Electric Vehicle Strategy 2021 westernpower.co.uk
2021 Electric Vehicle Strategy June 2021
1 westernpower.co.uk Electric Vehicle Strategy 2021
Contents
1 Introduction...... 3 6 Plans to support Electric Vehicle Charging...... 27 1.1 About the document...... 3 6.1 WPD’S approach...... 27 1.2 High Level Government Objectives for 6.2 Releasing existing network capacity...... 27 Cars and Light Vans...... 3 6.3 Motorway Services and Major Road Filling Stations.. 27 1.3 High Level Plans for HGVs...... 5 6.4 New Homes...... 28 1.4 Original Equipment Manufacturers plans 6.5 Existing Homes...... 28 for light BEVs...... 7 6.6 On Street Charging...... 29 1.5 WPDs approach to facilitate EV charging...... 8 6.7 Depot Based Fleet Users...... 29 1.6 Flexibility and Charging...... 8 6.8 Workplace and Off Street Charging...... 29 1.7 Existing Charge Points and Capacity...... 8 6.9 Vehicle to X (V2H = vehicle to home & V2G = vehicle to grid)...... 30 2 Forecasting and Data...... 9 6.10 Smart Charging...... 31 2.1 Forecasting for the ED1 business plan (2015-2023)..... 9 6.11 EV clustering...... 31 2.2 Developing Distribution Future Energy Scenarios (DFES)...... 9 7 Smart Solutions and Flexibility...... 32 2.3 Electric Vehicle Growth Factors...... 11 7.1 WPD’s approach...... 32 2.4 Investment allocated within ED1...... 12 7.2 Domestic Flexibility...... 32 2.5 Forecasting local growth and pinpointing upgrades... 12 7.3 Commercial Flexibility...... 32 2.6 Forecasting ED2 and informing specific ED1 plans.... 12 7.4 Whole System Flexibility...... 32
3 Planning and Capacity Availability...... 13 8 Projects to demonstrate EV connections...... 33 3.1 WPDs expectation of EV charger installations...... 13 8.1 Developing a balanced portfolio of projects...... 33 3.2 Estimating Connection Cost and Timescales...... 14 8.2 Completed Projects...... 33 3.3 Simplifying the application processes...... 15 8.2.1 CABLED (2009)...... 33 3.4 Making use of existing local capacity...... 15 8.2.2 V2G Taxi (2011)...... 33 3.5 Planning and Design Changes...... 16 8.2.3 Electric Boulevards (2014)...... 33 3.6 Mitigation of local network constraints...... 16 8.2.4 Smart Charging and Vehicle 3.7 Technical Changes related to Electric Vehicles...... 17 Telematics (2015)...... 34 3.7.1 Thermal Capacity...... 17 8.2.5 EV Emissions (2016)...... 34 3.7.2 Earthing...... 17 8.2.6 Alternative Connections for 3.7.3 Power Quality...... 17 EV Charging (2017)...... 34 8.2.7 Electric Nation (2019)...... 34 4 Providing information to Customers...... 18 8.2.8 IET Code of Practice Ed 4 (2019)...... 34 4.1 Guidance and Advice Documents published...... 18 8.2.9 LV Connect and Manage (2019)...... 35 4.2 Guidance and Advice Documents planned...... 19 8.2.10 LCT Detection...... 35 4.3 Capacity Indication for customers...... 19 8.2.11 Superfast Electricity – feasibility of 4.4 Connections Surgeries...... 19 three phase services (2019)...... 35 8.3 Current Projects...... 36 5 Stakeholder Engagement...... 20 8.3.1 Reinforcement Planning - Forecasting 5.1 WPDs Approach to Stakeholder Engagement...... 20 and Planning Interface Tool (2020)...... 36 5.2 Business Plan Strategic Stakeholder Engagement..... 20 8.3.2 Smart Homes – EVs and Storage (2020)...... 36 5.3 Strategic Engagement with local authorities...... 20 8.3.3 Self-Assessment...... 36 5.4 Local Engagement with local authorities...... 20 8.3.4 Hub Charging Solutions...... 36 5.5 Engagement with EV Charge Point Operators...... 21 8.3.5 Electric Nation – Powered Up...... 36 5.6 Engagement for Fuel Station Operators...... 21 8.3.6 Take Charge...... 37 5.7 Engagement for housing design...... 22 8.3.7 Dynamic Charging of Vehicles...... 37 5.8 Engagement with Vehicle Manufacturers 8.3.8 DC Share...... 37 and Transport Operators...... 23 8.3.9 Prime EV...... 37 5.9 Engagement with Depot Based Fleet Operators...... 23 8.4 Future Projects...... 38 5.10 Engagement with UK Government...... 24 8.4.1 EV Filling Stations...... 38 5.11 Engagement with Welsh Government...... 24 8.4.2 On Street Charging Solutions...... 38 5.12 Engagement with Go Ultra Low Cities (GULC)...... 24 5.13 Engagement with Local Enterprise 9. Targeted Commitments in 2021...... 39 Partnerships (LEPs)...... 25 9.1 Realising benefits...... 39 5.14 Stakeholder Engagement Completed in 2020...... 25 9.2 2021 – Eco Home Monitoring...... 39 5.15 Stakeholder Engagement Plans for 2021...... 26 9.3 2021 – Design capacity assumptions...... 39 9.4 2021 – Public charging hub infrastructure...... 39
2 westernpower.co.uk Electric Vehicle Strategy 2021
1 Introduction
1.1 About the document
This document sets out how Western Power Distribution will ensure the network exists so that drivers of electric vehicles are able to charge their vehicles in the manner convenient to them.
