportations, The role of the used car market in
International studies indicate incentives and rebates are effective in
accelerating equal access to electric vehicles 2021, increasing EV take-up.

AWARENESS INITIATIVES TO ENCOURAGE RETROFITTING
Concerns and education Bottom-up approach to potential stakeholders
Educating owners corporations and homeowners is essential to overcome barriers It is recommended that programs work directly with potential
in adopting EV charging installations. Educational programs and information stakeholders to promote consumer awareness in multiunit and
sessions would require addressing the following information gaps: residential developments.
Owners
corporation
Information gaps
Owners ▪ Benefits of EV charging. Tenants Government
corporation ▪ The available options and costs.
▪ Available incentives and resources.
▪ The opportunities and challenges of the property and
upgrades that might be needed.
▪ Understand necessary rules for retrofitting. Stakeholders
Business /
▪ Information on finding local and trained professionals for Not for
property
profits
installation. Owners
Homeowners ▪ Benefits of EV charging.

/ tenants ▪ Understand current and future charging needs, available
options and costs. Community
Communities
▪ Available incentives and resources. organisations
▪ Owners corporation rules, approvals and working with the
corporation through the process of installation.
▪ Information on finding local and trained professionals for
installation. ▪ A bottom-up approach: assisting residents in advocating for
charging infrastructure in multi-unit residential buildings. A
Commercial ▪ Benefits of EV charging. successful example of advocacy example is California’s emPower
and ▪ The available options and costs. the People for Electric Mobility Program1.
businesses ▪ Available incentives and resources.
▪ Understand building regulations, opportunities and ▪ Targeted education for low- and middle-income communities to
challenges of the property and upgrades that might be overcome barriers in adopting EV charging infrastructure through
needed. partnerships with community organisations to disseminate EV
▪ Information on finding local and trained professionals for Ready infrastructure and incentives information and outreach that is
installation. tailored to the specific needs of the community.
1. California Plug-In Electric Vehicle Collaborative, 2017 https://www.veloz.org/wp-

content/uploads/2017/07/EMPOWER_final.pdf

COMMUNITY AWARENESS PROGRAMS THAT ENCOURAGE RETROFITTING OF EV CHARGERS
Inform Educate key stakeholders Recognise
Public-Private Partnerships EV Charging Adviser Service

Awards and recognition for businesses
for owners corporations and Workplaces
▪ Partnerships with businesses, not for
Recognition of businesses that offer EV
profits and other local associations and The EV Charging Adviser will be able to provide Ready infrastructure for use of their staff
environmental groups can leverage this information and organise educational events (such as and customers through programs or
expertise in educating consumers about the webinars, lunch and learns or as meetings with owners awards as a low-cost incentive for
benefits of EV Ready developments. corporations). retrofitting EV infrastructure.
▪ Educate residents on provisions that support
▪ EV Ready Week – a collaborative event charging access.
with not for profits, EV manufacturers, EV Example program: The Ready, Set,
▪ Educate owners corporations, residents and Charge! Bay Area Electric Vehicle
charger vendors etc. businesses on the strategies and technical Readiness Awards, recognises
requirements. ▪ Most EV Ready Large Community,
▪ Programs in collaboration with private ▪ Provide key decision-makers with direction and
entities to encourage workplace, business ▪ Small Community,
advice in processes related to retrofitting EV ▪ Business, and Development2.
and commercial EV Ready infrastructure infrastructure.
uptake. The award was formulated by the Bay
▪ Help stakeholders in the selection of equipment and Area Climate collaborative (a public-
Advertising chargers based on specific needs and regulations.
Advertising in different media: e.g. public private partnership of the Silicon Valley
Leadership Group Foundation and the
charging stations as an educational Information access mayors of San Francisco, San Jose and
opportunity – using signages to draw attention ▪ One stop information access through kiosks.
to the charging stations and disseminating Oakland, USA).
▪ Websites dedicated to policies and regulations
information at these points. related to EV Ready infrastructure.
▪ Example of such a partnership is Charge

Across Town, California1
▪ The US Department of Energy’s Workplace
Charging Challenge with a goal to increase the
1. https://chargeacrosstown.org/
number of workplaces with charging. 2. http://baclimate.org/impact/electric-vehicles/ev-readiness-
awards/

ECONOMIC ANALYSIS
Chapter summary
1. Cost for retrofitting EV charging infrastructure
is much higher than the provision of Cost savings to users Capital uplift for
infrastructure during the building process. Equates to an $18,666 saving commercial buildings
Knowing that the EV transition is coming, it is per additional EV throughout a
prudent to plan for the transition during the person’s life. $250-$4500 capital value uplift/
building phase of new projects going forward sq.m.
to avoid future retrofitting costs for property
owners.
Greenhouse gas emissions Retrofitting RV Ready costs
reductions more than new build
2. There are benefits of being fully EV Ready for
consumers, property owners and the Equates to a greenhouse gas Installation costs for new
community. These include - cost savings, reduction valued between $1.5- construction ranges between
value uplift and greenhouse gas emissions 4.5 Billion to 2050. $1,700 - $2,500 per apartment
reduction.
compared to retrofitting $2,500 -
$8,000 per apartment.
3. Costs vary with retrofitting of building costs Rental increases for
potentially being significantly more expensive.
commercial buildings
4. Overall cost of EV Capable is on average a $10-$130 rent increase per
small proportion of development costs and annum/sq.m.
building value. EV Ready unlocks the
benefits.
BENEFITS OF EV READY DEVELOPMENTS ARE BROAD-BASED AND IMPACTFUL
PROPERTY VALUE UPLIFT OPERATING COST SAVINGS TO USERS GREENHOUSE GAS EMISSIONS
REDUCTIONS
Greenhouse gas from Greenhouse gas from

ICE fuel costs1 EV Fuel costs2
petrol vehicles4.5 Electric vehicles4,5
X X
AVERAGE LIFETIME USE3 SOCIAL COST OF CARBON6
Increased Increased
property value rental income EQUATES TO A $18,666 EQUATES TO A GREENHOUSE GAS
OPERATING COST SAVING PER REDUCTION VALUED BETWEEN
DETERMINED BY PROPERTY TYPE ADDITIONAL EV $1.5-4.5 BILLION
BENEFITS TO BENEFITS TO BENEFITS TO
individuals business individuals business government society The globe
1. Lower bound price for Unleaded 91 Fuel in the ACT in 2021 4. Qiao et al., Life cycle greenhouse gas emissions of Electric Vehicles in China:
(https://fuelprice.io/act/) Combining the vehicle cycle and fuel cycle (2019)
2. Based on ACT electricity price schedule 2021 5. Moro & Lonza, Electric carbon intensity in European Member States: Impacts
3. Based on ACT statistics from ABS survey of motor vehicle use, a 12 year on GHG emissions of electric vehicles (2018).
operating life, average fuel consumption and average electricity consumption 6. Hutley, N., A Social Cost of Carbon for the ACT (2021).
for EVs average electricity consumptions for EVs (on a per Km basis).

COMMERCIAL PROPERTIES WILL NEED EV INFRASTRUCTURE TO MAINTAIN VALUE
Commercial property uplift
The commercial property market in jurisdictions that have already transitioned In this sense, EV Ready infrastructure for commercial real estate is considered
towards high EV vehicle uptake gives insight into the potential benefits for through a lens of avoiding obsolescence. While there is insufficient market detail
commercial properties that install EV Ready infrastructure. Across the UK and US on commercial property differences between EV-enabled and non EV-enabled
commercial districts, there is significant pressure on tenants to have EV charging office or commercial space, Urbis has adopted the difference between current A-
for all customers and employees, particularly amongst A-grade commercial grade and B-grade commercial property in the ACT as a proxy. Using Pricefinder
stock1. This pressure comes from two fronts: data, the estimated capital uplift in value is equivalent to a $250-$4,500 per
1. high-value tenants are leaving for EV Ready commercial spaces. square metre of space. From a revenue perspective, the difference in chargeable
rents to tenants is between $10-$130 per annum per square metre.
2. employees and customers are seeking out firms and spaces that provide EV
charging2. Overall, using differences between A- and B-grade property provides a reliable
initial estimate of commercial property uplift. Upon EV Ready infrastructure being
rolled out across the ACT and Australia, more precise measures can be garnered
from industry data.
Commercial
Value uplift $250-$4500
capital value
a uplift/ sq.m
B $10-$130 rent
increase per
annum/sq.m.
1. https://www.mckinsey.com/industries/electric-power-and-natural-gas/our-insights/how-charging-in-buildings-can-power-up-the-electric-vehicle-industry
2. https://thefifthestate.com.au/innovation/engineering/buildings-need-ev-chargers-and-everty-shows-owners-where-to-start/

EV VALUE UPLIFT – RESIDENTIAL
Key findings Price premium for EV Ready developments

Urbis identified three residential developments in Australia that have EV
chargers installed. These include: 1 Bed 1 Bath 2 Bed 2 Bath 3 Bed 2 Bath
▪ St Leonard’s Square which contains 22 shared chargers shared between 526
units.
▪ Infinity Cove Apartments, Lane Cove, 95-unit development with 40 chargers.
▪ Pace of Blackburn, Victoria, a 200-unit development with 5 shared EV
+ 4% + 4% + 23%
chargers.
Competing projects in the immediate vicinity of each development were
identified for comparison. These projects were built in the same period, have St Leonard’s, NSW
similar fit-outs, and target a similar buyer market. As a result, a lot of the
valuation noise has been filtered out, however, noise remains.
The median transaction prices for each of the identified developments was
compared to their direct competitors to gauge whether there is a premium for EV
Ready apartments. Detailed findings are contained in Appendix G. Key findings + 1% - 2% + 12%
are:
▪ On average, 1- and 2-bedroom units have seen a value uplift of 3% and Lane Cove, NSW
6%, respectively. These results are significant on a dollar basis; however, it is
unclear what the effect of noise is, particularly as Infinity Lane Cove had only
a 1% premium and a 2% discount for one- and two-bedroom units
respectively despite having the highest number of EV chargers.
▪ Three-bedroom units with EV chargers saw the greatest uplift in prices,
averaging +18% compared to competitors. The significant uplift is likely due + 5% + 17% + 20%
to this market catering to wealthier buyers who can afford 3-bedroom units.
These figures are based on small sample size and as such the margin for error Blackburn, VIC
is greater than with more reference points.
Conclusion: There is likely to be some price appreciation for EV Ready
developments in the short run, particularly for the premium end of the market Average + 3% + 6% + 18%
i.e., three-bedroom units and above. This premium is expected to wash out
over time as EV Ready apartments become the norm. In this case, a price
discount may emerge for those apartments that are not EV Ready or
compatible.

VALUE UPLIFT LITERATURE – COMPETING STORIES
+ 13%
UK house prices with EV
chargers + 15 Days
On the market for zip codes’
+ 50% EV chargers vs surrounding
market
Median price of US zip codes
with public chargers
compared to surrounding
Value Uplift market Days on Market
Dwelling value uplift correlated with private chargers Suburb price uplift correlated with public charger
Methodology Methodology
▪ UK Leasing Agency surveyed 100 surveyed 1000 homes in 50 areas across ▪ Real-estate advertising agency identified the 20 zip codes in America with
the UK. the highest number of public electric vehicle stations.
▪ The analysis looks at averages only and did not separate any confounding ▪ The median listing prices of these zip codes were then compared to
factors such as household income levels of houses with and without EV surrounding zip codes.
chargers, characteristics of the dwelling, and locational amenity. ▪ No analysis was done to isolate confounding effects.
Key Findings Key Findings
▪ On average, houses with EV chargers were worth 13% more than the local ▪ The combined median dwelling price of the top 20 zip codes were 50%
average. higher than the surrounding metro area on average, and 2.6 times higher
▪ 76% of homes with an EV charger installed showed an increase in value. than the rest of the country.
o For these cities, the value uplift was doubled from 25,000 pounds to ▪ Slower take-up - half of the homes in the top 20 ZIP codes sell in 75 days, 15
50,000 pounds. days slower than their surrounding metro area on average and 10 days
▪ 24% of cities surveyed did not show a positive link between house prices slower than the rest of the country.
and a charger installed – in some cases the correlation was negative.
▪ 80% of homes without an EV charger sold for less than the local average.
Source: Rivervale Leasing https://www.rivervaleleasing.co.uk/blog/posts/does-your-ev-charger-affect-your-house-price;

Realtor.com https://www.realtor.com/research/housing-markets-near-electric-vehicle-charging-stations/

