Key Points:
- The Motor Trades Association of Australia (MTAA) rejected proposals for state-based EV repair licenses.
- Industry leaders warn that requiring external electricians to de-energize EVs will create massive repair delays.
- Australia already uses the national AURETH101 training unit and Australian Standard AS 5732 for EV safety.
- Fragmented state regulations will worsen the automotive sector’s critical 35 percent skills shortage.
The peak body representing the Australian automotive industry has strongly rejected state-based proposals to introduce dedicated licensing schemes for electric vehicle (EV) servicing and repairs. Automotive leaders warn that these regulatory proposals will add unnecessary red tape, drive up costs for motorists, and drastically reduce repair capacity nationwide. They argue that Australia already possesses a robust, established national safety framework that governs EV maintenance safely without the need for duplicate bureaucratic rules.
The regulatory debate has intensified as several state governments, including New South Wales and Victoria, consider introducing separate, state-specific EV repair license classes. Under some of the most controversial proposals, governments would require licensed external electrical workers—rather than qualified automotive mechanics—to perform high-voltage “de-energization” procedures before any service or repair work can commence on an EV. This would effectively block automotive technicians from depowering the very cars they are trained to fix.
Peter Jones, the Interim Executive Director of the Motor Trades Association of Australia (MTAA), slammed the proposal as unworkable and fundamentally flawed. Jones pointed out that EV manufacturers design their high-voltage batteries specifically so that automotive technicians can safely depower them in the workshop. Treating this process as general electrical infrastructure work rather than a core automotive safety function represents a fundamental misunderstanding of modern vehicle engineering. Requiring an outside electrician to visit a garage for routine servicing would create massive operational bottlenecks.
The automotive lobby group maintains that existing national safety frameworks already provide more than enough protection for both mechanics and consumers. The industry currently uses the nationally recognized “AURETH101” competency training unit, which trains and certifies automotive technicians to depower and reinitialize battery-electric vehicles safely. Additionally, workshops comply with Australian Standard AS 5732:2022, which sets out strict, uniform safety guidelines for EV maintenance and repair, rendering additional state-based certifications entirely redundant.
Introducing redundant licensing requirements would severely exacerbate an already critical labor crisis within the Australian automotive sector. Recent research shows that out of 26 distinct automotive occupations, approximately 35% are currently in severe shortage nationwide. Key trades, such as panel beaters and automotive refinishers, suffer from vacancy fill rates of below 30%. Forcing workshops to navigate disjointed, state-based licensing schemes would restrict labor mobility, worsen the skills gap, and discourage independent mechanics from upskilling.
The industry’s position has received strong support from official government reviews elsewhere in the country. A recent regulatory review conducted by the Western Australian Government under the Motor Vehicle Repairers Act officially concluded that there was insufficient justification to establish a dedicated EV repair license class or mandate additional qualification requirements. The review determined that existing occupational health and safety laws, combined with industry-led upskilling, are perfectly capable of managing high-voltage risks.
If governments enact these restrictive laws, consumers will ultimately bear the financial consequences in the form of higher repair bills and surging insurance premiums. Limiting the number of workshops that can service EVs will reduce competition, extend repair wait times, and force motorists to rely solely on expensive manufacturer-owned dealerships. Because less than 10% of Australian mechanics are currently certified to handle advanced EV electronics, adding extra layers of red tape will only cause more minor accidents to result in complete write-offs, inflating overall vehicle ownership costs.
Ultimately, the industry’s pushback highlights the need for balanced, nationally consistent regulations that support the transition to green transport. Instead of creating expensive, fragmented state licensing schemes that disrupt local businesses, governments should focus on supporting independent workshops in accessing national training funds and upskilling their existing workforces. By recognizing established automotive competencies and avoiding unworkable red tape, policymakers can ensure that servicing electric vehicles remains safe, affordable, and accessible for all Australian motorists.