It describes research, development and deployment activities carried out by WPD during the current and previous electricity distribution price control periods. It also explains the rationale behind current innovation projects and business initiatives. Further, it describes future activities including the transition of early-stage solutions into business as usual (BAU) practice.
This document also documents WPDs vision for electric vehicle recharging solutions for a range of customer types. It provides detail on the roadmap to achieve this vision.
Following the ENA/Ofgem Stakeholder Engagement events held in London and Glasgow during February 2019, WPD responded to Ofgem’s request to produce the first Electric Vehicle Charging Strategy document in March 2019, the 2019 document formed the basis for WPDs updated Electric Vehicle Charging Strategy for 2020. The 2021 version of WPDs Electric Vehicle Strategy document outlines the time-bound commitments and plans that WPD intend to address during 2021 to address the needs and issues of EV stakeholders.
WPDs plans and preparations for each specific customer group are listed in Section 4 of this document and draw upon the stakeholder engagement that WPD has undertaken. In Section 6 of the document, WPD detail the time-bound short term commitments to accelerate readiness for the increasing uptake of EVs within the UK.
1.2 High Level Government Objectives for Cars and Light Vans
Data taken from SMMT website clearly Thousands of cars registered for the first time - GB shows that the UK population is 1,600 getting behind the UKs governments Petrol de-carbonisation of transport, with the uptake of Electric Vehicles (EVs) 1,200 accelerating, the market share of Battery Electric Vehicles (BEV) in March 2020 was 2.7%, one year on, and the market 800 Diesel share in March 2021 has more than doubled to 6.9% of all new vehicle sales. 400 This doubling of sales could well have been Alternative fuel brought about by a greater range of BEV vehicles for customers to choose from, the 0 increasing amounts of EV charge points now 2011 2014 2017 2020 available, or the government’s 0% Benefit In Kind for the tax year 2020/2021, or a combination of all those factors. Proportion of vehicles registered for the first time - GB
The trend of BEV ownership trend is increasing, 9% as a company WPD noticed a big increase in applications for EV charger installations at the new registration period came into effect in 01 March 21. 6% Ultra Low Emission Vehicles (ULEVs)
3%
Both graphs shown opposite are taken from DfT 0% Vehicle Licensing Statistics: Annual 2020. 2011 2014 2017 2020
3 westernpower.co.uk Electric Vehicle Strategy 2021
1 Introduction
1.2 High Level Government Objectives for Cars and Light Vans
The increasing trend of BEV ownership is being matched by Having said that there are still areas within the UK where EV the increasing number of EV charge points in the UK, in March charger locations are scarce. From Figure 5 shown below it can 2020 Zap Map reported there were 11,293 public charge points be seen that BEVs are now the majority in alternatively powered available, in March 2021 Zap Map reported there were 22,492 vehicles compared to the Plug in hybrid vehicles. This graph is installed across the UK. taken from the DfT Vehicle Licensing Statistics: Annual 2020.
Kingdom, January 2020 to December 2020 Thousands of ULEVs registered for the first time - UK TESLA MODEL 3 22.3 BMW 3 SERIES 9.4 KIA NIRO 6.5 2.1 JAGUAR I-PACE 8.3 NISSAN LEAF 8.2 MERCEDES A CLASS 6.6 RENAULT ZOE 6.4 AUDI E-TRON 5.9 Battery Electric Vehicle (BEV) MG ZS 5.6 Plug-in Hybrid Electric Vehicle (PHEV) VOLKSWAGEN ID3 4.8 BMW I3 4.4 HYUNDAI KONA 4.2 VOLKSWAGEN GOLF 2.7 1.4 MITSUBISHI OUTLANDER 3.7 HYUNDAI IONIQ 2.7 0.9 VOLVO XC40 3.5 MINI COOPER 3.4 PORSCHE TAYCAN 3.1 MERCEDES EQC CLASS 3.1 VAUXHALL CORSA 2.9
Back in 2011 the Government set out its “The Carbon Plan” which In November 2020 the Government announced that “it will end the laid out the UK’s objectives to reduce carbon emissions, with an sale of all new conventional petrol, diesel cars and vans by 2030 80% reduction achieved by 20501. This reduction of CO2 levels and by 2035 all new cars and vans be fully zero emission from would be achieved through the decarbonisation of heating and the tail pipe”. transport and the actions UK PLC need to take to support this transition of vehicle power from fossil fuel sources to electricity. Alongside the UK government legislation the other drivers that are accelerating the adoption of EVs are in April 2019 the The Government set a target published in Driving the Future in European Parliament adopted regulation (EU) 2019/631 which 20152 to “ensure almost every car and van is a zero emission has introduced CO2 emission performance standards for new vehicle by 2050”3. In July 2018 the government published the passenger cars and for new vans for 2025 and 2030, these Road to Zero Strategy which set an aspiration for “at least 50%, regulations start applying in January 2020 and has replaced and and as many as 70%, of new car sales and up to 40% of new repealed the former regulations for cars and vans. This legislation light van sales being ultra-low emission by 2030”2. brings an “Excess emission premium for manufacturers failing to meet their emissions target of €95 for every gram/km of The requirements of all the previous legislation were further excess emissions per vehicle within the original equipment strengthened with targets to improve air quality and reduce manufacturers (OEM) portfolio”. This driver is forcing OEMs Nitrogen Dioxide levels by the then Prime Minister Theresa May, to introduce vehicles which lower their complete portfolio of who on 12 June 2019 announced the UK will eradicate its net vehicles below the 95gm/km threshold. contribution to climate change by 2050. This decision would amend the Climate Change Act 2008, which had committed to an Most mainstream car manufacturers now offer electric models, 80% decrease of greenhouse gases froma 1990 baseline, by 2050. at present in 2021 there are 124 models, according to the These targets will all support the transition to electric vehicles. April 2021 EV Database UK, of full battery electric vehicles available to buy or lease in the UK. The choice of electric vans is more limited compared to electric cars, currently there are about 33 models, according to Parkers Electric Van Guide in April 2021, of BEV vans, but both the numbers are increasing.