EV USE YIELDS SIGNIFICANT INDIVIDUAL AND SOCIETAL VALUE
$18,666 $1.5-4.5 BILLION

SAVING PER EV VEHICLE IN GREENHOUSE GAS
Cost savings to EV Emissions reductions from REDUCTIONS
users EV use
Implications for ACT residents and businesses Implications for the ACT
Cost savings to individuals have been estimated by comparing the total Following a similar approach to individual cost savings to consumers, the
estimated energy use of an EV against the fuel consumption of an internal potential greenhouse gas emission reductions have been estimated and valued
combustion engine (ICE) vehicle at a benchmark 150,000km vehicle life. at the social cost of carbon5. This analysis considers the higher start- and end-
With a wattage use per km of 1961, the average lifetime energy use of an EV of-life emissions of EVs 6, alongside the ongoing lower emissions of operating
currently on the market is 29,400Kw. This compares to ICE vehicles averaging an EV7. To provide a conservative estimate, the per kilometre carbon emissions
7.5km/L efficiency2 or 20,000 litres of petrol over the same lifetime. At current of EVs have estimated at the New Zealand level of 25 g of 𝐶𝑂2 per kilometer,
average energy and fuel prices in the ACT3,4, the total additional cost of driving which is based on an 87% decarbonized energy grid 7. This compares to 251g
an ICE vehicle is $18,666. of 𝐶𝑂2 per kilometre for efficient combustion engines 7.
A high and low attribution of EV vehicle uptake due to EV Ready infrastructure
While not discounted, and not including potential fuel or energy price changes,
has been applied. Additional vehicles have been estimated as the difference
the estimated cost savings are significant to individuals and businesses which
between EV uptake scenarios 3 and 4 on page 16 of this report. In the high
adopt EV’s. This also indicates a realised net benefit to consumers, given these
scenario, 75% of this difference in vehicles (1.5 million) is attributed to EV
savings are significantly higher than the cost of new EV Ready installations and
Ready infrastructure, while the low scenario assumes 25% (0.5 million).
many retrofit instalments. Maintenance of EV vehicles is also lower, on average
Over an assumed 150,000km vehicle life, and adopting the 3% social cost of
than ICE vehicles, however, this is not captured in the present estimate given
carbon 5, the total carbon footprint difference is equivalent to between 15 million
unreliable lifetime estimates.
and 46 million tons of 𝐶𝑂2 , which has a value of between $1.5 and $4.5 Billion to
2050. At a 4% discount, this is an NPV of between $0.7 and $2.2 Billion to 2050.
1. https://ev-database.org/cheatsheet/energy-consumption-electric-car 5. https://www.environment.act.gov.au/__data/assets/pdf_file/0006/1864896/a-social-cost-of-carbon-in-
2. https://www.budgetdirect.com.au/car-insurance/research/average-fuel-consumption-australia.html the-act.pdf
3. https://www.actewagl.com.au/-/media/files/pve-july-2021/act-standard-plan-electricity-prices-july- 6. https://www.sciencedirect.com/science/article/abs/pii/S0360544219307133
2021.pdf?rev=a81f493b9fdf49f9b5c9fc28957123db&hash=D8A2EC0E83E9BBAF3B33CF0CC5BCCCCE 7. https://www.ncbi.nlm.nih.gov/pmc/articles/PMC6358150/
4. https://www.accc.gov.au/media-release/australian-petrol-prices-in-2020-21-were-lowest-in-22-years

COSTS VARY BY BUILD TYPE AND IF A RETROFIT IS REQUIRED
Costs across all built form types Townhouses Apartments Commercial
Costs have been calculated across all built forms
considered for EV Ready, EV capable and ‘Wash
Bay’ Model fit-outs. There are significant
differences between new build and retrofit costs
across all built form types. Notably, retrofit costs
start at the maximum new build cost and have a
large potential to be very high cost.
The variability and higher cost of retrofitting capture
the complexity of fitting out new EV infrastructure.
EV Capable
$200 - $800 $700 - $1,400 $700 - $1,400
In some cases, structural changes will be required – New build
to the building while in others there may be existing
space to retrofit EV infrastructure at comparatively
little cost. The ‘'Wash Bay' model’ is more EV Capable
$500 – $4,000 $1,400 - $7,000 $1,400 - $20,000
expensive on a per-bay basis, however, as will be – Retrofit
shown in this section there may be some
circumstances amongst commercial operators
where it will be adopted. $1,700 - $2,500 $1,700 - $2,500
EV Ready –
The large uptick in costs for retrofitting give a $1,200 - $1,800 + management: + management:
strong indication that EV Ready infrastructure
New Build $330/station/year $330/station/year
could be included in all new-build forms to avoid
future high costs on individuals or owner’s
$2,500 - $8,000 $2,500 - $21,000
corporations. Overall, the difference in retrofit costs EV Ready –
$1,500 - $5,000 + management: + management:
is such that even if an individual or company Retrofit $330/station/year $330/station/year
waited 10 years to retrofit EV infrastructure, they
would face, on average, a 25% higher cost of
implementation than if they had paid for a new 'Wash Bay'
build charging bay (with a 4% year-on-year Model – New $17,000 - $40,000 $17,000 - $40,000 $17,000 - $40,000
increase to capture the cost tradeoff at this time). Build
'Wash Bay'
Model – $20,000 – $100,000 $20,000 – $100,000 $20,000 – $100,000
Retrofit
* Detailed cost build-ups are included in appendix G
EV Ready Developments - ACT Planning Review and Reform Page 81

Project
EV CAPABLE AND READY COSTS ANALYSIS - RESIDENTIAL 2021 TO 2036
Cost analysis for multi-unit residential Total costs multi-unit residential

The cost estimation of any policy is imperative to fully assess the various Options 1 2 5 3
options that could be implemented to make the Australian Capital Territory
(ACT) Electric Vehicle (EV)-capable and, to varying degrees, EV Ready. A cost $3.6M –
analysis of the policy options being considered for multi-unit residential $2.0M - $2.9M $1.1M - $2.1M $0.3M - $1.3M
New build $5.5M
(1,634 (1,634 (1,634
properties was therefore undertaken. The cost analysis considers the costs of townhouses (3,035 car
dwellings) dwellings) dwellings)
all existing housing stock and attributes a retrofit cost to these, as well as the spaces)
total pipeline of developments in the ACT which attach a new build cost.
The cost impact of policy options 1,2,3 and 5 are presented, with a separate $57.6M - $38.6M - $27.2M - $15.9M –
exploration of option 4 – the 'Wash Bay' model – considered on the following New build $84.7M $56.7M $44.2M $31.8M
page. Methodologies and in-depth workings are contained in Appendix G. apartments (33,869 car (22,689 (22,689 (22,689
spaces) dwellings) dwellings) dwellings)
There are significant cost differences across the policies, showing a clear trade-
off between costs and the number of EV Ready spaces. However, under options
3 and 5, half or more of the spaces are only EV capable. This means the costs $45.6M – $30.4M – $15.2M -
are delayed and reliant on a resident’s willingness to pay, which may cause $68M - $228M
Retrofit $152.0M $136.8M $121.6M
(45,593 car
adverse outcomes particularly amongst those who would be unable to afford EV townhouses (30,395 (30,395 (30,395
spaces)
Ready upgrades. dwellings) dwellings) dwellings)
The difference between options 5 and 2 in cost ranges between 10% and 50%
depending on the build type. As option 2 represents a doubling of the EV Ready $118M - $78.6M - $61.3M - $44.0M –
infrastructure, this indicates a 50% ready, 50% capable outcome provides less Retrofit $377M $251.6M $235.9M $220.1M
value-for-money. While the cost difference between options 1 and 2 are apartments (47,172 car (31,448 (31,448 (31,448
similarly large, option 1 provides, on average, an additional 50% of EV Ready spaces) dwellings) dwellings) dwellings)
spaces.
This whole-of-ACT cost analysis shows that the up-front cost of delivering EV
More EV Ready spaces Lower cost
Ready infrastructure is cheaper to the people of the ACT over the long-term as
opposed to a mixture of EV Ready and EV capable, or a 100% EV capable
option.
Cost methodology and workings of each option are contained in Appendix G

THE’ 'WASH BAY' MODEL’ IN MULTI-UNIT RESIDENTIAL PROPERTIES IS
SIGNIFICANTLY MORE EXPENSIVE FOR IDENTICAL INDIVIDUAL USE OUTCOMES
'Wash Bay' model assumptions 'Wash Bay' model residential cost scenarios
The EV charger required to implement a Scenario based on EV charger costs only
'Wash Bay' model would be between 25 kW
and 50 kW DC fast charger, and the unit 25 car parking spaces
would cost between $17,000 to $40,000
7 kW (7 hours to 80%*) 25 kW (4 hours to 80%*) 50 kW (1 hour to 80%*)
without installation. While a 7 kW charger
costs $1,000 per charger. Two scenarios $1,000 / charger (1/day) $17,000 / charger (2/day) $40,000 / charger (10/day)
have been assumed: Fast charger minimum cost: Not viable 13 chargers = $221,000 3 chargers = $120,000
Slow charger
1. A townhouse or apartment development
'Wash bay' cost 25 = $25,000 (EV charger in all units)
including 25 parking spaces and charging
can be implemented by residents 24 +Installation costs
hours per day, however, most people will
want to charge overnight if it takes more 100 car parking spaces
than a couple of hours to charge the 7 kW (7 hours to 80%*) 25 kW (4 hours to 80%*) 50 kW (1 hour to 80%*)
vehicle. For the 50 kW charger charging
Fast charger minimum cost: Not viable 50 chargers = $850,000 10 chargers = $400,000
would generally be between 5 pm and 12
100 = $100,000 (all units)
am and 5 am and 8 am.
+Installation costs
2. A townhouse or apartment development
including 100 parking spaces.
Minimum installation - Assuming one car per space and a one EV Ready space “Wash Bay’ costing
*Depending on the make and model of car $40,000+installation:
and charger used, a 25 kW fast charger can • For a 25-unit complex one in every three EV cars could be charged each day. Not the cheapest option.
recharge a battery to 80% in 4 hours, while a • For a 100-unit complex one in every ten cars could be charged each day. A cheaper option than above.
quicker 50 kW charger can charge to 80% in
around an hour, whereas it takes about 7
hours for a 7 kW charger to charge to 80%
capacity. Insight
In all cases, the installation of slow chargers for all car parking spaces is the cheaper option based on high
charger costs and the infeasibility of using a 7 kW charger for a 'Wash Bay' model. The cost of installing a
charger for each parking space is cheaper than installing enough larger chargers to satisfy minimum demand.

EV CAPABLE AND READY COSTS ANALYSIS – COMMERCIAL 2021 TO 2030
Commercial costs across the Territory Implications for the ACT
Similar to residential developments, Urbis has undertaken a whole-of-territory This case study demonstrates there are significant differences in the total cost of
case study to estimate the total costs of each policy option being considered. each policy approach. Notably, 50 kW chargers are very expensive as they
The table below highlights the outcomes of costings for commercial properties in require significant upgrades in electrical infrastructure and each charging bay is
the ACT. Retrofit values have been applied to the current stock of parking a high cost. These chargers are likely to be adopted for businesses that have
spaces across all commercial properties and, where appropriate, this has been fleets with high-capacity batteries or those that seek to provide fast charging to
separated between accommodation and other commercial spaces. New build attract customers or clients.
values have been applied to the total pipeline of commercial developments in
the ACT. The trade-off between spaces and cost is less pronounced when considering the
9/1 split between 7 kW chargers and 22 kW chargers. This suggests that
A breakdown of additional considerations for options 1 and 2 are detailed on the enabling this sort of split will have significant benefits in encouraging and
following page. supporting EVs but does not come at a significant cost to the business. Overall,
commercial costs can be managed more closely by businesses as workers are
A detailed methodology and costings are provided in Appendix G. unlikely to have these spaces as their primary charging source and the utility of
a few fast-charging spaces can be scaled to meet expected consumer and
commercial demand.
Total costs: commercial
Add 3 – 100% Add 3 – 100% 3 – 100% Add 1 – 20% Add 2 – 10%

Commercial Commercial EV Commercial EV spaces EV Ready 2 – 20% spaces EV spaces EV Ready 1 – 10% spaces EV
Options
Accommodation Ready 50 kW Ready 22 kW + worker / LCV/ Ready + worker / LCV/ Ready
EV Ready Charger Charger visitor split visitor split
$2.3M - $4.5M Est. $206.1M $8.8M - $12.9M $4.6M - $8.3M $4.1M – $7.8M
New build (3,230 EV Ready (5,153 EV Ready (5,153 EV Ready $4.6M - $27.4M (1,031 EV Ready $2.0M – $3.7M (515 EV Ready car
car spaces) car spaces) car spaces) car spaces) spaces)
$1,233.5M -
$9.7M - $14.3M $68.5M - $575.6M $44.4M - $553.7M $41.4M - $550.9M
$2,741.0M
Retrofit (5,733 EV Ready (27,410 EV Ready $20.8M - $137.1M (5,482 EV Ready $19.7M - $136.0M (2,741 EV Ready
(27,410 EV Ready
car spaces) car spaces) car spaces) car spaces)
car spaces)
More EV Ready spaces

Lower cost

ADDITIONAL OPTION 1 AND 2 COMMERCIAL COST ASSESSMENT
Changing the mix Option 1 20% scenario (one 22 kW and nine 7 kW chargers / 100 car spaces)
The EV charger used to assess options one and

two for commercial costs was a 22 kW charger. 80% Spaces EV capable 20% Spaces EV Capable and Ready
Under the revised options a 7 kW charger would
Minimum Maximum Minimum Maximum
be used for workers and a 22 kW charger would
be used for LCVs/ visitors. To do this the following New Build
$700 $1,400 New Build Costs $1,700 $2,500
assumptions were made: Costs
1. 90% of people in an office are workers and Retrofit $1,400 $20,000 Retrofit $2,400 $21,000
10% are visitors.
2021 $14,198,380 $104,158,000 2021 $6,605,810 $32,892,000
2. Most visitors stay for an hour or less and
therefore will just be topping up their EV 2022-2030 $1,334,627 $2,669,254 2022 - 2030 $876,010 $1,241,873
charge while visiting the commercial
premises.
3. Office visiting hours are usually 9 am to 5 pm.

