在工作场所为电动汽车充电

Workplace charging can increase the availability and convenience of charging toemployees with EVs. Evidence shows that employees who work at companies thathave a workplace charging program are six times more likely to drive an EV than theaverage worker and can improve employee retention.1EV chargers may also helpattract higher quality employees and supports sustainability targets of the business. While many employees work business hours, workplace charging represents an op-portunity to utilise cheap and abundant renewable energy. Shifting loads to withinsolar production hours keeps energy prices down, supports the grid and acceleratesshutdown timelines for coal-fired generation whilst minimising use of other thermalgeneration. For most workplaces, EVs will be operated much the same as fossil fuel vehicles,with drivers only needing to charge every few days or briefly top up every day or two There are many types of workplaces in Australia and many types of EV charging solu-tions that could service them. Installing EV chargers and electrical infrastructure issimilar to most capital works. There are challenges surrounding who owns what andwhere. Some workplaces will not be well suited to on-site EV charging and thereforewill need to work with other bodies (eg. governments, carpark operators, neighbour-ing businesses) if EV drivers are to be enabled to charge at work. This document provides a simple example for a building that comes with the EVreadiness provisions of the NCC 2025 public comment draft. In practice, there maybe additional steps, this is not an exhaustive list. There are several FAQs at the enddiscussing some nuance. Example Class 7b building – typically warehouses, storage buildings or buildings for the displayof goods (or produce) for wholesale. A summary of the NCC building classifications canbe foundhere. A distribution centre (class 7b)with 100 car-parking spaces whichcarries out some deliveries. 9 cars dobetween10-50kmsper day 4 vans dobetween50-200kmsper day. Being a new building, it has been constructed following draft NCC2025,thereby as per J9D4, it is supplied with: EV distribution boards (DBEVs)installed such that a cable run fromthe DBEV to the EV car spaces willbe longer than 50m OR busductdedicated to EV charging installedsuch that the EV car spaces arewithin 10m of the busduct OR acombination or the two a charging control system includingthe ability to manage and schedulecharging of EVs in response to totalbuilding demand has capacity for each circuit tosupport an EV charger able to deliver12kWh from 9am to 5pm daily is sized to support the futureinstallation of a 7kW (32A) type 2EV charger in 5% of parking spaces(5) and 15% of parking spaces thatmust have a 7kW (32A) EV chargingequipment installed (15) if a DBEV, contains spaces of at least36mm width of DIN rail per outgoingcircuit for individual sub-circuitelectricity metering to recordelectricity use of electric vehiclecharging equipment. This infrastructure already being in place makes the job easier and cheaper.In any case, the following steps may also need to be followed. The distribution centre owner (owner) seeks to understand the currentand future EV transport needs of the company, as well as existing/futurecapacity of onsite generation and storage. Employees are surveyed tounderstand likely adoption rates year to year, trip lengths, ability to chargeat home etc. The work vehicles doing routes part of the day can charge on site duringthe day if chargers are available or at night (10pm-6am) if necessary.Charging during network peak times (5pm-9pm) can be avoided for thebenefit of the energy system and reduced cost for the site in both costof energy and reduced need of electrical upgrade. Employee vehicles parked on site during the day can charge if chargersare available. The owner understands that they may want to install more chargers thanthe NCC minimum and that there may be cost efficiencies in installinginfrastructure such as cable tray for 100% of future needs, Ideal location/s for chargers are selected, with the understanding thatthese may change as discussions with solution providers progress. Cost recovery2 The owner considers whether any cost recovery is required if vehicleshave some private use or will be provided for free and whether visitorswill be able to use the chargers. The owner decides they would like to have the option of recovering costsin future but will start with free charging for employees. The parking atthe workplace is limited in terms of access to employees, so the chargingequipment will not be publicly accessible. Note 1: for some companies, the cost of setting up and running a cost recovery process maynot be worth the funds recovered. Cost recovery may be a solution provided by a Charge PointOperator (CPO) and is covered more in the FAQs below. Note 2: An entity does not need to be an electricity retailer to sell energy for a vehicle2andseparate metering is not required.