1 Page 3 of The Carbon Plan 2011: Delivering our low carbon future. HM Government. 2 Page 2 of Road to Zero 2018: Next steps towards cleaner road transport and delivering our industrial strategy 4 westernpower.co.uk 3 Page 4 of Driving the Future Today 2013: A strategy for ultra-low emission vehicles in the UK. Electric Vehicle Strategy 2021
1 Introduction
1.3 High Level Plans for HGVs
As the majority of HGVs purchased in the UK are made in the EU, the recent introduction of Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20th June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC will impact the UK, therefore the UK needs to be proactive and start addressing this issue now.
Ideally while Project Rapid is still in the design stage so that the Failure to meet these targets then the OEM will be hit with a fine requisite infrastructure e.g. underground circuits are being installed 60 times higher than for cars. on a dig once till 2050 basis. This work would dovetail neatly with the UKs global ambition to be a world leader in reducing CO2 The Chairman of the European Automobile Manufacturers emissions by 2050. Association (ACEA) has stated that to meet the 2025 and 2030 CO2 emission target in the truck segment, Europe and the UK This regulation requires CO2 emissions from heavy-duty vehicles need to install a massive charging infrastructure. such as trucks and buses to be reduced by 30%, by 2030, with an intermediate reduction target of 15%, by 2025, in addition by It is forecast that 17,000 publically accessible DC rapid chargers 2025, manufacturers will be required to ensure that at least a 2% specifically installed for trucks by 2025 and 90,000 by 2035, these market share of the sales of new HGV vehicles is made up of numbers do not include depot charging infrastructure which would zero-and-low-emission vehicles, to counteract steadily increasing be of the order of 20,000 and 200,000 respectively. ACEA are road traffic emissions, of which around one quarter is accountable expecting 200,000 battery electric trucks on European roads to heavy-duty vehicles. by 2030.
Public and destination charging points (EU27 + UK)
Currently available Needed by 2025 Needed by 2030
DC <350kW (CCS) <10* 1,000 (4,000)** 5,000 (40,000)**
DC 350kW (CCS***) 0 12,000 15,000
DC >500kW (MCS) 0 2,000 30,000
* As of May 2021 ** Required overnight chargers if charging points with 350/>500kW are not equipped to deliver lower-power at night or overnight parking is not possible *** These should allow upgrades to megawatt charging (MCS,>500kW) as soon as standard definition is available
To meet these targets set on the HGV OEMs the CharIN Organisation have produced the Mega Watt Charging System (MCS) which is a charging connector developed for large battery electric vehicles. There will be a single conductive plug capable of 1500V and 3000A DC which would be located on the left side of the vehicle at hip height. It will be capable to provide bi-directional supplies.
In September 2020 the MCS group carried out their first prototype testing at NERL’s facilities evaluating the fit, ergonomics, ease of connection and thermal performance of the connectors and inlets. It is likely this connection arrangement will extend to light electric aircraft and marine applications as they become available.
5 westernpower.co.uk Electric Vehicle Strategy 2021
1 Introduction
1.3 High Level Plans for HGVs
In order to enable long‐haul National Trunk Road Network Heavy and High Routes operations, high‐power charging stations with at least
350kW – but focussing on Motorway All purpose Highways Agency S/cw D/cw megawatt charging (MCS) Trunk Road above 500kW – needs to Non-Highways Agency A-Road D/cw be rolled‐out. Non-Highways Agency A-Road S/cw Non-Highways Agency B-Road
The technical specifications Heavy Load Route of MCS are currently being EDINBURGH High Load Route
Glasgow defined but it needs to be 12 Axles - 14 Axles - Berwick-upon-Tweed Classification Gross Trailer Weight Gross Trailer Weight highlighted that the operation A698 A1 A+ 406.04T 480.60T A 325.12T 360.68T of long‐haul battery electric B 280.42T 315.98T A697 C 269.24T 304.80T D 264.16T 299.72T trucks will require this level Alnwick E 259.08T 294.64T A1 F 223.52T 259.08T
A68 M25 300,000kg on 12 Axles of high‐power charging. A1068
Morpeth A696 High Load Grid Routes:18' or 20' vehicle running height. A68 A1 HR33 A Dumfries 189 A74(M) Newcastle A19 Tynemouth A7 A6079 Full details of the classification vehicle's configurations are Cairnryan upon Tyne A696 Corbridge The revised Alternative Fuels A6071 A69 A184 A74 A69 South Shields available from the Highways Agency. Routes on this map Stranraer Hexham A1 A689 HR172 Larne 44 A695 Gateshead should not be taken as permission to move. The correct A686 A194(M) A69 65 Carlisle 43 A689 Sunderland Washington 64 notification process must still be followed Infrastructure Directive (AFID) 42 63 A68 A692 A6 A691 A182 A690 A595 62 M6 [email protected] Durham A181 Peterlee A1086 A689
A591 61 A594 A690 A686 HR75 A1(M) should require at least one A177 41 Hartlepool A19 HR56 BELFAST A66 Penrith 40 60 Workington A66 A66 A68 A689 HR170A689 A595 A5091 A66 Stockton- Keswick on-Tees
59 A6 A6 high‐power charging station A5086 A688 HR32i Whitehaven 58 Middlesbrough 0 80 kilometres Brough Darlington A174 A591 A67 A66 A174
A595 A592 A66 39 HR32c 57 A66(M) HR32b A171 A66 56 0 50 miles A685 A19 with a minimum of four A6 38 Scotch A167 Corner A172 A171
A683 A6136 A685
A593 A684 37 HR148 A169 A5084 A684 HR6 A684 A19 Route information is considered to be in charging points every A595 A592 M6 A167 A168 Scarborough A170 A6108 A1 development, last reviewed 1/7/2007
A683 Thirsk 36 A5092 A65 A5093 A590 Warrenpoint HR6a A1039
A595
Douglas A6 A168 A165 49 100km by 2025, and at least A19 A687 Barrow- A5087 35 in- A1(M) Furness 48 A64 A683 34 A614 A168
A61
Lancaster A166 A6055 To view this map with ‘Active Layers’ view in Adobe Acrobat one site every 50km by 47 A65 A59 YorkA59 A1237 33 A658 Harrogate A661 Reader version 6 or later.