Option 2 10% scenario (one 22 kW and five 7 kW chargers / 100 car spaces)
Therefore, eight visitors can use one 22 kW
charger per day to top up their charge. 10% Spaces EV Capable and Ready
90% Spaces EV capable
4. One LCV can use the 22kW charger overnight
to provide a full day’s charge. Minimum Maximum Minimum Maximum
New Build New Build Costs $1,700 $2,500
5. Working hours are more likely to range from 8 $700 $1,400
Costs
am to 6 pm. Therefore, two people can use
one 7 kW charger per day to top up. Retrofit $1,400 $20,000 Retrofit $2,500 $21,000
6. Depending on the make and model of car and 2021 2021

$15,733,340 $115,122,000 $3,974,450 $20,831,600
charger used, a 22 kW charger can recharge
a battery to 80% in 5 hours, while a slower 7 2022-2030 $1,478,911 $2,957,822 2022 - 2030 $525,606 $747,185
kW charger can charge to 80% in around 7
hours.
Calculations are shown in Appendix G

Page 85
COMMERCIAL ‘'WASH BAY' MODEL’ ASSESSMENT
'Wash Bay' model assumptions 'Wash Bay' model commercial cost scenarios
The EV charger required to implement a 'Wash Scenario based on EV charger costs only
Bay' model would be between 25 kW and 50 kW
DC fast charger, and the unit would cost between 25 car parking spaces
$17,000 to $40,000 without installation. While a 22
22 kW (5 hours to 80%*) 25 kW (4 hours to 80%*) 50 kW (1 hour to 80%*)
kW charger costs $1,100 per charger. Two
scenarios have been assumed: $1,100 / charger (1/day) $17,000 / charger (2/day) $40,000 / charger (9/day)
Fast charger minimum cost: Not viable 13 chargers = $221,000 3 chargers = $120,000
1. A commercial development including 25
Slow charger costs: 25 = $27,500 (all units)
parking spaces and charging can be
+Installation costs
implemented by workers and LCVs/visitors 24
hours per day, however, most people will want
to charge during work hours from 8 am to 5 100 car parking spaces
pm. 22 kW (5 hours to 80%*) 25 kW (4 hours to 80%*) 50 kW (1 hour to 80%*)
Fast charger costs: Not viable 50 chargers = $850,000 12 chargers = $480,000
2. A commercial development including 100
parking spaces. 100 = $110,000 (all units)
+Installation costs
Depending on the make and model of car and
• Charge time will differ between vehicles depending on the speed of the onboard charger to draw power from
charger used, a 25 kW fast charger can recharge
the power source, the battery's storage capacity, and how depleted it is.
a battery to 80% in 4 hours, while a quicker 50 kW
charger can charge to 80% in around an hour, In all cases, the installation of slow chargers for all car parking spaces is the cheaper option based on charger
whereas it takes about 7 hours for a 7 kW charger cost and the use of a 22 kW charger is not a viable option for a Commercial 'Wash Bay' model.
to reach 80% capacity.
Insight
In all cases, the installation of slow chargers for all car parking spaces is the cheaper option based on high
charger costs and the infeasibility of using a 7 kW charger for a 'Wash Bay' model. Despite this, some
commercial operators may prefer a ‘'Wash Bay' Model’ where supplying fewer but higher wattage chargers
may attract customers or clients.

COST AS A PERCENTAGE OF VALUE
Cost as a Percentage of Total Development Costs Cost as a Percentage of Value of Existing Buildings
Moreland Council, Victoria - LID Calculations# Urbis Calculations (ranges not available)
Townhouses (based on 2 buildings of 7 and 29 dwellings) Retrofit Townhouses Cost compared to Unit Median
Total Cost: 0.03% - 0.39% of development costs ACT Averages
EV Capable per space Retrofit ($500 - 4,000) 0.15% - 1.23%
Units (based on 3 buildings of 19 – 46 apartments) EV Ready per space Retrofit ($1,500 – $5,000) 0.46% - 1.53%
Total Cost: 0.10% - 0.18% of development costs
Retrofit Units ACT Averages
Commercial (based on industrial warehouse development) EV Capable / space Retrofit ($1,400 - $7,000) 0.43% - 2.14%
Total Cost: 0.04% - 0.16% of development costs EV Ready / space Retrofit ($2,500 - $8,000) 0.77% - 2.45%
Urbis Calculations* Cost compared to Development Cost Retrofit Commercial ACT Averages
New Townhouses ACT Averages ACT Project Range EV Capable / space Retrofit ($1,400 - $20,000) 0.17% - 2.47%
EV Capable / space ($200 - $800) 0.08% - 0.31% 0.04% - 0.84% EV Ready / space Retrofit ($2,500 - $21,000) 0.31% - 2.59%
EV Ready / space ($1,200 - $1,800) 0.46% - 0.69% 0.26% - 1.89%
Source: Low Impact Development (LID) Consulting P/L, Moreland City Council Low Emission and
Electric Vehicles Standard (May 2021) p 42-43 and 65.
New Units ACT Averages ACT Project Range *Based on Cordell Connect ACT project data
EV Capable / space ($700 - $1,400) 0.19% - 0.38% 0.08% - 2.06%

EV Ready / space ($1,700 - $2,500) 0.46% - 0.67% 0.20% - 3.67%
Insight
New Commercial Office ACT Averages ACT Project Range
On average the cost of making future buildings EV Capable and Ready is a fraction of
EV Capable / space ($700 - $1,400) 0.27% - 0.55% 0.04% - 1.22% the total development cost. In general, the larger the project, the lower the portion of the
EV Ready / space ($1,700 - $2,500) 0.66% - 0.98% 0.10% - 2.17% cost to make it EV Ready.
If an owner wanted to save money today and delay the installation of EV charging
infrastructure for five years, they would be financially disadvantaged in the long run.
Ranges for EV Ready New Projects as a Percentage of Development Costs There are two primary drivers of this.
New Townhouses 0.03% - 1.89% ▪ The current cost of capital is at historic lows, with borrowing costs averaging 3%
interest per annum (RBA, 2021).
New Units 0.10% - 3.67% ▪ While the cost of new technology may come down, this is unlikely to outstrip the
New Commercial 0.04% - 2.17% average inflation of construction costs and materials, which currently sits at 6-8%
and has averages above real inflation (Merricks Capital, 2021)
This means that, even if we applied new build costs, delayed 5 years, there is a net
cost of delaying implementation of EV Ready chargers.

APPENDICES
APPENDIX A – INTERNATIONAL EXAMPLES
MULTI-UNIT RESIDENTIAL
Multi-Residential
Location Other notes / comments
Parking spaces Electrical requirements
Canada: City of All residential parking spaces provided except visitor parking ▪ Provision of an energised outlet 1 with ▪ The number of EV charging parking spaces
Vancouver, British to be EV Ready. Level 2 charging or higher (EV are included in Parking By-law No. 6059 and
Columbia capable). By-law no. 12693 regarding electric vehicle
▪ When an energy management charging stations.
system (EMS) is implemented, a ▪ Right to charge legislation (for installation of
minimum of 12 kWh over 8 hours EV charging in existing blocks).
overnight per EV charging ▪ An electrical by-law to require that the EV
infrastructure must be provided. infrastructure design is verified by qualified
100% staff.
EV Ready
USA: California Townhouses – One parking space per dwelling to be EV ▪ Each dwelling must have a dedicated 2019 California Green Buildings Standards
capable . branch circuit of minimum 40 A and Code3, became effective in 2020.
Multi-unit residential : Mandatory: Minimum 10% of parking conduit to the EV parking space. ▪ Tier 1 and Tier 2 are optional requirements
spaces to be EV capable. ▪ The service panel should have and are mandatory in local government
Optional Tier 1: 15% of parking spaces to be EV capable. enough capacity to accommodate the areas that have adopted them.
Optional Tier 2: 20% of parking spaces to be EV capable. needed number of dedicated branch ▪ Exceptions :
At least one shared or guest parking to be EV capable. circuits. o Where there is insufficient electrical
supply.
10% o Where there is evidence additional
EV CAPABLE infrastructure may adversely impact
the construction cost of the project.
USA: City of San Townhouses: Every parking space to be EV Ready. ▪ Townhouses: 40 A branch circuit, City of San Francisco Green Building and
Francisco Multi-unit: New construction and buildings undergoing major conduits, electrical panel capacity, Environment Codes
alternations need to be in 100% of parking spaces. overprotection devices, wire, and ▪ San Francisco mandates higher
receptacle. percentages of EV capable spaces than
▪ Multi-unit: Provide electrical capacity required by California State.
and infrastructure to facilitate future ▪ Exceptions are the same as devised by
100% installation of EV chargers in 100% of California State.
EV capable parking spaces.
1. Connected point in an electrical wiring installation at which current is taken and a source of voltage is connected to supply utilization equipment
2. https://vancouver.ca/news-calendar/more-electric-vehicle-ev-charging-stalls-in-new-non-residential-buildings-will-be-plug-in-ready-to-meet-increasing-needs.aspx
3, https://codes.iccsafe.org/content/CAGBSC2019

Multi-Residential
European Union Parking spaces in new buildings and buildings Installation of ducting infrastructure Energy Performance Of Buildings Regulations 2021
undergoing major renovation – (cable routes) for every parking space,
If more than 10 parking spaces, every residential can be facilitated by accessible trunking, Building undergoing major renovation includes :
parking space to have ducting infrastructure conduits, or cable trays. (i) case where the car park is located inside the
installed. building, the renovations concerned include the car park
or the electrical infrastructure of the building, or (ii) case
100% where the car park is physically adjacent to the building,
EV CAPABLE the renovations concerned include the car park or the
electrical infrastructure of the car park.
Norway: City of Oslo 50 per cent of parking spaces in all new buildings Grid capacity designed such that all ▪ Norway allows the right to charge in existing
must be EV Ready. Oslo is working towards 50% – vehicles can charge buildings at 3.6 kWh buildings without owners' corporation consent.
100% of parking spaces to be EV Ready3. without smart charging. ▪ Norway does not have specific buildings regulations
currently2, however new buildings generally provide
50% 100 per cent EV Ready parking spaces to increase
EV Ready property value.
United Kingdom 100 per cent of dwellings that have a parking space Minimum rated output of 7 kW, be fitted Electric vehicle charging in residential and non-
in all new buildings must be EV Ready. with a universal socket , a charging residential buildings, 2019
This policy allows for enabling infrastructure in cases equipment status indicator and minimum
that installing an electric vehicle charge point 1 is not of Mode 3 or equivalent. ▪ Builds on the “Road to Zero” strategy that every new
technically feasible. home has a charge point. Pending legislation soon
to become law. The first legislation in the world to
Retrofitting – residential buildings with more than require ‘smart’ chargers4.
10 car parking spaces undergoing major renovation ▪ Proposes a new section in English Building Code to
are to be EV Capable. include charging infrastructure requirements.
▪ Parking requirements are based on a per dwelling
100% basis rather than per parking space.
▪ Exemptions considered where charging
EV Ready
infrastructure installation costs exceed seven per
cent of major renovations.
1. The installation of the physical charge point, either a wall-box or a standing feeder pillar.
2. International Energy Agency, Nordic EV outlook 2018
3. International council on clean transportation 2020, WORKING PAPER 2020-17 https://theicct.org/sites/default/files/publications/EV-charging-metrics-aug2020.pdf
4. https://economictimes.indiatimes.com/industry/renewables/england-to-be-1st-country-to-require-new-homes-to-include-ev-chargers/articleshow/86162272.cms?from=mdr
Multi-Residential
UK: Glasgow City 100 per cent passive provision1 for developments Passive provision requires the necessary City Development Plan Sg11: Sustainable Transport
Council greater than 10 units. underlying infrastructure (e.g. capacity in Supplementary Guidance, 2017.
the connection to the local electricity
distribution network and electricity Passive charging provision requirements to reduce
distribution board as well as cabling to overall costs.
parking spaces) to enable simple
100% installation and activation of a charge
point.
Passive provision
UK: Salford City 100 per cent of dwellings in all new buildings must Minimum requirements of AC 3.5 KW to Salford City Council, Revised Draft Local Plan 2019.
Council have an EV Ready parking space. In addition, 7 KW mode 3 charging equipment.
shared parking areas must provide one dedicated Technical requirements as specified by the Office of
charge point per ten dwellings. Low Emission Vehicles, UK.
100%
EV CAPABLE

