EV connections: Networks paving the way to harmonisation

Last year’s National Electric Vehicle Strategy and the recent Government Consumer Energy Resources (CER) Roadmap highlighted the need for ‘harmonisation’ of electric vehicle (EV) connection standards to support further development of charging infrastructure and the widespread adoption of EVs.

‘Electric vehicle supply equipment’ (EVSE) is the link between an electricity source and an EV battery that delivers power. Currently, standards for this equipment differ across Australian states and territories, which presents challenges to increasing much-needed EV charging infrastructure. The questions are: why are there different EVSE connection standards across jurisdictions? And what are the challenges to achieving harmonised EVSE connection standards and can we overcome them?

The answer for the first question is that these differences are influenced by a range of factors specific to each distribution network service provider’s (DNSP’s) history and operating environment. These variations are shaped by geography, regulations, technical, and consumer-related elements, which dictate the specific requirements and approaches adopted by each DNSP.

The second question is answered by a report prepared by Blunomy for Energy Networks Australia in partnership with the Australian Department of Climate Change, Energy, Environment and Water (DCCEEW). The report is the result of extensive engagement with networks and the wider EV industry.

The report identifies similarities and variances in current EVSE connection standards across different jurisdictions and provides a set of recommendations to achieve a harmonised national EVSE connection standard.

Key challenges and current industry situation

The report identifies key challenges in the industry and provides the current rules related to EVSE connections. Below is a summary of findings:

Amperage limitations: In some states, residential charging is hindered by amperage limitations, i.e. how much power can flow in the wires. While amperage limitations are to maintain quality of power supply, it could limit customers from installing Mode 3 EVSE at homes.

Most DNSPs support Mode 3/Level 2 EVSE installations for residential charging. However, some DNSPs impose additional requirements, such as data sharing on the installation or control over the management of the EVSE.

Management of residential EVSE: The potential impact of residential EV charging on the distribution network highlights the need for effective management of EVSE. While the industry believes that setting proper tariffs can regulate charging behaviours without direct management by DNSPs, rising EV adoption may still require safeguards.

It’s essential to define these safeguards early in consultation with the industry to avoid complications.

The current approaches to manage EVSE can be broadly categorised into connection-level management, device-level management, pricing or tariff differentiation, and hybrid methods.

Data collection for residential EVSE: During the interviews the EV industry expressed that additional data collection requirements for residential EV charging infrastructure can be burdensome, especially given the relatively low installation costs.

To prevent issues like non-compliance and inaccurate data, the preferred approach is to leverage existing data or indirect collection methods instead of imposing additional data collection obligations. For instance: metering data, using certificates of electrical safety and vehicle registration data.

Some DNSPs have already started collecting data on residential EVSE installations, and more are planning to do so in the future.

The absence of centralised data-sharing systems has led DNSPs to generate their own data. This results in duplicated efforts and imposes additional burdens on installers, who must navigate different exemption application processes across various DNSPs.

Additional points of supply for public charging: The industry seeks clear, transparent, and reasonable conditions for allowing additional points of supply (POS) when connecting EVSE.

Connecting new EVSE via an additional POS can often reduce costs and minimise disruptions for customers. However, the interviews noted inconsistent requirements across DNSPs create confusion for the industry, particularly for those that operate across multiple jurisdictions.

The rules for additional POS are generally consistent at a high level, with each DNSP offering one POS and considering additional points on a case-by-case basis. However, the specific requirements and details vary across different service installation rules (SIRs).

Some common themes across multiple SIRs include factors like multiple occupancy properties, large loads, and clear separation of circuits. Despite these similarities, there are still notable differences in the conditions outlined in the SIRs which generates uncertainty from the EV industry when engaging networks.

Connection process for public charging: The EV industry expressed a concern about the lengthy process of connecting EV charging sites, which can take anywhere from 2 to 18 months. This is influenced by numerous factors, including technical requirements, supply chain constraints, and regulatory schemes.

To address this challenge, industry experts suggested that DNSPs participation in regulatory changes play an important role. For example, some DNSPs like Ausgrid were recognised for its advocacy efforts that helped ease local government approval processes for certain EVSE installations in NSW.

This highlights the impact DNSPs can have on regulatory reforms. With this in mind, the industry has identified three best practices for improvement: increasing transparency on grid capacity, offering flexible connection options, and forming dedicated EVSE connection teams.

Way forward

As a way forward, the report suggests the following recommendations:

• Nurture engagement between DNSPs and stakeholders for implementation of recommendations. Collaboration with international organisations in areas like EV charging standards and industry associations;
• Develop grid capacity availability maps for medium and low voltage networks to help CPOs and installer streamline charging infrastructure installation;
• Progress harmonisation of rule-based and specific guidelines for additional points of supply to help CPOs and installers choose the best configuration for public EV charging;
• Promote a consistent data collection approach for EVSE, benefitting stakeholders by simplifying compliance and enhancing efficiency for installers and CPOs; and
• Continue to evolve the EVSE management approach, to efficiently integrate EVs at scale.

Networks are now in the process of reviewing the recommendations working with the EV industry and the CER Working Group to identify next steps.

Read the full report: Harmonising Electric Vehicle Supply Equipment Connections and Service and Installation Rules