A61 A658 A614 A588 Skipton A682 A629 HiR20 Wetherby A165 HR131 A164 Fleetwood A659 A659 A6034 A6
M6 A56 A6068 A1 A64 A1035 2030 on the Trans European A58 HiR41 To download the latest version of Adobe Acrobat A59 Keighley Leeds 45 A586 A19 A650 A163 A64 A1(M) A1034 A586 A585 A19 44 please click on the link below Blackpool 3 32 HR77 47 48 4 M55 1 10 Burnley 46 HR13 Selby Kingston
31a A162 A1033 9 Bradford A164 A583 M65 8 2 5 A614 Preston A6033 1 A63 A63 A63 38 HiR 18c M621 A1041 upon Hull 31 7 A646 44 42 A63 A677 6 43 M1 M62 A63 A584 M606 27 A1246 HR58 26 A656 A645 37 A1033 Transport Network (TEN‐T) 30 Blackburn 28 29 30 HR107 5 42 A19 HiR46 9 3 4 41 41 A162 HR202 1a 29 2 A56 HR1431 32 32a A645 A 36 Goole Halifax 614 A666 33 34 HR200R A59 28 A675 25 35 40 40 7 HR214 A581 8 24 M62 A1077 HR215 A565 A58 A162 A15 Southport 23 A639 A614 39 Wakefield A160 M62 A642 A1 HR200 M6 1 Rochdale M61 22 A61 A638 HR16 Immingham A570 A19 6 Bury A62 Bolton M66 21 Huddersfield 38 A180 core network. 27 2 5 1 A18 Scunthorpe 5 Grimsby A58 20 A636 HR144 A565 A49 HR177 HiR53 Barnsley 38 M181 Skelmersdale 6 19 A627(M) 2 Cleethorpes 5 A635 HR18 Doncaster 3 A59 18 4 4 4 A663 37 37 4 3 5 17 19 A629 A614 A18 3 2 1 20 M180 M58 26 15 16 A635 Maghull 1 A570 Wigan M60HiR54 M1 A5036 25HR3 DUBLIN St Manchester A61 36 A46 7 M602 36 HR3 24 12 3 Crosby A616 2 HR201 A16 A1031 6 Helens 23 A628 35a A161 A565 23 A580 11 A630 A159 5 A6102 Liverpool HiR48A580 9 HR6924 1 35 3 A15 A1(M) Amlwch HR104 M57 A58 HR178 8 Rotherham M18 3 22 7 M60 Wallasey 2 10 11 HR17 A5025 HR36A57 21a 6 25 34 1 1 9 27 M67 A631 A631 M628 5 4 A57 34 7 1 1 2a 2 6 3 2 Sheffield A631 HR35 WarringtonHR6721 A5013 3 Stockport 33 32 HR174 3 A41 5 A6 HR226 Birkenhead A56 HR1 31 Llandudno HR79 Widnes 20 8 7 6 A57 A620 A157 Dun Laoghaire 9 Holyhead Benllech 4 A1104 10 M56 A616 A1 HiR22 A157 Colwyn Rhyl A548 A6187 At least one charging point per Bay HR2 Runcorn 11 A623 A625 A1500 A46 19 A5 Conwy M53 5 HR30 12 A556 A49 A559 A16 A1111 Beaumaris A533 HR19 A156 A153 Llangefni 9 M56 30 Menai A5151 A550 A556 A621 A545 Abergele A540 A537 A158 Bridge A55 A41 10 14 A60 A55 Holywell 11 A1028 A541 15 HR2a M6 A34 Chesterfield A619 A57 A55 A50 A632 A52 Rhosneigr A548 A56 A470 A619 Bangor A54 M1 A6075 A544 A5117 12 A54 A536 Lincoln Llanfair Queensferry A1133 A4080 Denbigh 18 A54 A515 A6 29
Chester A61 HR118 A525 A158 station has to be accessible Talhaiarn A51 HR20A616 A55 Bethesda A5 A15 A155 HR152 A41 A53 A4086 Llanrwst 17 HR209 A632 A46 Mold A483 HiR13b Caernarfon A541 A38 A543 A530 A534 A5012 A617 A Ruthin A51 Newark- A16 A527 4 A494 A483 A49 28 A153 0 A534 A60 on-Trent 8 A5020 A523 A17 A607 A534 A6097 5 A5014 Stoke- 16 27 A611 Pentrefoelas Nantwich A610 A614 A52 A531 HiR 18a A487 A498 Betws- on-Trent for coaches. A542 A500 Wrexham A500 A52 Nottingham y-Coed A5 A51 A499 Blaenau A530 A517 A46 A1 Corwen A529 HR205 A1121 Ffestiniog A525 HR114 A6 26 Llan Newcastle- A52 A38 A153 A149 Nefyn Porthmadog 15 A6514 HiR40r A17 Ffestiniog under-Lyme A50 A52 HiR40 A497 Llangollen Grantham A52 Derby A52 A16 A4212 A515 25 A495 A495 A148 Criccieth Stone A152 A5 A149 A495 M6 A5111 A15 Trawsfynydd Y A519 HR53 A6 A52 A14 A499 Pwllheli HR151Uttoxeter HR41 Bala A50 24a A453 9 Harlech A470 A518 A607 HR218 A496 Oswestry Abersoch 24 A148 A528 A442 A606 A17 A483 14 A60 A151 A494 A51 23a A6006 A140 A495 A53 A151 A49 BurtonHR135 HR228 A1078 Stafford Loughborough A151 King’s upon TrentA514 M1 Lynn A1067
A518 A1101 A1062 A34 A512 A6 A46 From a UK perspective on the 13 23 A149 Dolgellau Llanfyllin A5 A41 A38 HiR 13a A511 A1065 A470 A607 A47 Barmouth A483 A458 A5 A5195 A42 A606 A16 Norwich 7 A5 A449 A1064
A458 A1073 8 A495 A5 Cannock A1 A47