COMMERCIAL
Commercial
Canada: City of EV charging infrastructure in 45% of parking ▪ Provision of an energised outlet 2 with The number of EV charging parking spaces are included in
Vancouver, British spaces, 100% of car share spaces and 100% of all Level 2 charging or higher. the Parking By-law No. 6059 and By-law no. 12693 regarding
Columbia spaces in new hotels 1. ▪ When an energy management system electric vehicle charging stations
(EMS) is implemented, a minimum of
12 kWh over 8 hours overnight per EV ▪ Right to charge legislation (for installation of EV charging in
charging infrastructure must be existing blocks).
45% provided. ▪ An electrical by-law so that the EV infrastructure design is
verified by qualified staff.
EV Ready
USA: California New non-residential: six per cent of all parking 40 A minimum branch circuits. The 2019 California Green Buildings Standards Code3, became
State spaces to be EV capable. service panel should have enough effective in 2020. Tier 1 and Tier 2 are optional requirements
Tier 1 Optional : Eight per cent. capacity to accommodate the needed and are mandatory in local government areas that have
Tier 2 Optional : 10 per cent. number of dedicated branch circuits. adopted them.
Exceptions :
▪ Where there is insufficient electrical supply.
6% ▪ Where there is evidence additional infrastructure may
EV CAPABLE adversely impact the construction cost of the project.
USA: City of San New construction and major alterations where For 10 per cent spaces: Full circuit with a City of San Francisco Green Building and Environment
Francisco electrical service is upgraded: 10% EV Spaces with minimum of 40 A/ 240 Volt capacity per Codes
full branch circuit, 20% Panel Capacity & 100% - EV Space. San Francisco mandates higher percentages of EV capable
Conduit Only; Installation of 1 DCFC can replace For 20 per cent of spaces: Branch circuit spaces than required by California State. A combination of
up to 10 EV Spaces. panelboard(s) shall be installed at each EV capable and EV Ready spaces are required to reduce
parking level with service capacity to costs.
20% 10% deliver a minimum 40 A at 208 or 240 Exceptions are the same as devised by California State.
EV CAPABLE EV Ready volts per space.
1. https://vancouver.ca/news-calendar/more-electric-vehicle-ev-charging-stalls-in-new-non-residential-buildings-will-be-plug-in-ready-to-meet-increasing-needs.aspx
2. Connected point in an electrical wiring installation at which current is taken and a source of voltage is connected to supply utilization equipment

COMMERCIAL
COMMERCIAL
European Union At least one recharging point and ducting Installation of ducting infrastructure (cable Energy Performance Of Buildings Regulations 2021
infrastructure for at least one in every 5 car parking routes) facilitated by accessible trunking,
spaces to enable the subsequent installation of conduits, or cable trays. Exclusions to commercial EV car parking
recharging points for electric vehicles. requirements for buildings owned/ occupied by small
and medium-sized enterprises.
Member states to law down requirements for
20% installing at least one recharging point for existing
EV CAPABLE buildings (other than a dwelling) with more than 20
car parking spaces before 1 January 2025.
United Kingdom: For new buildings and buildings undergoing major ▪ Minimum rated output of 7 kW, be fitted Electric vehicle charging in residential and non-
renovation : Developments with more than 10 with a universal socket , a charging residential buildings, 2019
parking spaces to have at least one charge point 1 equipment status indicator and a
and cabling routes/ enabling infrastructure for one in minimum of Mode 3 or equivalent. ▪ Requirements of charging points for existing non-
five spaces. residential buildings are not part of the building
regulations but will be introduced through
Provision of at least one charge point in existing non- separate legislation.
residential buildings with more than 20 car parking ▪ Exemptions being considered where costs of grid
spaces ( applicable from 2025). connections are exceptionally high, and buildings
owned/occupied by small and medium
enterprises.
20%
EV CAPABLE

COMMERCIAL
Multi-residential
UK: Glasgow City Retail (> 500 sqm) , Active provision requires fully wired and City Development Plan Sg11: Sustainable Transport
Council Commercial car parks : 10% passive and 2% active. connected ‘ready to use’ charge points at Supplementary Guidance, 2017
parking spaces.
Offices / business (>55 sqm), industry (>1000sqm) ▪ Commercial developments require both active and
and storage/ distribution (>2000 sqm) – 20% passive Passive provision requires the necessary passive EV charging infrastructure provisions.
and 5% active. underlying infrastructure to enable simple ▪ Passive charging provisions to reduce overall costs.
installation and activation of a charge
Hotels / higher education – 20% passive and 2% point at a future date.
active.
10% - 20% 2% - 5%
Passive EV installed
Provision2
UK: Salford City One dedicated charge point per 1,000 sqm gross Minimum requirements of AC 3.5 KW to Salford City Council, Revised Draft Local Plan 2019
Council internal floorspace. 7 KW mode 3 charging equipment.
Standard, fast , semi rapid, rapid AC and ▪ Reduced requirements are permitted for
fast semi rapid and Rapid DC are developments with lower demands of EV charging.
permitted. ▪ Technical requirements as specified by the Office of
Low Emission Vehicles, UK.
1 charge point
Per 1000 sqm
1. The installation of the physical charge point, either a wall-box or a standing feeder pillar.

APPENDIX B – AUSTRALIAN EXAMPLES
MULTI- RESIDENTIAL
Multi-Residential
VIC: Moreland Apartments: EV capable infrastructure and ▪ Apartments: minimum charging of 12 kWh per vehicle in City Council
capacity in 100 per cent of parking spaces. non-peak load times. Moreland City Council Low Emission and
Minimum one EV charging unit to be installed at a ▪ Townhouses: Infrastructure to support Level 2, 32 A EV Electric Vehicles Standard
shared parking space. car charging.
Townhouses: EV Ready infrastructure and cabling ▪ Load management system to be included for each 100 per cent of parking spaces in multi – unit
for each garage. dwelling. residential to be “EV capable” to reduce
upfront costs and potential obsolescence
costs due to technology updates.
100%
EV CAPABLE
VIC: City of Yarra All parking spaces to be set up to be EV Ready to One or more distribution boards within each car parking Yarra City Council Best Practice Standards
the distribution board and cable trays from there level, with capacity to supply 7 kW (32 A) EV charger for ▪ The Yarra City Council best practice
for future installation of chargers. each parking space for future installation. Load standards are not mandatory under the
management system to make sure vehicles are charged planning scheme and achieving these
when electrical load is below peak demand.. standards will help applicants to
demonstrate best practices in
environmentally sustainable design (ESD)
performance.
100% ▪ The city is recommending incorporating
EV Ready charging requirements in the planning
permit process.
NSW: City of Apartments: Provide an EV Ready Connection to ▪ Dedicated 32 A circuit in an EV distribution board which Draft Development Control Plan – Telopea
Parramatta at least one car parking space per dwelling. must be located such that cabling is not more than 50 m Precinct
All car share spaces and visitor parking spaces from the parking bays to the EV Ready connections.
must have a shared EV connection. ▪ Provision of adequate space for future installation of Currently under public exhibition, if adopted
compact metres close to the EV distribution board. this DCP would be an amendment to the
▪ Car share spaces to provide Level 2 40 A fast charger. Paramatta DCP 2011.
100%
EV Ready

MULTI- RESIDENTIAL
Multi-Residential
NSW: Provision of electrical circuitry in 100 per cent of car Privately enabled spaces: Electrical infrastructure to Woollahra Development Control Plan 2015
Woollahra parking spaces. accommodate ‘Level 2’ slow (single phase with 7 kW power) (Amendment No. 9), Commenced in January
Municipal charging points. 2020.
Council Underground cables or cable trays to each car space.
100%
EV Ready
Proposed The electric distribution boards must be sized to ▪ Electric distribution boards in each storey of the car park Draft proposal, open to public comment.
NCC draft support future installation of 7kW / 32A type2 charger with charging control systems that can manage and
2022 in 25 per cent of parking spaces. schedule charging.
Car park must have designated space for cable trays ▪ Individual sub–circuit metering to record electricity use.
for future installation of 32A single phase sub circuits
to each parking space.
25% 100%
EV Ready EV CAPABLE

COMMERCIAL DEVELOPMENT
Commercial
VIC: Moreland City Non-residential / mixed use: Provision of EV charging Not applicable. Moreland City Council Low Emission and Electric Vehicles
Council infrastructure at the discretion of owner/ tenant. Standard
▪ No mandatory requirements for non-residential parking
spaces to be EV Ready.
▪ Optional choice for developers to install fast charging
at the discretion technology.
of owner/ tenant
VIC: City of Yarra At least 20% of all parking spaces to be EV Ready. Not detailed. Yarra City Council Best Practice Standards
▪ The Yarra City Council best practice standards are not
mandatory under the planning scheme and achieving
20% these standards will help applicants to demonstrate best
EV Ready practice in environmentally sustainable design (ESD)
performance.
▪ The city is recommending incorporating charging
requirements in the planning permit process.
NSW: City of Parramatta Must provide one shared EV connection per 10 parking Provision of Level 2 40A fast Draft Development Control Plan – Telopea Precinct
spaces distributed throughout. charger.
Currently under public exhibition, if adopted this DCP would
be an amendment to the Paramatta DCP 2011.
10%
EV Ready

COMMERCIAL DEVELOPMENT
Commercial
NSW: Woollahra Non – residential developments must provide one or 10 Publicly enabled spaces: electric Woollahra Development Control Plan 2015 (Amendment
Municipal Council per cent of all parking spaces (whichever is greater) infrastructure to accommodate No. 9), Commenced in January 2020.
with EV charging points. Level 2 fast – three phase with 11-
22 kW power.
10%
EV Ready
Proposed NCC draft Electrical distribution boards sized to support the future Electrical distribution boards to be Draft proposal, open to public comment.
2022 installation of 7kW / 32A type 2 charger in : provided with charging control
▪ 10 per cent of parking spaces in office buildings systems that can manage and
(class 5) and commercial. Retail (class 6). schedule charging to the total
▪ 20 per cent of parking spaces in hotels, warehouses, demand in the building.
storage, factories, educational and health facilities.
10% - 20%
EV Ready

APPENDIX C – GLOSSARY DIAGRAMS
Glossary diagram 1 – EV types Glossary diagram 2 – charge plug types
Region
Current
type Europe,
North
Japan rest of China
America
world
AC
Type 1 Type 1 Type 2

Plug name: GB/T
(J1772) (J1772) (Mennekes)
DC
Plug name: CHAdeMO CCS1 CCS2 GB/T

APPENDIX C – GLOSSARY DIAGRAMS
Glossary diagram 3 – charging mode descriptions (IEC) Glossary diagram 4 – electrical grid, phases, main and
distribution boards explained
© McGraw Hill 2014. Electrical Wiring Practice Vol 1.
Glossary Diagram 5 – Charging Level descriptions (SAE)
APPENDIX D – COST ALLOCATIONS OF ELECTRICAL COMPONENTS IN EV READY AND
EV-CAPABLE SCENARIOS
1. EV Capable:
▪ Switchboard sized for EV load as
o Townhouses: 1 x parking spot at 7 kW.
o Apartments: 100% EV charging at minimum 1.6 kW each parking position.
o Commercial: 1 x 22 kW plus 3.6 kW min to each workplace charging spot.
▪ Distribution board on each level of the carpark with max 50m run to any EV charger
▪ EV charger Distribution board (DB) sub-mains installed and connected.
▪ Space provision in or next to EV charger DB for installing demand management and
billing system electronics etc.
▪ All cable trays, conduits etc in place to enable installation of the ‘last-mile’ from DB to EV
charger.
▪ All ‘last mile’ wiring to EV charger to be 7 kW capable (generally = 6mm 2).
▪ For townhouses – all EV charger wiring in place including to EV charger position and
blanking plate or other appropriate termination method for EV charger cabling at EV
charger position (i.e., EV charger NOT installed).
2. EV Ready:
▪ As above PLUS:
▪ Demand management and billing system software in place.
▪ All EV charger circuit breakers in place in EV charger DB.
▪ All wiring from EV charger DB to EV charger position in place.
▪ Blanking plate or other appropriate termination method for EV charger cabling at EV
charger position (i.e., EV charger NOT installed).
3. Shared spots in apartments and commercial situations

▪ All EV charger capable or ready costs as per above.
▪ EV charger installation costs as described above to be at the body corporate’s
expense.
▪ EV charger controlled by use of swipe card/PIN/QR code & payment via a credit card
system.
▪ Best to get Chargefox or similar to manage swipe card/PIN/QR code and bill the
usage costs.
APPENDIX E – AUSTRALIAN STANDARDS
Requirements from the Australian standards Fire in residential buildings involving electric vehicles
AS/NZS3000-2018 Currently, there appears to be little research on whether EVs present any
a. P3.2.3 Protection in public areas and car park sites. greater fire risk to building construction or fire spread as compared to the
- Inc IK07 protection (IK07 - Protected against 2 joules of impact = petrol/diesel/LPG contained in ICE vehicle fuel tanks.
the equivalent to the impact of a 0.5kg mass dropped from 400mm
EVs do however present different fire risks to ICE vehicles and require different
above the impacted surface).
approaches to fire management. For instance, EV battery fires require greater
b. 30 mA, Type A RCD opening all live conductors.
volumes of water for longer periods than may currently be allowed for in current
c. Cables supplying outlets for EV charging to be rated for the full connected
fire pump systems. Existing fire sprinkler systems may also not be up to the task
load.
of enabling the designed escape time. This is because, in extreme cases, lightly
d. Note – NZ requirements (7.9 in AS/NZS3000) are more prescriptive and
sprinkling water on a lithium battery fire may instead promote fire spread
include specifying a Type B RCD at the switchboard. Will Australia move
through the energy from the battery fire splitting water molecules into hydrogen
to these requirements in the long run?
(flammable) and oxygen (fire promoting).
AS/NZS3008.1.1-2017
1. Cables must be sized according to the installation conditions.
2. Where multiple cables are on the same cable tray or in the same conduit,
derating tables apply.
Applicable Standards for Electric Vehicle Supply Equipment (EVSE):

