These two sets of chargers are 5kms apart not far from the
Forrest highway 160kms south of Perth, they’re are both excellent charging
facilities that provide a welcome link for drivers heading to the south west
corner of the state.
Treendale consists of 2 charging outlets with a maximum charge rate of 350kw, although currently there are no electric vehicles in Australia that can accept that power output. As of today (28/12/2020) the cost is 40 cents per kWh with no connection fee via the Chargefox network. In addition to the reasonable cost per unit the ability for 2019 onward Tesla’s to charge at rates as high as 190kw makes the Treendale charger an attractive alternative.
The Eaton Superchargers are part of the Tesla network, the
bank of 6 charging outlets have a maximum charge rate of 135kw, for those
without access to free supercharging credits the 52 cents per kWh cost can
appear excessive compared to charging at home but is acceptable for a top up
every few weeks.
The clear advantage of the Tesla supercharger is the
convenience of the set up, firstly you can detour into Eaton with the surety
that at least one of the 6 charging bays will be available to use, having the
ability to check via the Tesla app how many chargers are occupied before
arrival is an added bonus, but best of all the “plug in and walk off”
set up is so much better than opening a phone app and waiting for a connection
as often occurs with most other non Tesla chargers.
In summary, if you have a newer Tesla with the ability to
charge at higher rates the Treendale chargers are the better alternative, the
downside is you run the risk that eventually both charge bays will be occupied
on arrival. If your not concerned about saving a few minutes and a few dollars
the Eaton superchargers are the best option, park up, plug in, walk off
completely hassle free.
If you think that’s an overblown headline it’s best you read
on, the fact is I doubt there will ever be an electric vehicle charger
installed in WA that will have a bigger impact. It may only be a 50kw charger
but it’s going to power up more than just electric vehicles.
Most of the EV driving I’ve done has been in country areas, especially locations with limited charging options across every state and territory of Australia. Charging downtime using AC power provides a unique opportunity to discuss electric vehicles with the general public, many can’t tell the difference between an EV and a traditional vehicle until they see you plugging in to a power source, it then doesn’t take long for a conversation to start. No matter what some media outlets attempt to portray the general public are intrigued by electric vehicles, they may not know much about the technology but many Australian drivers are keen for their next vehicle to be electric, their biggest concern is almost always charging speeds on long journeys.
The Albany highway between Perth and Albany is possibly the busiest WA country road outside of the Perth to Margaret River corridor, at 415kms, most petrol or diesel vehicle drivers knock the trip off in 4 to 5 hours. Up until now an electric vehicle needed 450kms of real range to cover the same journey in a 4 to 5 hour time frame, the Albany highway is a fairly harsh surface that increases energy use, it’s also not a road that can be driven slowly. For the most part the highway contains 110kmh zones with insufficient overtaking lanes, anyone driving at less than 90kmh during the day will become a nuisance to other road users. For those adventurous types a 2 hour AC top up at Williams or Kojonup has been part of the bigger picture, for those looking at a transition from petrol to electric a two hour delay on a 4 hour trip is not acceptable and never will be, DC charging is the only solution. For the thousands of passenger vehicles that drive the Albany highway every week DC charging will bring a positive change in thinking.
I would confidentially guess that less than 10% of Western Australia’s electric vehicle drivers have even considered driving to Albany, this is mostly due to the lack of DC charging. Now that Kojonup DC is in place even a car with 350kms range will only require a 20-30 minute top up, expect to see many more electric vehicles travel the Albany highway during the Summer of 2020-21. This will eventually provide an incentive for other towns and businesses along the highway to install DC charging, very few like to take the lead but none wish to miss out.
I have no doubt that multiple locations along the Albany highway will have banks of DC chargers far more powerful than 50kw within the next 5 years, Kojonup DC will be the one that kick started it all.
Footnote: The Chargepod DC installed at Arthur River in mid 2019 was the instigator to getting the first grid connected DC charger along this major Perth to Albany route, thanks to the efforts of a community minded individual for making it possible.
