victorian electric vehicle trial mid-term report - Department of Transport

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Communicating the environmentalbenefits of electric vehicles is bothan obstacle and an opportunity. Withreference to Section 6.2, the relianceon and arrangements for renewableenergy to deliver the environmentalbenefits of electric vehicles is acomplicated story. Experience fromthe trial suggests that a general lackof understanding or even cynicismregarding operation of the electricitymarket creates additional challengesin explaining the environmentalbenefits of renewable energy poweredelectric vehicles.Given that environmental benefitsare a strong motivator for EV takeupby early adopters (Section 3.2) inboth households (Section 4.2.1) andfleets (Section 4.3.1), providing aneasily-understood, defensible meansto evidence ‘zero emissions driving’may be a key enabler for EV take-up.Options to address this may include:• Linking EV support andidentification measures toGreenPower purchase contracts• Documenting, publicising andrecognizing ‘zero emissions’stories for households andfleets that link distributedrenewable energy generationwith EV operation• Working with key stakeholders todevelop or leverage an existingaccreditation program/brand thatcan underpin recognition of EVsthat can be defensibly linked torenewable energy• Leveraging the good understandingof solar PV owners and the ‘EVambassador’ role of the first EVdrivers identified above as part of arecognition program.7.2.2 Do electric vehicleseducate or inform peopleabout other issues?Results from the householdparticipants suggest that electricvehicle experience engages, educatesand motivates people in relation toenergy use issues more broadly.These and other insights are likelyto be shared with family, friends,colleagues and even strangers onaccount of the ‘conversation-starter’effect of EV ownership.Although around 80 per cent ofhousehold participants reportedthemselves as ‘having a goodunderstanding of their householdenergy use’, nearly 60 per cent ofparticipants suggested that theywould ‘like to know more about theirhousehold energy use/costs’ as aresult of having an electric vehicle(n = 62). As an outcome from theirelectric vehicle experience, nearlyone in three household participantsreported themselves as having animproved understanding of householdelectricity use/costs, and one in fouron measures to save on electricityuse/costs.To a lesser extent this also applied tovehicle fuel use. Around 40 per cent ofparticipants suggest that they ‘wouldlike to know more about how to drivein a way that saves fuel in conventionalcars’, to the extent that nearly one infive actually sought this informationout as a result of their EV experience.And as a result of their EV experience,nearly 41 per cent of participantsreported themselves as having animproved understanding of how todrive in a way that saves fuel inconventional cars.This improved awareness andunderstanding often translatesinto action. Some 29 per cent ofparticipants reported themselves ashaving made changes to their homeand/or behaviour that will reduceelectricity use/costs, which is the samenumber of participants who reportedthemselves as having changedtheir driving style so as to be moreeconomical in conventional cars.Household participants also reportedthemselves as having regularlytalked with others about their electricvehicle experience. Over 96 per cent ofparticipants reported having ‘frequent’or ‘very frequent’ conversations withfamily, friends or work colleagueson account of their Victorian ElectricVehicle Trial experience, and over 45per cent reported similar experienceswith strangers. This suggests thatEV drivers may act as ‘experts’ in thecommunity in relation to energy useissues more broadly.
ISSUES ANDOPPORTUNITIESA significant outcomefrom the VictorianElectric Vehicle Trialhas been the range ofissues and opportunitiesobserved in relation toelectric vehicle marketdevelopment in Victoria.The issues/opportunitiesapply to both the earlyand mainstream market,and are relevant for allelectric vehicle marketstakeholders.CREATING A MARKET 125
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CREATINGA MARKETVICTORIAN ELECTRICV
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Measures which reduce electriccar p
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5.4 Public charging 815.4.1 How muc
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The trial is a $5 millioninitiative
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In 2012, Mitsubishi, Nissan,and Hol
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2.4 HOW DOES ELECTRIC VEHICLECHARGI
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Meter, Switch orDistribution BoardD
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It has brought together allthe piec
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Commercial negotiations and astruct
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TECHNOLOGY ADOPTION CASE STUDYMOBIL
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RACV considers electricvehicles to
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What we need from you: The particip
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Information gained fromthe cars has
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Alongside differences in utilisatio
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Evidence suggests that while purcha
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This sort of functionality is expec
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4.1.5 What about electriccommercial
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A clearly positive influence on peo
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Having to make these considerations
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Analysis of the vehicle monitoringd
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4.2.4 How much does it costfor an a
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Experience from overseas suggeststh
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In terms of who drives the decision
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Despite this relative under-utilisa
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Within the traditional fleet assetm
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CORPORATE CHARGING NETWORK CASE STU
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Nearly 140 household, fleetand publ
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The trial charging infrastructure v
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Through these efforts, trial partic
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To support trip planning and rangem
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5.2 HOME CHARGING5.2.1 How much doe
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The general process for the househo
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Although this outcome was a success
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The appeal of a financial incentive
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5.2.5 What do households thinkof el
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It provides guidance on the allocat
Page 73 and 74: An example of this was theDepartmen
Page 75 and 76: Based upon the trial experience, th
Page 77 and 78: WORKPLACE CHARGING CASE STUDYVICTOR
Page 79 and 80: Workplace charging appears to be ak
Page 81 and 82: One scenario of particular interest
Page 83 and 84: Cost data obtained from various sit
Page 85 and 86: PUBLIC CHARGING CASE STUDYON-STREET
Page 87 and 88: Household participants were askedab
Page 89 and 90: The following quote supplied to the
Page 91 and 92: Despite these challenging figuresan
Page 93 and 94: According to theory (Lieberman andM
Page 95 and 96: The pushback by parking operatorsag
Page 97 and 98: There’s a lot to like aboutincrea
Page 99 and 100: The economic analysis hasexamined t
Page 101 and 102: Under a ‘mid-range’ scenario as
Page 103 and 104: 6.1.3 What are the costs andbenefit
Page 105 and 106: 6.2 ENVIRONMENTAL IMPACTS6.2.1 How
Page 107 and 108: Based upon the limited informationa
Page 109 and 110: 6.3 SOCIAL IMPACTS6.3.1 How is comm
Page 111 and 112: A key challenge for many electricve
Page 113 and 114: The effectiveness ofthese initiativ
Page 115 and 116: The supplementary data andinteracti
Page 117 and 118: EV PROMOTION CASE STUDYELECTRIC CAR
Page 119 and 120: In addition to the EV School progra
Page 121 and 122: 7.1.4 How has the local electricveh
Page 123: 7.2 INSIGHTS7.2.1 How do we best te
Page 127 and 128: Issue Classification Sections Oppor
Page 129 and 130: Issue Classification Sections Oppor
Page 131 and 132: Drawing upon the learnings acquired
Page 133 and 134: ACRONYMS,GLOSSARY ANDUNITS OF MEASU
Page 135 and 136: OPEC - Organisation of the Petroleu
Page 137 and 138: Actew AGL 2009, History of mobile p
Page 139 and 140: Ergon 2012, Pool pump connections,
Page 141 and 142: Smart Grid News 2012, Aussie firm u
Page 143 and 144: EntityChargingInfrastructureHostCha
Page 145 and 146: APPENDIX BEVS AND FLEETS 2012 PRACT
Page 147 and 148: APPENDIX CCHARGING OUTLET ATTRIBUTE
Page 149 and 150: Area Attribute DefinitionBilling /
Page 151 and 152: APPENDIX EEV CHARGING COURTESY SIGN
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