Source: see reference 14.
i. IEC 61851 Electric vehicle conductive charging system.
ii. IEC 62196 Plugs, socket-outlets, vehicle connectors and vehicle inlets -
Conductive charging of electric vehicles.
iii. Resistance to heat and fire requirements of AS/NZS 60335.1:2011 clause
30.2 for unattended appliances.
APPENDIX F – EV CHARGING TIMES
Comparison of BEV 'wall to battery’ kWh/100km energy consumption and recharge times at various kWh rates
Charge Charge No. of
Charge Charge Charge
time time (hrs) days
EV make/model
kWh/
Range
time (hrs)
(hrs) for for 32km
time 0- time 0-
before Calculations
100km for 32km 100% at 100% at 7
32km at of use at battery at
at 7 kW 1.6 kW kW In the ACT, 11,800km travelled per year = 32km/day1
3.6 kW 1.6 kW 10%
Audi e-tron 50 23.1 336 1.1 2.1 5 49 11 9 At 18.36 kWh/100km, (the average of the cars listed)
Audi e-tron 55 23.7 417 1.1 2.2 5 62 14 12 approximately 6 kWh charged per day is needed to give 32km
charged per day.
BMWi3 13.7 310 0.6 1.3 3 27 6 9
Hyundai Kona The minimum EV charger charge rate is 1.4 kW.
electric–long 13.1 484 0.6 1.2 3 40 9 14
range ▪ Based on a minimum 1.4 kW charge rate, 6 kWh charged
Hyundai Ioniq would take approximately 4.25hrs. (i.e., within an 8-hour off-
15.3 311 0.7 1.4 3 30 7 9
electric peak time slot).
Hyundai Ioniq 5 18.9 451 0.9 1.7 4 53 12 13 ▪ Achieve 33 kWh charge in 24hrs. (is half to three-quarters of
Jaguar I-Pace 22.3 470 1.0 2.0 4 66 15 13 the current average BEV battery size).
Kia e-Niro 17.3 455 0.8 1.6 3 49 11 13 ▪ Achieve 60 km charged in 8 hrs (i.e., approx. 2 x daily
Mercedes EQA 18.7 426 0.9 1.7 4 50 11 12 commute in an 8-hour off-peak time slot).
Mercedes EQC 21.6 400 1.0 2.0 4 54 12 11
MG ZS EV 19.3 263 0.9 1.8 4 32 7 7 Therefore, the recommendation is for a minimum planned current
Mini Cooper SE 15.6 232 0.7 1.4 3 23 5 7 draw for all EV charger distribution boards to be 1.4 kW (6 A) for
Nissan Leaf ZE1 100% of parking spots to enable EV charging to replenish twice
20.6 385 0.9 1.9 4 50 11 11 the average daily commute in an 8-hour period. This is to make
e+
Porsche Taycan sure all EV chargers in an apartment complex will be operational
18.0 369 0.8 1.6 4 42 9 10 (although slowly) in the unlikely scenario that all EVs are plugged
(2-wheel drive)
Renault Kangoo in at the one time but still gain a useful charge at the optimum off-
19.4 160 0.9 1.8 4 19 4 5 peak time. (See 1.6 kW column). The addition of solar PV will also
ZE van
enable this or greater a charge rate during the day.
Tesla Model X
18.9 580 0.9 1.7 4 69 16 16
Long Range
Tesla Model S With Load Management, this minimum can easily ramp up to
16.2 663 0.7 1.5 3 67 15 19
Long Range achieve the required charging more quickly to the lesser
Tesla Model 3 proportion of EVs that would be plugged in at any one time. (See
14.6 448 0.7 1.3 3 41 9 13
SR+ 3.6 and 7 kW charge time columns for the comparison).
Tesla Model 3
15.5 580 0.7 1.4 3 56 13 16
Long Range
1. ABS, https://www.abs.gov.au/statistics/industry/tourism-and-transport/survey-
motor-vehicle-use-australia/latest-release
APPENDIX G: EV CAPABLE COSTS
New build additional costs Retrofit additional costs and incentives
Townhouses (One space 7 kW capable) Costs (expected to be two to five times more than for new build)
Switchboard sized for EV load The cost of retrofitting depends largely on the existing infrastructure and layout
Cost / space: $200 - $800 within the existing building including:
▪ Project Management costs – including coordination of stakeholders.
Apartments/Units (One space / unit 1.6 kW capable) ▪ Permit costs, costs of inspections, preparation of electrical drawings and
plans.
Switchboard sized for EV load
▪ Any remediation work required following the investigation stage (including
Distribution Board (1 per 50m on each level)
removal of potentially hazardous materials, including asbestos).
EVSE Distribution Board Sub Mains
▪ Demolition or renovation costs - physical costs of breaking and repair of
All cable trays, conduits etc. from DB to EVSE walls, requiring longer conduits, upgrading electrical panels etc.
EVSE wiring 7 kW capable (generally = 6mm2) ▪ Location and grade of existing electrical services and electrical supply from
Energy metering with communication capabilities to EV chargers the street.
Cost / space: $700 - $1,400 ▪ In commercial developments, retrofitting a fast charger in developments
would incur additional costs of electricity supply infrastructure as fast
charging requires significant additional electricity demand.
Commercial (One space 22 kW capable, 3.6 kW capable / space)
▪ Cost is also dependent on the ability to provide space required in or next to
Layout dependent on design may include:
EVSE DB for installing demand management and billing system electronics
Switchboard sized for EV load etc.
Distribution Switchboard sized for EV load ▪ For townhouses additional costs of retrofitting include modifying the
Distribution Board (only in shopping centres and hotels) switchboard to extend capacity, assessing the room in the switchboard for
EVSE Distribution Board Sub Mains additional circuit breakers and/or the need to upgrade the switchboard and
wiring to modern standards, as well as the capacity of the consumer’s mains
All cable trays, conduits etc from DB to EVSE
to supply the additional current.
EVSE wiring 7 kW capable (generally = 6mm2)
▪ The cost of retrofitting apartments and commercial premises could potentially
reach over $100,000 depending on the above.
Energy metering with communication capabilities to EV chargers
Townhouses $500 - $4,000
Cost / space: $700 - $1,400
Apartments (cost is increased if multi-level parking) $1,400 - $7,000
*'Wash Bay' model costs requires 3 phase incoming power supply
Commercial $1,400 - $20,000
Note: Labour costs of $125 per hour were used as recommended by NECA (Bryce
Gaton, Stage 3 EV Ready Costings V0.2a-Draft, 2021)
APPENDIX G: EV CAPABLE AND READY COSTS
New build additional costs Retrofit additional costs
Townhouses (One space 7 kW capable) Townhouses $1,500 - $5,000

EVSE circuit breakers Apartments (cost is increased if multi-level parking) $2,500 - $8,000
Blanking plate or other termination method for EVSE cabling Commercial $2,500 - $21,000
EVSE Total Cost / space $1200 - $1,800 'Wash Bay' Model* $20,000 - $100,000
Total Cost: 0.03%–0.39% of development costs# • Excludes EV Capable costs
Apartments/Units (One space / unit 1.6 kW capable) Note: Labour costs of $125 per hour were used as recommended by NECA (Bryce
Gaton, Stage 3 EV Ready Costings V0.2a-Draft, 2021)
Demand Management and billing system electronics and software
Energy metering with communication capabilities to EV chargers
Cost reduction
EVSE circuit breakers
Wiring from EVSE DB to EVSE position in place Three ways to reduce the cost of EV charging stations:
Blanking plate or other termination method for EVSE cabling ▪ Adding PV + Battery Storage.
Usage cost service provider e.g. Chargefox via swipe card/PIN/QR code ▪ Co-locating with a commercial building (demand and fixed cost savings).
EVSE Total Cost / space $1,700 - $2,500 ▪ Optimising the times at which the EVs were charged i.e. in apartments spread
EV charging over a longer time frame 11 pm to 7 am when the air-conditioning
Total Cost: 0.1%-0.18% of development costs#
load is lower (no additional cost).
Additional Management Costs $330 / station / year
Commercial (One space 22 kW capable, plus a 3.6 kW single phase Current Incentives in the ACT
provision)
EV rebate/discount: Interest free loans up to $15,000
Layout dependent on design may include:
Tax breaks: Stamp duty waiver for all vehicles emitting under 130g CO2/km
Demand Management and billing system electronics and software (including ICE, hybrid and EV). Potential savings range from $400 on a $40,000 fuel
Energy metering with communication capabilities to EV chargers efficient car up to $5,100 on a $100,000 SUV.
EVSE circuit breakers Registration discount: Two years free registration for EVs purchased up to 30
June 2024;
Wiring from EVSE DB to EVSE position in place
Incentives required
Blanking plate or other termination method for EVSE cabling
According to international experience, incentives are required to encourage
Usage cost service provider e.g. Chargefox via swipe card/PIN/QR code
retrofitting of EVSE in existing workplaces and multi-storey apartment buildings
EVSE Total Cost / space $1,700 - $2,500 ranging from 25% in Australia to 50% to 75% overseas with limits in place. Higher
Total Cost: 0.04%-0.16% of development costs Industrial Warehouse# incentives are available for low-income and indigenous communities.
Additional Management Costs $330 / station / year #Source: Low Impact Development (LID) Consulting P/L, Moreland City Council Low
'Wash Bay' Model* (1 space 25 kW-50 kW DC ready): $17,000 - $40,000 Emission and Electric Vehicles Standard (May 2021) p 42-43 and 65.
APPENDIX G: CASE STUDY COSTING
Cost analysis methodology: Multi-unit residential Cost analysis methodology: Commercial
The cost estimation of any policy is imperative to fully assess the various Cost estimation of the policy options was also carried out for a commercial
options that could be implemented to make the Australian Capital Territory property in the ACT. This process involved the following steps:
(ACT) Electric Vehicle (EV) ready and, to varying degrees, EV capable. This 1. Urbis calculated the number of commercial premises in existence as of
process involved the following steps: September 2021. Firstly, Pricefinder and Core Logic data were used to
obtain the breakdown of existing commercial buildings as of September
1. Urbis calculated the number of townhouses and apartments in existence 2021.
and is due to complete in 2021. Firstly, Census data was used to obtain
2. The future supply of commercial property was calculated by year and final
the breakdown of dwellings as of 2016. The ABS small area data was
quarter of 2021, using data obtained from Cordell. Data were obtained from
then added to the Census data to receive an end of 2019 total for each 2021 to 2030.
dwelling type, and 2020 and 2021 were estimated using Cordell and other
3. In line with parking provisions in the ACT, projects which did not contain
data obtained from developers and agency websites reporting
parking space information were allocated spaces based on the provisions in
completions. the ACT Planning and Land Authority (October 2014) Parking and Vehicular
2. The future supply of townhouses and apartments was calculated by year Access General Code.
using data obtained from Cordell. This data was cross-checked to the 4. Minimum and maximum costs for a single EV capable space (incorporating
supplied ACT land release data. Data were obtained from 2021 to 2036. economies of scale) were calculated from the literature supplied by Bryce
Gaton (Electrical Engineer). Bryce Gaton also provided the cost of the
3. In line with parking provisions in the ACT, projects which did not contain charger to obtain EV Ready status.
parking space information were allocated spaces based on 1.5 car spaces 5. The EV Ready and EV capable costs were applied to the number of car
per unit for developments containing a mix of one to four-bedroom spaces to obtain the total cost for each option.
apartments. Two spaces per unit were applied to projects containing only 6. The 'Wash Bay' model was evaluated using charger costs to assess its
three and four-bedroom dwellings. viability.
4. Minimum and maximum costs for a single EV capable space
(incorporating economies of scale) were calculated from the literature
supplied by Bryce Gaton (Electrical Engineer). Bryce Gaton also provided
the cost of the charger to obtain EV Ready status.
5. The EV Ready and EV capable costs were applied to the number of