4 Mallwyd A5190HR101 22 A 7 6 12 A46 A493 Welshpool 5 4 Lichfield HR142 11 Wisbech A47 Great Shrewsbury A449 11a T8 T7 Telford 3 11 T6 A1122 Swaffham Yarmouth A470 Leicester A464 T5 A447 Peterborough HR71 M54 M42 21a A1122 A488 2 1 A5 T4 routes HGVs use in the UK Llanfair 10a Stamford Machynlleth A49 Brownhills Tamworth A47 A12 A470 A47 A6121 A146 Caereinion 10 21 A489 A490 M6 Toll A1075 A11 10 A47 Tywyn A444 Wigston A605 A493 Wolverhampton Walsall HR229 A6 A1139 A458 9 T3 A6003 Hinckley A10 A43 A134 A143 A454 8 7 A483 T2 17 A458 A38 9 2 Lowestoft HR119 A4123 M6 T1 Nuneaton A489 Dudley 6 1 A427HR108 16 1 5 4a 8 A446 A141 HR102 A427 A605 then the UK DfT map showing A426 A1(M) Newtown Birmingham M69 A145 A470 A4123 7 4 A144 M5 M6 A5 A6 A487 Stourbridge 3 Market 15 A143 20 A6116 A488 3 A442 6 A446 A4304 Harborough A1101 A1066 A44 A449 2 A1065 Aberystwyth Llanidloes A45 M6 M1 Kettering Thetford M42 A452A452 A142 1 19 A14 HR100 A456 5 Coventry A1088 Kidderminster A45 14 A14 Llangurig A5199 A4120 4 A6 A1 HR76A141 A11 A4117 4 A14 A142 A448 M42 Rugby A1123 Rosslare A4113 2 A4141 4a 1 3 A45 18 A143 3a A43 the heavy and high routes, Huntingdon A134 Harbour A46 M45 A508 Llanrhystud Lledrod Knighton Bromsgrove 16 17 A45 A12 A485 A456 A45 A483 Royal A4110 A4177 A14 A44 Wellingborough A140 Rhayader M40 Leamington A14 A10 Bury A470 A443 A428 A14 A4133 5 Spa St Edmunds A488 A49 Redditch A435 A1 Newmarket Aberaeron A425 A14 A4112 15 14 Warwick A428 A449 A45 A6 14 Llandrindod Wells 13 A1120 A1094 New Quay Leominster M5 16 Northampton 13 A482 Tregaron A44 A44 A1304 A44 Worcester A5 15a A428 shown opposite, would be 6 A423 Cambridge A422 A45 12 A481 A44 12 15 A1198 A11 Bedford 11 A143
A4111 A509 2 Synod Inn A4112 7 A46 Stratford- 1 A603 A14 Builth A417 A4538 upon-Avon A A134 A487 A483 A422 M40 A603 A1307 A486 Lampeter A480 A4103 A422 A1141 Wells A361 A508 10 A438 A465 A44 A421 A1092 Ipswich Cardigan A505 A475 A3400 A5 A600 A482 Llanwrtyd HR102 9 Pumsaint A470 A438 Evesham A6 A1071 11 A413 a good starting position for 14 Wells A429 Hereford Banbury A43 A1 A505 A134 A14 A4104 8 A421 Goodwick Newcastle A 1 A1017 4 A422 13 A12 A487 A46 A507 10 Emlyn 8 HR230 Milton A10 4 Llandovery A485 HR227
A44 Keynes M1 Fishguard TalgarthA479 2 9 Felixstowe A40 A361 A131 A40 A465 A413 A421 9 A507 Crymych Brecon 12 A1124 A487 A449 A449 M50 M5 M11 Harwich Cynwyl Llangadog A4069 A49 10 A5 A137 A120 A466 HR39 HR143 A505 8 where the initial BEV HGV Elfed Sennybridge 3 A38 A435 A4421 Bishop’s 4 10 Luton St David's A137 A478 Llandeilo A4215 Ross-on-Wye A133 A44 11 Stevenage Stortford
A40 A4260 A40 A424 7 A602 A120 Carmarthen A470 11 Cheltenham A4095 8 A120 A40 A436 HR82 Colchester A40 HR78Dunstable 10a A120 A133 A483 Crickhowell 9 A418 A4146 10 A1(M) Haverfordwest St Clears A40 11a A417 A34 A41 Narberth Gloucester A40 6 Hertford A130 A484 A48 A40 Brynamman Abergavenny A131 7 Aylesbury 9 6 A4136 0 Merthyr HiR23aA48 HR136 A435 A1060 Clacton-on-Sea A474 A474 4 A4095 5 A Ammanford A465 A 12 A46 Hemel St Albans HR134 chargers should be installed. Monmouth A417 4 A414 Milford 4075 Tydfil A4076 A477 A4066 Ebbw A40 Oxford A418 Hempstead 8 Hatfield Kidwelly A A429 3 Haven 49 A415 M10 7 Pembroke A476 Vale 13 A40 8a 7 Harlow A414 A4059 HiR514 HiR50 A361 A413 2
Pendine A469 6 A466 A48 A41 1 ChelmsfordA414