When people discuss driving from coast to coast in Australia
they often say we’re driving the Nullarbor. Before the road was completely sealed
in the mid 1970s it was at best a challenging experience, at worst a mighty
test of patience for those who didn’t plan for tyre and suspension issues along
the way. These days the road is fairly good, the biggest challenges are rapid
temperature changes, the often relentless wind and the flies.
As a matter of reference the Nullarbor Plain is an area
located between the towns of Norseman and Ceduna, these two towns are 1200kms
apart by road although the true treeless part (that still has a random small tree
along the way) is mostly between the West Australian border and the Nullarbor
roadhouse in South Australia, for this exercise an across the Nullarbor drive
is between Perth and Adelaide via the shortest route of 2724kms.
The first time I drove across the Nullarbor was in 1992, in
the past 3 years we’ve driven it 3 times in an electric vehicle. It’s an
interesting adventure charging from 3 phase outlets and answering questions
from curious tourists, the journey is not difficult at all, it just takes planning
and patience. Driving these long distance trips with charging downtime also
provides plenty of opportunity to think of the possibilities of where to
install DC chargers and what charging speeds would be best. The installation of
equipment that reduce charging time from multiple hours down to 15-20 minutes
is now essential, EV owners are no longer just the early adopters who enjoy a
challenge, EVs are now being purchased by Australians that require the best
possible experience from day one.
So where to place the chargers with regards to spacing? By good fortune this is fairly easy if all the locations get on board EV charging, the average distance between charge locations is 182kms with largest gap being 241kms on the Balladonia-Cocklebiddy leg a road that is reasonably flat and easy on driving range. Of the 14 most versatile charging locations only 4 are privately operated off grid sites, the remaining 10 are gazetted towns, the amount of electricity available at each site is a relevant but separate issue that you can read about here, chargers need to be placed where there are toilets, water and shelter.
There are two obvious exclusions from this list, one is the
mid-sized coastal town of Ceduna, on that section of road Penong and Poochera
have more useful spacing, no doubt Ceduna will get DC charging as some stage.
The second location is Border Village 12kms from Eucla, despite being more
active with tourists Border Village has a privately operated and at this stage
very weak electricity supply compared to Eucla. I wouldn’t rule Border Village
out as eventually competition will see both locations having DC chargers. You
will note I have included both Mundrabilla RH and Eucla, which only has a gap
of 65kms. Unfortunately this is only alternative without having a gap of at
least 262kms, it’s also the section of road that has consistently strong winds.
How powerful would the Chargers need to be? From a
marketing exercise 350kw would appear to be the first choice, drivers looking
to switch from petrol to electric often still have the mindset that 5 minute
refills are essential, in theory a 350kw charger could provide 182kms of range
in 6 minutes, in reality very few drivers will need it. Personally I see 150kw
chargers as being the better choice for at least a few years, 150kw would
provide 182kms of range in approximately 15 minutes, to me that’s a far better
use of equipment while barely adding much time to the overall trip.
To summarize: installing DC chargers across the
Nullarbor is nowhere near the impossible task many believe it to be, it’s
certainly a challenge but nothing like the challenge that has gone into building
the roads and oil based fueling infrastructure already in place across this
isolated part of Australia. Up until now it hasn’t been necessary as very few
electric vehicle owners need to make the trip, but as electric transportation
rapidly becomes mainstream in the same countries that build Australia’s car
it’s now become a matter of urgency to change the mind sets and car buying
habits of many Australians.
It often gets asked on social media forums and at electric vehicle displays why off grid EV charging is not being built. The answer is: it will be eventually, it’s not technology holding it up, nor lack of renewable energy available, it’s frequency although not in terms of electricity but in terms of traffic flow.
Many EV drivers are already charging at home from off grid electricity systems, this is cost effective because of two important points; firstly they’re sharing the power generation equipment with general household usage thus sharing the equipment cost; also they are only using around 20% of the vehicles battery per day, 50% at most, this means they can delay charging until excess electricity is available.