spaces and dwellings to obtain the total cost for each option. Note: Minimum and Maximum costs are estimates based on differential pricing for
different lot sizes, shapes and site constraints/requirements, which would adjust the cost
6. The 'Wash Bay' model was evaluated using charger costs to assess its of wiring and labour hours. A standard charger providing the indicated capability was
viability. selected.
APPENDIX G: OPTION 1 EV READY SPACES IN MULTI-UNIT DWELLING COST ASSESSMENT
1
100% of
parking
spaces to
be TOWNHOUSES APARTMENTS
EV Ready
Townhouses* Apartments*
100% EV Ready Minimum Maximum 100% EV Ready Minimum Maximum
New Build New Build
$ 1,200 $ 1,800 $1,700 $2,500
Costs Costs
Retrofit Car Spaces $ 1,500 $ 5,000 Retrofit Car Spaces $2,500 $8,000
2021 45,593 $68,388,750 $227,962,500 2021 47,172 $117,930,000 $377,376,000
2022 479 $574,800 $862,200 2022 310 $526,150 $773,750
2023 1118 $1,341,000 $2011,500 2023 1515 $2,575,500 $3,787,500
2024 362 $434,400 $651,600 2024 6204 $10,546,800 $15,510,000
2025 91 $109,200 $163,800 2025 4766 $8,102,200 $11,915,000
2026 39 $46,800 $70,200 2026 1588 $2,699,600 $3,970,000
2027 95 $113,520 $170,280 2027 5102 $8,673,400 $12,755,000
2028 95 $113,520 $170,280 2028 1598 $2,717,072 $3,995,694
2029 95 $113,520 $170,280 2029 1598 $2,717,072 $3,995,694
2030 95 $113,520 $170,280 2030 1598 $2,717,072 $3,995,694
2031 95 $113,520 $170,280 2031 1598 $2,717,072 $3,995,694
2032 95 $113,520 $170,280 2032 1598 $2,717,072 $3,995,694
2033 95 $113,520 $170,280 2033 1598 $2,717,072 $3,995,694
2034 95 $113,520 $170,280 2034 1598 $2,717,072 $3,995,694
2035 95 $113,520 $170,280 2035 1598 $2,717,072 $3,995,694
2036 95 $113,520 $170,280 2036 1598 $2,717,072 $3,995,694
* Split of unallocated future supply spread throughout outlook from 2027 for Townhouses and from 2028 for Apartments.
Source: Cityscope, Pricefinder, Cordell Connect, Urbis
APPENDIX G: OPTION 2 MULTI-UNIT DWELLING COST ASSESSMENT
2
100% of
dwellings
have an EV
Ready TOWNHOUSES APARTMENTS
parking Townhouses* Apartments*
space EV Ready Minimum Maximum EV Ready Minimum Maximum
New Build New Build
$1,200 $1,800 $1,700 $2,500
Costs Costs
Retrofit Dwellings $1,500 $5,000 Retrofit Dwellings $2,500 $8,000
2021 30,395 $45,592,500 $151,975,000 2021 31,448 $78,620,000 $251,584,000
2022 259 $310,800 $466,200 2022 162 $275,400 $405,000
2023 568 $681,600 $1,022,400 2023 966 $1,642,200 $2,415,000
2024 233 $279,600 $419,400 2024 4,081 $6,937,700 $10,202,500
2025 57 $68,400 $102,600 2025 3,221 $5,475,700 $8,052,500
2026 18 $21,600 $32,400 2026 1,004 $1,706,800 $2,510,000
2027 50 $59,880 $89,820 2027 3,407 $5,791,900 $8,517,500
2028 50 $59,880 $89,820 2028 1,094 $1,860,178 $2,735,556
2029 50 $59,880 $89,820 2029 1,094 $1,860,178 $2,735,556
2030 50 $59,880 $89,820 2030 1,094 $1,860,178 $2,735,556
2031 50 $59,880 $89,820 2031 1,094 $1,860,178 $2,735,556
2032 50 $59,880 $89,820 2032 1,094 $1,860,178 $2,735,556
2033 50 $59,880 $89,820 2033 1,094 $1,860,178 $2,735,556
2034 50 $59,880 $89,820 2034 1,094 $1,860,178 $2,735,556
2035 50 $59,880 $89,820 2035 1,094 $1,860,178 $2,735,556
2036 50 $59,880 $89,820 2036 1,094 $1,860,178 $2,735,556
3
100% of
dwellings
have an EV
TOWNHOUSES APARTMENTS
Capable
parking space Townhouses* Apartments*
EV Capable Minimum Maximum EV Capable Minimum Maximum
New Build New Build
$200 $800 $700 $1,400
Costs Costs
Retrofit Dwellings $500 $4,000 Retrofit Dwellings $1,400 $7,000
2021 30,395 $15,197,500 $121,580,000 2021 31,448 $44,027,200 $220,136,000
2022 259 $51,800 $207,200 2022 162 $113,400 $226,800
2023 568 $113,600 $454,400 2023 966 $676,200 $1,352,400
2024 233 $46,600 $186,400 2024 4,081 $2,856,700 $5,713,400
2025 57 $11,400 $45,600 2025 3,221 $2,254,700 $4,509,400
2026 18 $3,600 $14,400 2026 1,004 $702,800 $1,405,600
2027 50 $9,980 $39,920 2027 3,407 $2,384,900 $4,769,800
2028 50 $9,980 $39,920 2028 1,094 $765,956 $1,531,911
2029 50 $9,980 $39,920 2029 1,094 $765,956 $1,531,911
2030 50 $9,980 $39,920 2030 1,094 $765,956 $1,531,911
2031 50 $9,980 $39,920 2031 1,094 $765,956 $1,531,911
2032 50 $9,980 $39,920 2032 1,094 $765,956 $1,531,911
2033 50 $9,980 $39,920 2033 1,094 $765,956 $1,531,911
2034 50 $9,980 $39,920 2034 1,094 $765,956 $1,531,911
2035 50 $9,980 $39,920 2035 1,094 $765,956 $1,531,911
2036 50 $9,980 $39,920 2036 1,094 $765,956 $1,531,911
5
Shared EV Ready
Additional Option 5 - As the Wash Bay model (Option 4) was not feasible, it was requested that an alternative option of 100% EV Capable
parking spaces 50%
and 50% EV Ready shared parking spaces be explored. The results are shown below.
OF dWELLINGS
TOWNHOUSES APARTMENTS
50% Capable only 50% Capable and Ready 50% Capable only 50% Capable and Ready
Minimum Maximum Minimum Maximum Minimum Maximum Minimum Maximum
New Build New Build Costs $700 $1,400 $1,700 $2,500
$200 $800 $1,200 $1,800
Costs Retrofit Dwellings $1,400 $7,000 $2,500 $ 8,000
Retrofit Dwellings $500 $4,000 $1,500 $5,000 $110,068,00 $125,792,00
2021 15,724 $22,013,600 $39,310,000
2021 15198 $7,598,750 $60,790,000 $22,796,250 $75,987,500 0 0
2022 130 $25,900 $103,600 $155,400 $233,100 2022 81 $56,700 $113,400 $137,700 $202,500
2023 284 $56,800 $227,200 $340,800 $511,200 2023 483 $338,100 $676,200 $821,100 $1,207,500
2024 117 $23,300 $93,200 $139,800 $209,700 2024 2,041 $1,428,350 $2,856,700 $3,468,850 $5,101,250
2025 29 $5,700 $22,800 $34,200 $51,300 2025 1,611 $1,127,350 $2,254,700 $2,737,850 $4,026,250
2026 9 $1,800 $7,200 $10,800 $16,200 2026 502 $351,400 $702,800 $853,400 $1,255,000
2027 25 $4,990 $19,960 $29,940 $44,910 2027 1,704 $1,192,450 $2,384,900 $2,895,950 $4,258,750
2028 25 $4,990 $19,960 $29,940 $44,910 2028 547 $382,978 $765,956 $930,089 $1,367,778
2029 25 $4,990 $19,960 $29,940 $44,910 2029 547 $382,978 $765,956 $930,089 $1,367,778
2030 25 $4,990 $19,960 $29,940 $44,910 2030 547 $382,978 $765,956 $930,089 $1,367,778
2031 25 $4,990 $19,960 $29,940 $44,910 2031 547 $382,978 $765,956 $930,089 $1,367,778
2032 25 $4,990 $19,960 $29,940 $44,910 2032 547 $382,978 $765,956 $930,089 $1,367,778
2033 25 $4,990 $19,960 $29,940 $44,910 2033 547 $382,978 $765,956 $930,089 $1,367,778
2034 25 $4,990 $19,960 $29,940 $44,910 2034 547 $382,978 $765,956 $930,089 $1,367,778
2035 25 $4,990 $19,960 $29,940 $44,910 2035 547 $382,978 $765,956 $930,089 $1,367,778
2036 25 $4,990 $19,960 $29,940 $44,910 2036 547 $382,978 $765,956 $930,089 $1,367,778
APPENDIX G: OPTION 1 COMMERCIAL COST ASSESSMENT
1
10% of
parking
spaces to
be EV Ready
Option 1 90% Spaces EV Option 1 10% Spaces EV Ready

capable Commercial Minimum Maximum
Commercial Minimum Maximum New Build
EV Ready $1,700 $2,500
New Build Costs EV Capable $700 $1,400 Costs
Retrofit Units $1,400 $20,000 Retrofit Units $2,500 $21,000
2021 2,741 $6,852,500 $57,561,000
2021 24,669 $34,536,600 $493,380,000
2022 9 $15,300 $22,500
2022 81 $56,700 $113,400
2023 142 $241,486 $355,126
2023 1,278 $894,917 $1,789,834
2024 113 $192,780 $283,500
2024 1,021 $714,420 $1,428,840
2025 27 $46,619 $68,558
2025 247 $172,765 $345,531
2026 2 $3,910 $5,750
2026 21 $14,490 $28,980
2027 0 $324 $477
2027 2 $1,202 $2,403
2028 130 $221,000 $325,000
2028 1,170 $819,000 $1,638,000 2029 22 $37,230 $54,750
2029 197 $137,970 $275,940 2030 69 $117,420 $172,677
2030 622 $435,145 $870,290
2
20% of
parking
spaces to
be EV Ready
Option 2 80% spaces EV Option 2 20% Spaces EV

Capable Ready
Commerci Commerci
Minimum Maximum Minimum Maximum
al al
New Build EV New Build
$700 $1,400 EV Ready $ 1,700 $ 2,500
Costs Capable Costs
Retrofit Units $1,400 $20,000 Retrofit Units $ 2,500 $ 21,000
2021 21928 $30,699,200 $438,560,000 2021 5,482 $13,705,000 $115,122,000
2022 72 $50,400 $100,800 2022 18 $30,600 $45,000
2023 1,136 $795,482 $1,590,964 2023 284 $482,971 $710,252
2024 907 $635,040 $1,270,080 2024 227 $385,560 $567,000
2025 219 $153,569 $307,139 2025 55 $93,239 $137,115
2026 18 $12,880 $25,760 2026 5 $7,820 $11,500
2027 2 $1,068 $2,136 2027 0 $649 $954
2028 1,040 $728,000 $1,456,000 2028 260 $442,000 $650,000
2029 175 $122,640 $245,280 2029 44 $74,460 $109,500
2030 553 $386,795 $773,591 2030 138 $234,840 $345,353
APPENDIX G: ADDITIONAL OPTION 1 AND 2 COMMERCIAL COST ASSESSMENT
SPLITTING OPTIONS 1 AND 2 BY EMPLOYEE AND LCV/ VISITOR USE
Changing the mix - calculations