7 A10 A465 8 21 Dock 48 A416 Llanelli Aberdare A38 Cirencester 7 6a 21a 22 A4139 HR10a A40 20 6 A419 23 27 Usk A417 1 25 A130 47 45 A405 24 26 6 A113 46 A4135 High 19 M25 Pembroke Tenby HR51 Rhondda Pontypool 6 5 HR95 Brentwood 44 A449 A48 M1 A1 M11 A12 43 Neath 5 Wycombe Billericay HR52 A4074 18 M25 Enfield 5 42 4063 Cwmbran A4042 A A329 M40 17HR103 4 A128A1023 HR80b 07 Chepstow 14 A433 Rayleigh A419 Beaconsfield A355 Watford HR8a 28 1 A48 A338 Swansea 4 HR1462 M48 M25 A46 4 41 A A429 HR50a M48 M5 3 Edgware 2 4 A127 A4118 40 A4061 26 25 24 Caerphilly 1 2 A40 Ilford 29 23a 23 Port Maesteg 27 23 A403 A417 A4130 Hendon 39 Pontypridd A470 A468 HR225 A4155 1 HR50b 38 A48 28 22 21 A404 16 Basildon Talbot M4 A308(M) 1a 1 Dagenham M25 29 M4 20 A46 Swindon A4074 HR139 HR80a Southend-on-Sea Port-Eynon 36 30 NewportNewport 16 16 Maidenhead Slough A473 29a M49 A4130 A13 32 A48(M) 17 A432 15 HR93 37 35 9b M4 HR139b M4 34 19 17 A346 A4 7 M4 30 33 Avonmouth 18a A3102 6 15 A1089 A4232 A48 1 18 8 4 4 3 2 1 18 M4HR27a 9 5 LONDON A4361 A404(M) Bridgend HR10b A34 A4 4a TilburyHR210 Sheerness A48 19 2 A420 Reading 14 M4 A282 M32 A46 A330 Porthcawl CARDIFF 3 A3113 A228 14 M4 13 HR97 13 A30 Gravesend Margate A342 12 A2 2 20 A4 HR212 Herne 10 1 A316 HR50c A4 A4 A4 A4 Staines A282 1 A249 Bay Penarth 11 12 A2 A346 2 M3 A20 3 2 Whitstable Bristol A4 A321 A322 A299 HiR16bA38 M3 Esher M25 A228 Barry Newbury 11 HR224Croydon M20 Ramsgate A327 3 4 Chatham 3 4 21 A370 A227 A28 Bath A338 A340 5 A2 A290 HiR 16 A225 A320
HR34 A350 Weston-super-Mare Camberley A3 HR156 A291 A39 A339 2 M2 6 A361 A33 Woking 10 M25 3 4 7 A36 4 2a 6 Canterbury A368 9 M26 5 7 A367 A23 A342 A34 4a 5 A257 Basingstoke A30 7 A25 Maidstone 8 A37 HR24b M25 Farnborough A251 A366 7 Sevenoaks A361 5 8 8 6 A25 A20 A252 A343 A2 A345 6 Aldershot A362 A256 A371 A360 A287 Tonbridge 22 A39 A21 A274 M20 A28 Andover Guildford A217 A39 A338 7 HR46 A25 A24 Reigate A22 A361 Warminster HiR25d A303 8 A3 A258 A31 HR24a A23 M23 A229 9 A3123 A228 A39 A350 A287 9a HR59 10 A343 A339 9 A260 A281 Ashford A20 A399 23 M3 A39 A361 A36 A303 A39 Dover A361 10 A38 A39 A264 11 11a 13 A20 A358 A272 A325 12 A338 A33 A262 A28 A396 Crawley Bridgwater 10a 24 A359 A37 A30 11 A2070 Folkestone A268 A371 A361 Salisbury 9 A31 A26 A267 A283 A259
A21 HR60 A338 Winchester 10 A372 A3057 11 A272 A3 A361 Taunton A30 25 A3090 A27 A272 A286 A272 A21 A265 A378 A37 A30 12 A23 A39 A354 Eastleigh Petersfield A36 A28 26 A358 A359 13 A29 A24 14 A275 A32 Calais A30 3 4 5 A281 A350 2 M27 1 Southampton A283 A22 A259 A3124 A357 A273 27 A303 Yeovil A388 A386 A38 1 7 A26 A3030 Horndean 2 A271 M271 8 M27 A3(M) M5 A31 A3 3 A283 Lewes A377 9 Havant A285 A24 A27 A259 A30 A37 A27 A326 10 4 A27 28 A337 A27 A27 A27 Hastings A396 11 A22 A352 A35 5 A373 A3066 A356 A350 12 A26 A27 A3072 A32 Fareham Brighton A259 A3072 A3072 HR65 Ringwood Chichester M275 Worthing Honiton A35 A358 Gosport Littlehampton A3079 HiR45 A388 A354 Newhaven HR126 Okehampton HR99 Eastbourne A30 Poole Portsmouth Bognor Boulogne A35 Regis A30 29 A348 Ryde A3052 Bere Regis Christchurch 30 A375 A35 Bournemouth A3054 Launceston Exeter 31 Dorchester A376 A352 Newport A395 A351 A379
A386 A382 A3020
A39 A354 HR173 A353 A3055
A30 A388 A38 A380 Weymouth
A389
A379 A38 A390 Bodmin A386 Torquay A39 Liskeard Plymouth A392 A385 Paignton
A391 A38 HR88A387 A3058 A3122
A3075 A379 A390 A39 HR43 A381
Redruth
A393 A39 A379 A3074 A30 A3078
A3071 Penzance A394 A30
A3083
An Executive Agency of the Reproduced by permission of Ordnance Survey on behalf of HMSO. © Crown copyright and database right 2010. All rights reserved. Ordnance Survey Licence number 100030649. Dieppe Media Services Birmingham b100124 UK High and Heavy Loads Map
6 westernpower.co.uk Electric Vehicle Strategy 2021
1 Introduction
1.4 Original Equipment Manufacturers plans for light BEVs
As BEVs become more main stream the number of vehicles that a consumer is able to choose from will increase dramatically, currently the BEV market is covered by 124 models which early adopters are buying.