With home charging it really isn’t that difficult to install
a suitable off grid electricity system without too much overbuild, for a
commercial site on a country road it’s vastly different. The random nature of
traffic flow makes sizing a suitable generation system without massively
overbuilding very difficult. On an average day in 2022 a regional roadhouse may
get 4 electric vehicles stop to charge, that is zero to one car some days and
10 cars on other days, add in long weekends and school holidays and the EV
traffic flow could be far higher. It’s not too difficult to install enough
chargers for the busiest day but having enough electricity production and
storage to charge those EVs would require a generation and storage system that
would spend the best part of a week completely under utilized, it’s near
impossible to make a business case from that.
Here is a very rough example to show why: On the busiest day 16 EVs stop to charge over a 24 hour period, if each EV consumes an average of 45kWh including charging losses, to provide 720kWh would require a minimum of 180kw of solar panels with the smallest battery set up of approximately 600kWh, and there sits the first issue. Batteries are currently too expensive to be only partly used 5 or 6 days per week, solar is cheap but having such a large solar array that’s producing vast amounts of unused power for most of the week is a waste of resources.
So this is what needs to happen over the next few years;
1. Battery prices need to fall significantly: this is not as big an ask as it seems as off grid batteries don’t have to be Lithium based, off grid locations have no shortage of room, energy density is not important, the best battery is one that provides the best cost per kWh over its guaranteed lifetime in an often harsh environment.
2. One electricity generation system for everything: a shared off grid system is better value for money, but not only a shared system but a smart system where power consumption is carefully managed during busy time periods, water desalination and hot water systems can operate at times of low demand.
3. Charging cost: EV owners will openly say they have no problem paying 45 cents a kWh in country areas but make it 60 cents at peak times and 30 cents when excess power is available and charging habits will change, most Australian drivers are already accustomed to being fleeced by fuel companies on long weekends at least this way they have a chance at cheaper energy.
4. More electric vehicles need to be purchased in Australia: the bigger the flow of traffic in country areas the better the business case for building off grid charging facilities.
What is the short term solution?
A hybrid system of renewables and Diesel: as much as I dislike Diesel being used in passenger cars and pretend 4 wheel drives that never leave the suburbs it still has its place in country areas for another decade. Having a Diesel back up that covers the very busy days but only produces 10-15% of the overall electricity is a far better solution than the one Australia currently has. Most off grid roadhouses are powered close to 100% by fossil fuel (some have a few dozen solar panels) fueling up 99% of the vehicles that stop in with fossil fuels, a step in the right direction is better than no step at all.
1) to avoid driving across a manicured lawn or soft brick paving.
2) to avoid stretching out your charging cable and making it a tripping hazard.
3) the third reason is not so obvious until you arrive at a charging site, especially tourist parks and other accommodation, many 10 and 15amp single phase outlets are positioned in such a way that the gen 2 UMC plugs can’t fit in the outlet due to the pins being positioned at right angles to the cable, the first solution many drivers take is to add an extension cord with a standard inline plug, this solution often creates another problem.
The first option is to try and avoid using an extension
cord, longer cords have a significant voltage drop when charging from single
phase, on an overnight charge that could result in 15 to 20kms less range in
the same charging time. This voltage drop also means unnecessary heat in the
cable that could shorten it’s useful life. The other issue in using an
extension cable is it’s highly likely to add another tripping hazard unless
it’s used wisely. As much as possible avoid using a 25 metre cable to cover a
less than 5 metre span.
So what is the best solution?
Plan A is to always get the car’s charge port as close to the charging outlet without causing damage or inconvenience to the property owners, also the less distance between the car and the outlet the less chance someone will walk through the gap and trip over the charging cord.
If parking close is not possible or the outlet needs an
extension cord with an inline plug use the shortest extension cord possible, if
it’s a 15amp outlet make sure you use a 15amp cord even if your only charging
at 10amps or less, I carry a 10 metre 15amp extension cord that has always
covered the task.
A few more tips:
If the outlet is accessible to the public make sure it can’t
be accidentally knocked out by someone else using the same power board,
especially with outlets that face downwards.
Keep the cord as flat and straight between the car and
charging outlet but add a half coil at the base of each end, that way if
someone catches the cord with their foot there’s a shock absorber at the car
end but most importantly at the power point end.
If you’ve used the shortest cable possible and still have
plenty of excess don’t leave in a pile on the floor, lay it out carefully along
the edge of a wall or somewhere else where clumsy feet can’t get to it.