7 kW Employees 22 kW LCV/Visitors 1 Commercial 2 Commercial
Charges per day 2 8 20% of 10% of
parking parking
Proportion of 100 spaces 90 10 spaces to be spaces to be
Chargers required for all to charge EV Ready EV Ready
each day 45 2
EV Capable 90% 40 1
EV Capable 80% 36 1 LCV/Visitor spaces Employee spaces
EV Ready 10% 5 1
EV Ready 20% 9 1 Fast Slow
Commercial New Build per 100 spaces
EV Capable $700 $1,400 $700 $1,400
EV Capable and Ready $1,700 $2,400 $1,700 $2,500
EV Capable 90% $28,000 $56,000 $700 $1,400
EV Capable 80% $25,200 $50,400 $700 $1,400 Fast charging – Slow charging –
22 kW 7 kW AC per
EV Capable and Ready 10% $8,500 $12,000 $1,700 $2,500 no load EVSE. Load
EV Capable and Ready 20% $15,300 $21,600 $1,700 $2,500 management system management system
Commercial Retrofit per 100 spaces down to 3.6 kW
EV Capable $1,400 $10,000 $1,400 $20,000
EV Capable and Ready $2,400 $11,000 $2,500 $21,000
EV Capable 90% $56,000 $400,000 $1,400 $20,000
EV Capable 80% $50,400 $360,000 $1,400 $20,000
EV Capable and Ready 10% $12,000 $55,000 $2,500 $21,000
EV Capable and Ready 20% $21,600 $99,000 $2,500 $21,000
Commercial New Build in the ACT
EV Capable 90% $1,442,840 $2,885,680 $36,071 $72,142
EV Capable 80% $1,298,556 $2,597,112 $36,071 $72,142 Market Size
EV Capable and Ready 10% $438,005 $618,360 $87,601 $128,825 Car Spaces Multiplier
EV Capable and Ready 20% $788,409 $1,113,048 $87,601 $128,825 New Build 5153 51.53
Commercial Retrofit in the ACT Retrofit 27410 274.1
EV Capable 90% $15,349,600 $109,640,000 $383,740 $5,482,000
EV Capable 80% $13,814,640 $98,676,000 $383,740 $5,482,000
EV Capable and Ready 10% $3,289,200 $15,075,500 $685,250 $5,756,100
EV Capable and Ready 20% $5,920,560 $27,135,900 $685,250 $5,756,100
3 Commercial 3
Commercial
100% of
commercial 100% of commercial
vehicle parking vehicle parking
spaces to be EV spaces to be EV
Ready Ready
Option 3 100% Spaces using 22 kW charger Option 3 100% Spaces using 50 kW charger
Commercial Minimum Maximum Commercial Minimum Maximum
New Build Costs EV Ready $1,700 $2,500 New Build Costs EV Ready $40,000 $40,000
Retrofit Units $2,500 $21,000 Retrofit Units $45,000 $100,000
2021 27,410 $68,525,000 $575,610,000 2021 27,410 $1,233,450,000 $ 2,741,000,000
2022 90 $153,000 $225,000 2022 90 $3,600,000 $3,600,000
2023 1,421 $2,414,856 $3,551,259 2023 1,421 $56,820,136 $56,820,136
2024 1,134 $1,927,800 $2,835,000 2024 1,134 $45,360,000 $45,360,000
2025 274 $466,193 $685,577 2025 274 $10,969,238 $10,969,238
2026 23 $39,100 $57,500 2026 23 $920,000 $920,000
2027 2 $3,243 $4,769 2027 2 $76,298 $76,298
2028 1,300 $2,210,000 $3,250,000 2028 1,300 $52,000,000 $52,000,000
2029 219 $372,300 $547,500 2029 219 $8,760,000 $8,760,000
2030 691 $1,174,200 $1,726,765 2030 691 $27,628,242 $27,628,242
APPENDIX G: ADDITIONAL OPTION 3 COMMERCIAL COST ASSESSMENT
Cost analysis methodology commercial
accommodation
Cost estimation of the fourth additional policy option was carried out for
commercial accommodation property in the ACT. This process involved
the following steps:
1. Urbis calculated the number of commercial accommodation

premises in existence as of September 2021. Pricefinder, Core
3 Commercial Logic and Hotel Booking site data were used to obtain the Option 4 100% Car spaces using 7 kW charger
accommodation breakdown of existing commercial accommodation buildings as of Minimum Maximum
100% of October 2021. New Build Costs EV Ready $700 $1,400
parking Retrofit Units $1,700 $2,500
2. The future supply of commercial accommodation property was
spaces for
calculated by year and final two months of 2021, using data 2021 5,733 $9,746,100 $14,332,500
guests to be
EV Ready obtained from Cordell. Data were obtained to 2030. 2022 202 $141,400 $282,800
2023 348 $243,670 $487,340
3. In line with parking provisions in the ACT, projects which did not
contain parking space information were allocated spaces based on 2024 1100 $770,210 $1,540,420
the provisions in the ACT Planning and Land Authority (October 2025 1045 $731,640 $1,463,280
2014) Parking and Vehicular Access General Code. 2026 226 $158,130 $316,260
4. Minimum and maximum costs for a single EV capable space 2027 78 $54,250 $108,500
(incorporating economies of scale) were calculated from the 2028 150 $104,650 $209,300
slow charging –
7 kW AC per literature supplied by Bryce Gaton (Electrical Engineer). Bryce 2029 81 $56,770 $113,540
EVSE. Load Gaton also provided the cost of the charger to obtain EV Ready 2030 202 $141,400 $282,800
management status.
system down to
3.6 kW 5. The EV Ready and EV capable costs were applied to the number
of car spaces to obtain the total cost for each option.
6. Caravan and Tourist Parks were excluded from the analysis.
RETROFIT COST AS A PERCENTAGE OF CURRENT VALUE
Retrofit Cost Compared to 2021 Value Dwellings (Units and Townhouses)
To calculate the cost of making a dwelling, unit or Domain Median Unit price ACT $489,710
building EV Capable and EV Ready as a
percentage of current value of existing buildings is
Townhouses Average Per Dwelling Cost compared to Unit Median
calculated right.
30,395 townhouses / 45,593 car spaces = 1.5 spaces per dwelling
Residential
EV Capable per space Retrofit $500-4,000 = $750-$6,000 0.15%-1.23%
▪ For Townhouses and Units the median unit
price from Domain was used as the value. EV Ready per space Retrofit $1,500-$5,000 = $2,250-$7,500 0.46%-1.53%
▪ On average in the ACT, 1.5 car spaces exist
per dwelling for townhouses and units. Units Average Per Dwelling Cost compared to Unit Median
▪ This average was multiplied to the cost of 31,448 units / 47,172 car spaces 1.5 spaces per dwelling
making one car space EV Capable and EV EV Capable / space Retrofit $1,400-$7,000 = $2,100-$10,500 0.43%-2.14%
Capable and Ready to get the average cost per EV Ready / space Retrofit $2,500-$8,000 = $3,750-$12,000 0.77%-2.45%
dwelling.
▪ The cost was then compared to the median unit
price to estimate the cost of making one
dwelling EV Capable and EV Capable and
Ready as a percentage of the median price. Commercial Buildings
Commercial Units and Buildings
Office Sales in 2021 to date, ranged from $1,161 / sq.m – $12,388 / sq.m, averaging $5,574/ sq.m
▪ The average capital value was estimated on a
$ / sq.m basis for commercial unit titled and Estimated Stock Capital Value Estimated Market Value
buildings from sales that occurred from Non-Unit Titled Stock 2,315,104 sq.m $5,586 / sq.m $12,932,170,944
January 2021 to October 2021. Unit Titled Stock 1,666,365 sq.m $5,565 / sq.m $9,273,321,225
▪ On average in the ACT, it was calculated that Total (2021) 5,806 units $5,574 / sq.m $22,205,492,169 (Avg $3,824,577)
4.72 car spaces exist per unit/building.
▪ This average was multiplied to the cost of Commercial Buildings/ Commercial Units Average Per Unit Cost compared to Unit Average
making one car space EV Capable and EV
5,806 units / 27,410 car spaces 4.72 spaces per dwelling
Capable and Ready to get the average cost per
unit/building. EV Capable / space Retrofit $1,400-$20,000 = $6,608-$94,400 0.17%-2.47%
▪ The cost was then compared to the average EV Ready / space Retrofit $2,500-$21,000 = $11,800-$99,120 0.31%-2.59%
value to estimate the cost of making one
unit/building EV Capable and EV Capable and Source: Domain, Cityscope, Pricefinder, Urbis
Ready as a percentage of the average
unit/building value.
COST AS A PERCENTAGE OF DEVELOPMENT COSTS
EV Cost to Development Cost Dwellings (Units and Townhouses)
To calculate the cost of making a dwelling, unit or Townhouses Cordell Connect Estimated Value of New Supply
building EV Capable and EV Ready as a Total Car spaces in New Developments 3,035
percentage of current value of existing buildings is
Cost per EV Car Space Compared to Development Cost
calculated right. All calculations are based on
100% EV Capable and 100% EV Ready. Average (projects) Range
Residential EV Capable / space New $200 - $800 0.08% - 0.31% 0.04% - 0.84%
▪ The total construction value and number of car EV Ready / space New $1,200 - $1,800 0.46% - 0.69% 0.26% - 1.89%
parking spaces was obtained from Cordell
Connect for each project. Units Cordell Connect Estimated Value of New Supply
▪ The number of car parking spaces in each new Total Car spaces in New Developments 33,869
developments was multiplied by the cost of
Cost per EV Car Space Compared to Development Cost
making one space EV Capable and one space
EV Ready to get the total cost for each new Average (projects) Range
build. EV Capable / space New $700 - $1,400 0.19% - 0.38% 0.08% - 2.06%
▪ The EV Capable and EV Ready cost was then EV Ready / space New $1,700 - $2,500 0.46% - 0.67% 0.20% - 3.67%
compared to the development value.
▪ An average and range based on the minimum
and maximum EV Costs were calculated.
Commercial Buildings
Commercial Buildings
Cordell Connect Estimated Value of New Supply
▪ The total construction value and number of car
Total Car spaces in New Developments 5,153
parking spaces was obtained from Cordell
Connect for each project. Cost per EV Car Space Compared to Development Cost
▪ The number of commercial car parking spaces Average Range
in each new developments was multiplied by EV Capable / space New $700 - $1,400 0.27% - 0.55% 0.04% - 1.22%
the cost of making one space EV Capable and EV Ready / space New $1,700 - $2,500 0.66% - 0.98% 0.10% - 2.17%
one space EV Ready to get the total cost for
each new build.
Source: Cordell Connect, Urbis
▪ The EV Capable and EV Ready cost was then
compared to the development value.
▪ An average and range based on the minimum
and maximum EV Costs were calculated.
APPENDIX G – RESIDENTIAL CASE STUDIES – ST. LEONARDS SQUARE
Building St Leonard's Metropolitan Embassy Air Comparabl
Name Square Residences Tower Apartments e Median
472-486 Pacific
Address 9 Albany St 1 Marshall Ave 10 Atchison St
Hwy
Holdmark
Austino
Developer Mirvac Loftex Property
Property Group
Group
Completion 2020 2017 2016 2016
Units 526 125 269 237
Parking 672 87 291
Floors 28-36 13 29 30
Median Sales Price
1 Bed 1 Bath 799,000 701,250 760,000 829,000 768,000
Developer Mirvac 2 Bed 2 Bath 1,340,000 1,080,000 1,420,000 1,171,500 1,285,000
Location 472-486 Pacific Highway, St Leonards NSW 3 Bed 2 Bath 2,095,000 1,500,000 3,155,000 NA 1,697,500
▪ 36-storey apartment building. St Leonard’s Square Premium
▪ Mixed use development comprising offices,
chil- care centre, gym, retail, residential units 1 Bed 1 Bath 13.9% 5.1% -3.6% 4%
Property and large ground floor plaza. 2 Bed 2 Bath 24.1% -5.6% 14.4% 4%
Description ▪ 200m from St Leonard’s train station.
3 Bed 2 Bath 39.7% -33.6% NA 23%
▪ Stainless steel appliances, gas cooktop,
dishwasher, tiled kitchen and carpeted Metropolitan Residences, Embassy Tower and Air Apartments are recently
built developments within 300m of St Leonard’s Square. As a result, they
throughout. Comparables
share similar locational characteristics. In addition, they all have similar fit-
Commentary
Completion Q3 2020 outs including gas cooktops, stainless steel appliances, carpeted bedrooms
and balconies.
Total Units 526 (Sold Out)
While there is limited price appreciation in the one- and two-bedroom
Parking 672 spaces apartments, there is a significant difference in the 3-bedroom unit prices
Value Uplift
which is consistent with the premium buyer’s market that comes with greater
EV Ready Key Comments
22 shared price variability.
Points 336 sales transactions were used to calculate the median prices listed
Source: Pricefinder; Cordell; Urbis Apartment Essentials above.
APPENDIX G – RESIDENTIAL CASE STUDIES – UNITY COVE APARTMENTS
Building Comparable
Infinity Cove Lotus The Point Ivory
Name Median
390 Pacific 9 Mafeking
Address 2 Burley St 1 Little St
Hwy Ave
Prime Winim
Developer Urbancom EDG Capital
Construction Developments
Completion 2019 2018 2017 2016
Units 95 69 60 58
73 residential,
Parking 153 107 96
200 public
Floors 8 8 7 9
Median Sales Prices
1 Bed 1 Bath 760,000 841,000 630,000 875,250 750,000
Developer Urbancom 2 Bed 2 Bath 927,500* 1,100,000 865,000 1,165,000* 945,000
Location 2 Burley Street, Lane Cove NSW 3 Bed 2 Bath 1,560,000 1,155,000* NA 1,495,000* 1,387,500
▪ Eight-storey apartment building. Infinity Cove Premium to Comparables