But this is all changing as BEVs enter a new phase, current After a number of years of slow growth, the number of EV models production forecasts are showing that most carmakers are produced across the UK and EU is about to increase significantly embracing electrification and are leaving behind the fossil fuel this will then give the consumer greater choice and will see the ‘technology neutrality’ approach, this is being brought about by uptake of BEVs increase. the legislation cutting vehicle emissions to 95gms/km of CO2 over the OEMs complete portfolio, the reduction of emissions has had The graph shown below shows the how the range of BEVs that the effect of focusing the OEMs on scaling up their electric car have been available from 2012 to the range of new models of EV volumes instead. which will become available by 20254.
Total number of available EV models on the market in Europe
350
300
250
200
150
100
50
0
2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025
Volkswagon Group PSA Toyota Daimler BMW
FCA Renault-Nissan-Mitsubishi Volvo/Geely Hyundai-Kia
Jaguar Land Rover Ford Honda Tesla Mazda
Suzuki Suzuki
7 westernpower.co.uk 4 Page 5 Electric Surge: Carmakers Plans across Europe 2019 to 2025 European Federation for Transport and Environment AISBL Electric Vehicle Strategy 2021
1 Introduction
1.5 WPDs approach to facilitate EV charging 1.6 Flexibility and Charging
As an electricity system operator WPDs approach is to WPD expect that flexibility will provide a key role ensure that a suitable network exists for all charging in delivering EV charging. This is likely to provide requirements in all situations. This has many factors solutions for many customer types, from domestic as charging requirements vary dependent on the type users to fleet users who return their vehicles to a of vehicle and the owner’s access to either their own depot overnight. or public charging infrastructure. Only about 60% of car users have access to an off-street parking location As Smart Meters become more prevalent across the UK domestic which is likely to be suitable for charging5. users will be able to take advantage of time of use tariffs that WPD expect electricity suppliers to offer.
In one sense the actual charging infrastructure is of less concern So that customers with home charging they will be able to use to WPD than the ability of WPD to provide the adequate and managed charging to charge their vehicle at times when price safe electricity connection which serves it. WPDs plans will vary signals show it to be beneficial for the wider electricity network. depending on the application and where the EV chargers are being installed, this strategy document details various different options. Fleet users with depots are most likely to make use of overnight charging to recharge their vehicles for the next working day. The principle is simple, the charging infrastructure requires higher volumes of energy and it is WPDs job to provide the conduit for WPD expect a depot charging facility to require a larger electricity this energy. supply similar to a factory. This could cause a possible constraint on some parts of the WPD network at peak times if connected WPD predict that the majority of the larger local transformers conventionally. However, it is expected the opportunity to make will be able to accommodate one 35kWh charge for cars and use of flexible connection solutions to allow charging at off-peak vans every five days for each of the customers connected to times without network reinforcement will be used by majority it. This provides a charged range of around 125 miles in many of businesses. EVs and it is likely that this will support the demands of home connected EV charging. This could make connections quicker and cheaper for business customers. WPD also expect that the backbone 33kV network and primary transformers will be able to accommodate this level of charge point activity.
According to the Centre for Ageing Better, 21% of all homes in the 1.7 Existing Charge Points and Capacity UK were built before 1919, 38% were built before 1946, and only 7% after 2000, making the UK housing stock the oldest in the EU.6 WPD already have experience of installing charge points on the network to support the early adopters WPD focuses into the specific cables and distribution transformers of Electric Vehicles. The table below shows the which supply local streets and the LV service cables which feed individual properties, there is more chance of the earlier built number and capacity of chargers as reported to network becoming constrained. For example houses built during Ofgem as part of the annual RRP returns. the early through to the late 1900’s era are most likely to have looped LV service cables shared with their immediate neighbours. The numbers of Fast Chargers are relatively high due to the reporting split used by Ofgem. Most of the newer domestic Attaching an EV charger to a looped LV service cable is not chargers are 32 Amp units and therefore are reported in the recommended, WPDs default position is to remove looped Fast Charge category. LV service cables prior to an EV charger being installed. WPD identified this as an issue and are already installing larger LV mains The current number of EV car charger points installed in WPD and LV service cables assets for new build estates and have are shown below: identified areas where the proactive uprating of local distribution transformer and cable networks are appropriate. It can be seen that having a notification service which records all LCT devices as Description Number Capacity and when they are connected in a DNO area is essential as this Slow Charge straight away highlights to the DNO where chargers, heat pumps 5160 18736.25kVA etc. are being installed and the DNO can be proactive in dealing (up to 16 Amps) with the issues that arise, rather than being reactive when the Fast Charge 22305 181964.302kVA equipment fails due to overloading. (over 16 Amps) It should be a priority to get the notification system working 0 2,000 30,000 nationally to ensure the journey to net zero is a smooth one for all parties. (Total number as at March 2021)
5 Article “Five ways to solve UK’s electric car charging conundrum” published in the Financial Times on 27/12/17. 6 Page 1 More than 1m over 55s living in hazardous homes Home Care Insight study finds. Access/Intelligence/Studies by Sarah Clarke 09/05/2019 8 westernpower.co.uk https://www.homecareinsight.co.uk/more-than-1-million-over-55s-living-in-hazardous-homes-study-finds/ Electric Vehicle Strategy 2021
2 Forecasting and data
2.1 Forecasting for the ED1 business plan (2015-2023)
In WPDs ED1 business plans use was made of national forecasts to tailor scenarios for WPD networks. WPD worked with the Centre for Sustainable Energy (CSE) to deliver the “Who’s on our wires” report. This added socio economic factors to the national growth forecasts for all Low Carbon Technologies. For example, the numbers of electric vehicles are strongly predicted to grow in areas where the social demographic suits early adoption.