Now that the Lake Grace DC charger is installed and operational the Perth to Esperance drive has become so much easier. I’ve completed the 700km trip in a Model S three times since early 2017 using the slow but reliable 3 phase AC charging.
To make the journey as trouble free and relaxing as possible
Perth to Esperance is 700kms via Williams and Ravensthorpe, the Perth to Lake Grace leg is 326kms, Lake Grace to Esperance 374kms.
On average you will lose 20 minutes of daylight driving East towards Esperance but gain an average 20 minutes on the return journey West, driving at dusk between Ravensthorpe and Esperance is not recommended so please take the above into consideration.
The Albany highway section of 168kms between Perth and Williams can get fairly busy, driving below 100kmh is not recommended or you’ll be very unpopular with the business people who use this road on a daily basis.
The Williams to Lake Grace section is flat and fairly good for range, take note if you’re driving into an easterly and factor that into the remaining range.
The 186km section between Lake Grace and Ravensthorpe is generally a low traffic road that can be driven a bit slower if needed. Be warned that at certain times of the year grain trucks are using this road, give them every opportunity to do their job as quickly and safely as possible.
The 188km section between Ravensthorpe and Esperance is not too busy but the traffic moves fast, it’s also a deceptive road, long sections of very good surface with random spots in need of repair from water damage, take note of the shire warning signs, it could very save you from tyre and rim damage.
Don’ be rigid in your trip plan, allow extra time for unexpected delays.
Spare tyre and jack, CARRY THESE ITEMS, although you are very unlikely to get a flat tyre, not having a spare when you need one will make it a very expensive and time consuming trip, not the type of memories you want while on holiday. Roadside repair kits are a plan C and are no substitute for a spare tyre in regional WA. Contact the TOCWA secretary regarding a loan spare and advice (free to TOWCA members).
When leaving from Perth I highly recommend you depart as
early as possible; firstly there’s less traffic to deal with on the outskirts
of town; secondly you have time up your sleeve to stop and take some photos; thirdly
and most importantly it’s nice to arrive at your final destination, get the car
on charge and relax with a drink before sunset.
How early? That’s up to you but sunrise is a great time to be on the road. If you don’t mind getting some driving done before breakfast the Williams Woolshed is a great first stop for a meal and a short top up charge using the Tesla HPWC, it may only be 11kw but as the saying goes “Always be charging”.
Lake Grace is your main charging stop and it’s likely that
will take 50 to 80 minutes, if you’re a first time visitor it’s easy to use up
that time going for a short walk and having some lunch. The DC charger is
currently set to stop charging at 95%, this isn’t really an issue as by that
stage the charge rate has likely dropped to a level where the Lake Grace DC
charger has no advantage over the AC charging in Williams or Ravensthorpe.
Pro tip: There’s a good chance the moment you arrive a local will walk over and start asking about the car, make sure you plug in and confirm your car is charging before having a long conversation. Once again “Always be charging”.
Ravensthorpe is a small but lovely town that is well worth the stop even if you don’t need to charge, there’s an IGA supermarket on the hillside with a Cafe that provides a nice view. If you do need a top up charge Ravensthorpe’s Green Haven caravan park has a Tesla destination charger that cost the owners more to install than they’ll ever get back from the 50 cents per kWh charging fee. Back in 2017 when no one in Ravensthorpe had any interest in EV charging Claire at the caravan park stepped up. They also have some reasonable priced chalets if driving Perth to Esperance in one day is hard yakka.
Esperance is a great place to relax for a few days, there are two locations with Tesla destination chargers (Smith Street Holiday House and Comfort Inn Bay of Isles) plus the horizon power type 2 via the Chargefox app (BYO cable). There’s plenty to do within walking distance including the local museum which has much more to see than just the Skylab wreckage. If you have time to spare a 90km drive east to the Duke of Orleans Bay is worth the effort, as well as the beautiful white sand beaches there’s a gem of a pub in the village of Condingup that back in 2017 served a tasty lunch.