▪ Over 1,000 sqm of communal open space. 1 Bed 1 Bath -10% 21% -13% 1%
Property
▪ All apartments have access to balconies.
Description 2 Bed 2 Bath -16% 7% -20% -2%
dishwasher, and carpeted bedrooms. 3 Bed 2 Bath 35% NA 4% 12%
The “Lotus”, “The Point”, and “Ivory” are recently completed residential
Completion Mid-2019
developments. The Lotus and The Point are situated across the road from
Total Units 95 Comparable Infinity Cove while the Ivory is 400m from Infinity Cove. As a result, they
Commentary exhibit similar locational characteristics. In addition, they all have similar fit-
Parking 153 spaces outs including gas cooktops, stainless steel appliances, carpeted bedrooms
and balconies.
EV Ready Key 1- and 2-bedroom units in Infinity Cove appear to show no discernible
40
Points premium/discount to comparable developments.
Value Uplift
The sales data is limited for specific product types amongst developments.
Commentary
Source: Pricefinder; Cordell; Urbis Apartment Essentials A total of 77 sales transactions were used to compute the comparable
median premium/discount
APPENDIX G – RESIDENTIAL CASE STUDIES – ST. LEONARDS SQUARE
Internal
Mix Price Range Average Price
Type Sold Size
(no.) (Actual To Date) (Actual to Date)
(sq.m)
1 Bed 1 Bath 58 54 54 – 68 352,000 - 420,000 393,227
2 Bed 1 Bath 23 12 63 – 76 495,000 - 580,000 524,417
2 Bed 2 Bath 89 72 73 – 103 523,950 - 685,000 577,172
3 Bed 2 Bath 27 22 102 - 136 754,000 - 1,050,000 817,101
3 Bed 3 Bath 1 1 - - 1,100,000
4Bed + 1 1 - - 1,290,000
Take-up The project launched in Q2 2019 and sold an average of 18
Rates apartments per quarter prior to Covid-19. Sales were slow from Q2-Q4
2020 however recovered strongly thereafter, with 67 units sold in the
Developer Pace first half of 2021.
Location 160 Whitehorse Road, Blackburn Victoria Value Uplift Compared to 1 Queen St Blackburn (as described below), the Pace of
▪ Currently under construction. Comments Blackburn has received higher sale prices for its units, averaging
▪ Mixed use development comprising 263 around 5% higher for 1 bedroom units and 20% higher for two
apartments, Office towers and supermarket bedroom units.
Property
across 4 towers ranging from 6-9 storeys.
Description
▪ 18m lap pool.
COMPARABLE SALES – 1 QUEEN ST BLACKBURN
dishwasher, and carpeted bedrooms. Price Range Average Price Pace of Blackburn
Type Sales
(Actual) (Actual) Premium
Completion Q3 2022 1 Bed 17 328,000 – 470,000 373,000 + 5%
Total Units 200 2 Bed 1 Bath 7 444,800 – 449,800 447,300 + 17%
Parking 697 spaces (for both residential and commercial) 2 Bed 2 Bath 7 463,000 – 480,000 471,500 + 22%
EV Ready Key 1 Queen St is a residential development approximately 200m from Pace of
5 shared for residents and visitors Blackburn. The development was completed in July 2018, has a similar
Points Comment
fitout, and provides the most like-for-like comparison with Pace of
Blackburn
Source: Pricefinder; Cordell; Urbis Apartment Essentials
APPENDIX H – RECOMMENDED PLANNING PROVISIONS
The following identifies the recommended amendments to current planning
provisions operating in the ACT planning framework, to facilitate the
delivery of EV Ready development.
It is acknowledged that the ACT is undergoing reform to the planning

system from a prescriptive based system to a performance outcomes-
based system. The proposed changes are provided in the context of the
existing Parking and Vehicular Access General Code.
Recommendation 1
Insert the following into Control 1.5:
EV Electric Vehicle, which is a generic term covering Battery

Electric Vehicle, Plug-in Hybrid Electric Vehicle, Hybrid
Electric Vehicle and Fuel Cell Electric Vehicle
EV charger An electric vehicle supply equipment (EVSE) used for

charging EVs that can be fixed or portable (plug-in)
EV charging Includes all infrastructure including electrical distribution

infrastructure board(s), conduits, cables and outlets associated with
charging EVs
EV Ready All EV charging infrastructure is integrated into the

development to facilitate charging of EVs
APPENDIX H – RECOMMENDED PLANNING PROVISIONS - RESIDENTIAL
Recommendation 2
Insert the following into Control 3.1.1 (a):
iii) that necessary infrastructure to support the charging of

electric vehicles is integrated to meet the EV Ready
requirements for vehicle parking as set out in residential
zones development codes.
Recommendation 3
Insert the following into Control 3.1.1 (c) :
iii) the impact of electric vehicle charging on peak electrical

demand requirements is minimised.
APPENDIX H – RECOMMENDED PLANNING PROVISIONS - RESIDENTIAL
Recommendation 4
Insert a new control for EV Ready parking provision under Control 3.1.6 Parking and vehicular access Residential zones:
a) The EV Ready parking provision rates for development in the residential zones are specified below.
Development EV Ready parking provision rate for residential zone
Apartment Provide EV charging infrastructure to at least one car parking space per dwelling.
Attached house Provide EV charging infrastructure to at least one car parking space per dwelling.
b) EV Ready charging infrastructure must:
i) be delivered in accordance with the ACT EV Ready development technical guidelines. (These technical guidelines
could be prepared in accordance with the recommendations in Section 4 of this report)
ii) be installed with adequate space for access and connection to an electric vehicle.
iii) include the provision of an EV Distribution Board(s) of sufficient size to allow connection of all EV Ready chargers.
iii) all EV charging infrastructure are connected from the parking bay to an EV Distribution Board(s).
iv) implement on-site centralised load management and power provision approach.
v) provide a dedicated 10A charger outlet within 5 metres of any bicycle parking area.
vi) provide a dedicated 10A charger outlet within 5 metres of any motorbike parking area.
APPENDIX H – RECOMMENDED PLANNING PROVISIONS - COMMERCIAL
Recommendation 5

requirements for vehicle parking as set out in commercial
Recommendation 6
Insert the following into Control 3.2.1 (c):
iv) the impact of electric vehicle charging on peak electrical

APPENDIX H – RECOMMENDED PLANNING PROVISIONS - COMMERCIAL
Recommendation 7
Insert a new control for EV Ready parking provision under Control 3.1.6 Parking and vehicular access Commercial zones:
a) The EV Ready parking provision rates for development in commercial zones are specified below.
Development EV Ready parking provision Alternative performance criteria

rate for commercial zone
Commercial Provide EV charging infrastructure to The provision of EV charging infrastructure to at least 10% of car parking spaces may be
at least 20% of car parking spaces. accepted based on the following criteria:
i) The proposed development contains 100 or more car spaces; and

ii) At least one EV charging infrastructure is allocated per tenancy; and
iii) There is equitable distribution of EV charging infrastructure for visitor parking; and
iv) A Traffic and Parking Assessment and Electrical Consultant assessment can
demonstrate that suitable access to EV charging is available for future demand.
i) be delivered in accordance with the ACT EV Ready development technical guidelines. (These technical guidelines
could be prepared in accordance with the recommendations in Section 4 of this report)
iii) include the provision of an EV Distribution Board(s) of sufficient size to allow connection of all EV chargers.
v) provide dedicated EV charging infrastructure for delivery vehicles in the best location for access while delivering or
loading.
vi) provide a dedicated 10A charger outlet within 5 metres of any bicycle parking area.
vii) provide a dedicated 10A charger outlet within 5 metres of any motorbike parking area.
APPENDIX H – RECOMMENDED PLANNING PROVISIONS – MIXED USE
Recommendation 8

requirements for vehicle parking as set out in mixed-use
zone development codes.
Recommendation 9

APPENDIX H – RECOMMENDED PLANNING PROVISIONS – MIXED USE
Recommendation 10
Insert a new control for EV Ready parking provision under Control 3.3.6 Parking and vehicular access Mixed-use zones:
Development EV Ready parking provision rate Alternative performance criteria

for commercial zone
Commercial Provide EV charging infrastructure to The provision of EV charging infrastructure to at least 10% of car parking spaces may be
at least 20% of car parking spaces. accepted based on the following criteria:

ii) At least one parking space with EV charging infrastructure is allocated per tenancy; and
iv) A Traffic and Parking Assessment and Electrical Consultant assessment can demonstrate
that suitable access to EV charging is available for future demand.
Apartments Provide EV charging infrastructure to N/A
at least one car parking space per
dwelling.
i) be delivered in accordance with the ACT EV Ready development technical guidelines. (These technical guidelines could be prepared in
accordance with the recommendations in Section 4 of this report)
v) provide dedicated EV charging infrastructure for delivery vehicles in the best location for access while delivering or loading.
APPENDIX H – RECOMMENDED PLANNING PROVISIONS – LEISURE AND ACCOMMODATION
Recommendation 11
ii) that necessary infrastructure to support the charging of

requirements for vehicle parking as set out in leisure and
accommodation zone development codes.
Recommendation 12
ii) the impact of electric vehicle charging on peak electrical

APPENDIX H – RECOMMENDED PLANNING PROVISIONS – LEISURE AND ACCOMMODATION
Recommendation 13
Insert a new control for EV Ready parking provision under Control 3.4.6 Parking and vehicular access Leisure and accommodation zones:

Leisure and Provide EV charging infrastructure to The provision of EV charging infrastructure to at least 10% of car parking spaces may be
accommodation at least 20% of car parking spaces. accepted based on the following criteria:

iii) all EV chargers are connected from the parking bay to an EV Distribution Board(s).
APPENDIX H – RECOMMENDED PLANNING PROVISIONS – INDUSTRIAL
Recommendation 14
ii) that necessary infrastructure to support the charging of

requirements for vehicle parking as set out in industrial
Recommendation 15

APPENDIX H – RECOMMENDED PLANNING PROVISIONS – INDUSTRIAL
Recommendation 16
Insert a new control for EV Ready parking provision under Control 3.5.6 Parking and vehicular access Residential zones:

Industrial/ Provide EV charging infrastructure to The provision of EV charging infrastructure to at least 10% of car parking spaces may be
warehouse at least 20% of car parking spaces. accepted based on the following criteria:

APPENDIX H – RECOMMENDED PLANNING PROVISIONS – COMPLIANCE
How development proponents will demonstrate compliance with the proposed requirements once built
(e.g. building approval, inspection and certification process)
Section 296 and 297 of the Planning and Development Act 2007 provides the means for the planning and land
authority to issue Certificates of compliance to demonstrate that a building and development provision has been
fully complied with.
For consistency, it is recommended that the existing provisions are applied to demonstrate compliance with the
installation of EV charging infrastructure.
“Make right” provisions or penalties where non-compliance is found
Section 202 of the Planning and Development Act 2007 provides the means for penalties to apply for an offence
whereby a development does not comply with a condition of the development approval when undertaking the
development.
This can include a maximum penalty of 60 penalty units.
For consistency, it is recommended that the existing provisions are applied if a development is found to not comply
with conditions of a development approval that will require the installation of EV charging infrastructure.

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EV READY

Prepared for ACT Government

DATA INFORMATION Content) are predominantly generated over long

EV Ready Developments - ACT Planning Review and Reform Project Page 2

Urbis acknowledges the important contribution

EV Ready Developments - ACT Planning Review and Reform Project Page 3

hour (off-peak) period.

Load management to be allowed for in all EV charger provisioning at switchboard. Page 41

10-20% of parking spaces in commercial development are EV Ready. Page 42

EV Ready Developments - ACT Planning Review and Reform Project Page 5

electrifying all forms of transport. 53

EV Ready Developments - ACT Planning Review and Reform Project Page 6

2. EV Ready developments in Australia and Internationally 19

▪ Case Studies Internationally 20

▪ Case Studies from Australia 23

3. Amendments to the ACT planning system 34

▪ The ACT planning system and regulatory review of EV Ready development 35

▪ Legislative change recommendations 38

4. Technical guidelines EV charging infrastructure 40

▪ Barriers and solutions to retrofitting 55

▪ Incentives and awareness to encourage retrofitting 65

EV Ready Developments - ACT Planning Review and Reform Project Page 7

EV Capable EV Ready EV charging installed

EV Ready Developments - ACT Planning Review and Reform Project Page 8

Acronyms Expansion Detail

Normal household/grid supply.

HEV Hybrid Electric Vehicle See diagram 1 (Appendix C).

EV Ready Developments - ACT Planning Review and Reform Project Page 9

Acronym Expansion Detail

kW Kilowatt The measure of power. 1 kW = 1000 Watts

EV Ready Developments - ACT Planning Review and Reform Project Page 10

EV Ready Developments - ACT Planning Review and Reform Project Page 11

Chapter summary IN 20 YEARS 70%

Internationally, the transition to electric

EV Ready Developments - ACT Planning Review and Reform Project Page 13

Provisioning for residential EV vehicles and promote other ‘lighter

What could the future of EVs look like in the ACT?

Potential EV Numbers registered in the ACT 2023 to 2050 – six scenarios

There are a number of barriers to EV ownership in Australia, as represented on this page.

Four types of Barriers to EV ownership/use

COST PUBLIC PERCEPTIONS CHARGING AT HOME AND PUBLIC CHARGING

Addressed with time To be addressed at a jurisdictional level

EV Ready Developments - ACT Planning Review and Reform Project Page 17

Policy and Governance Transport Planning

EV Ready Developments - ACT Planning Review and Reform Project Page 18

3. Some forerunner cities/countries 8 hrs SLOW 15 mins FAST

Canada: Vancouver, United Kingdom

Salford City Council European Union

EV Ready Developments - ACT Planning Review and Reform Project Page 20

Glasgow City 100%

Salford City Council

European Union 100%

San Francisco 100% 1 shared

Glasgow City 1 charge point

Salford City Council

San Francisco 20% 10%

EV Ready Developments - ACT Planning Review and Reform Project Page 22

EV Ready Developments - ACT Planning Review and Reform Page 23

Drafted policy changes for EV Moreland City 100% 1 shared parking

EV Ready Developments - ACT Planning Review and Reform Project Page 24

10% - 20% National: Australian

Drafted policy changes for EV

EV Ready Developments - ACT Planning Review and Reform Project Page 25