For the return to Perth, if you want to be a bit more adventurous there are two options, via Jerramungup (Tesla HPWC) & Albany or North via Kalgoorlie. If you want alternate recommendations let me know.
If you’re a longer term Tesla follower cast your mind back to March 2016, Tesla were about to display the mass produced Model 3 for the first time and the small (by today’s standards) Tesla fan base were salivating at the thought of a reasonable cost electric vehicle with the style and potential performance of the Tesla Model S. Anyone who had been for a drive in a Tesla product were excited, Legacy auto were not, Tesla was just background noise while they continued building vehicles with 20th century technology. As far as Legacy auto was concerned Tesla was just a niche product purchased by fanatics, the customer base was small and would soon dry up. 48 hours after the Model 3 reveal Tesla had over 300,000 deposits for the model 3, a car many would not receive for over 3 years, that was the last time Legacy auto would underestimate Tesla.
Anything Tesla announce on battery day will gain the full attention of the worlds car makers and likely lead to massive investments in research and development in an attempt to keep up with Tesla, the winners out of this will be the worlds car buyers.
Tesla battery day could bring a battery with better energy density, a battery that will have a useful life of well over a million kilometres, possibly a battery that can be charged at a far faster rate than currently available. It could be none of the above and it still won’t matter, Tesla only need one breakthrough and in the eyes of the fence sitters waiting to buy an electric car a Tesla goes from almost as good as ICE to slightly better than an ICE in total cost of ownership, it doesn’t take much to tip the scales for good.
So what is the most likely announcement on battery day? Amongst many small advancements I think the important one will be faster battery production allowing more efficient use of the facilities and factory workers that will lead to lower costs per kWh of batteries. This reduction in cost may only be 15 to 20% but that’s enough to create the tipping point necessary to assign the internal combustion engine to history.
One of the best ways to progress electric vehicle charging is through local government, especially in regional areas, shires and councils are always looking to promote their green credentials but more so will listen intently when it’s pointed out that EVs can boost regional tourism.
So what is the best type of charging for shires and councils to install? Read on to get some ideas.
DC charging – obviously it would be preferable to have as many DC fast chargers as possible, it’s also obvious the total install cost makes this extremely difficult unless the charger is donated to the location or there’s a councillor or CEO who’s determined to see EVs progress no matter the cost, this has happened on occasions but is very rare, that’s where AC charging is a good foot in the door. AC charging – the clear benefit of AC charging is the total installed cost per kW of charging power, to wire in a 3 phase plug would cost $500 at the most, a Tesla HPWC install cost is $1500 at the extreme end of the scale but generally $300 to $700 each, AC charging will provide up to 22kw of charging power to an early Tesla Model S or 11kw to a Model 3. Compared to a 50kw DC charger with a purchase price of $35,000 minimum and install costs between $5000 and $60,000, dependent on the existing electricity infrastructure, you can see the better value of an AC install. The not so known advantage of AC charging is the lack of red tape holding up the install, an electrician will attend the site, make a decision on the the available power supply and if it’s viable the AC charger is installed and operational within a week. DC chargers on the other hand incur a lot of red tape, once every bureaucrat has had their share of the pie the cost and install time frame has become less than reasonable, no doubt when service stations and fast food stores start installing DC chargers the red tape issue will reduce rapidly. As much as we would all like to see a rapid roll out of DC chargers, promoting AC charging with shires and councils to get the conversation started is the best approach. Very often once a low cost AC charge point is installed and is getting regular use the possibility of a DC charger later in time gets discussed.
We also have a number of events scheduled in the school holidays
Our October Casual Meetup will be at the annual Rotary Como Car Show at Wesley College, South Perth. If you’re interested in showing off your Tesla, get in touch.
This year the show is on Sunday October 4th, from 10am, Public entry $10 adult, $8 conc., gold coin under 18 – all proceeds to Rotary and Wesley charities.
Our other big event for October is our overnight drive to the wheatbelt town of Kulin, home of the famous waterslide, and right in the heart of wildflower country. We’re planning to stay overnight from October 10th to 11th.
We’ll be limiting the organised drivers to 20 for this drive with convoys taking a pair of routes. There is hotel, AirBnB and camping accomodation options.