This means that it is highly likely that Low Carbon Technologies The current population of EVs within the four WPD licence (LCTs) will be clustered closely together leading to a compound areas is matching the ED1 business plans – with EV adoption effect on specific parts of the network. increasing at the current rate, it is expected some 217,000 chargers to be connected to the network by 2023. This work led to WPD targeting the uprating of assets when other works take place over about 7% of the network, in locations However, to meet the requirements of the Government’s 2035 where WPD could be confident of load growth. deadline for the cessation of Hybrid ICE cars and vans, this will see an extremely high, 70% uptake level of EV adoption, this is given in the governments Road to Zero 2018 document, and then this rate could see up to 3,199,371 EVs by the end of 20307.
2.2 Developing Distribution Future Energy Scenarios (DFES)
Since 2016 WPD have been producing Distribution Future Energy Scenarios (DFES) at a licence area level which predict the likely impact of EVs along with other new technologies.
The scenarios use a bottom up approach to provide future energy scenarios, at Electricity Supply Area (ESA) level, for the potential growth of distributed generation, electricity demand growth and electricity storage. These are then used to identify future constraints on the distribution network and develop strategic investment options to economically resolve those constraints, when triggered.
The analysis undertaken for each technology in the DFES involves the following four stages:
A baseline assessment Resource assessment Technology baselines are calculated from WPD’s Locational data from a wide range of data network connection database. This information is then sources and GIS analysis is used to understand reconciled with other market intelligence and external the geographical distribution, local attributes, databases. In addition, further desktop research is constraints and potential for technologies to undertaken to address inconsistencies. develop within the licence area and each ESA.
A pipeline assessment A scenario projection to 2032 For technologies with significant lead times WPD’s The scenarios are based on National Grid’s network connection agreement database is reconciled Future Energy Scenarios (FES) and interpreted for with the BEIS planning database and market research specific local resources, constraints and market is undertaken. This allows an assessment of which conditions. Analysis of current market reports commercial projects in the pipeline may go ahead and the findings from a local consultation event and in what timescale. Domestic scale and demand is combined with interviews from developers, technologies do not have an individual pipeline, but investors and other stakeholders. local council economic plans are reviewed to derive volumes and locations.
9 westernpower.co.ukwesternpower.co.uk 7 Page 9 of Road to Zero 2018: Next steps towards cleaner road transport and delivering our industrial strategy. What are the Future Energy Scenarios? Why are the Future Energy Electric Vehicle Strategy 2021 Our Future Energy Scenarios (FES) outline four different, credible Scenarios important? pathways for the future of energy over the next 30 years. Each With an ambitious target for net zero emissions by 2050, our scenario considers how much energy we might need and where it 2 Forecasting and data energy system will need to rapidly transform to meet the changing could come from. needs of consumers and society. FES 2020 considers the 2.2This Developing year we have Distribution a new scenario Future Energy framework, Scenarios considering (DFES) the impact of societal whole energy system; we’ve looked at a wide range of energy Inchange the latest reportas well WPD haveas the aligned speed the four ofscenarios decarbonisation. with National Grid’s 2020 FES, which has the following four scenarios: sources, including fuels like hydrogen and biomass, as well as
electricity and natural gas. FES-in-5
2050 may seem far in the future but, in energy investment terms, it is just around HIGH
LEADING THE WAY the corner. Hitting the net zero target means starting the journey now. Awareness of 3 important? Scenarios Energy Future the are / Why the causes and impacts of climate change is rising, and more action is being taken CONSUMER TRANSFORMATION across society. FES 2020 draws on information, insight and data from stakeholders across all sectors of the energy industry to develop a whole system view. Unlike previous years, where an 80% target left some sectors relatively unchanged, FES 2020 must explore solutions for every sector and every activity to achieve net zero. Shifting away from high carbon fuels by 2050 will be hard and for some SYSTEM sectors it may not be possible. This means we need negative emissions in some TRANSFORMATION NET ZERO sectors as well as using low carbon sources of energy and scaling up non- BY 2050 traditional sources of flexibility such as demand side response and storage. STEADY / What are the Future Energy Scenarios 2 LEVEL OF SOCIETAL CHANGE LEVEL OF SOCIETAL PROGRESSION Our stakeholders use FES for a variety of purposes: • For investment decisions in electricity and gas networks; FES-in-5 • To gain insight into the wider energy industry;
LOW • To identify future commercial or policy opportunities; • As a reference point or to compare with industry forecasts; and SLOW SPEED OF DECARBONISATION FAST • As a starting point for academic studies and research. COVID-19 impact COVID-19 will impact many aspects of the future of energy. However the uncertainty and lack of evidence of this impact at FES-in-5 provides you with the the time of analysis means it has not been included in key headlines and statistics FES 2020. The impact of COVID-19 will be discussed with from the full FES report which 1 stakeholders in the second half of 2020 and will form part of can be found here. FES 2021.
10 westernpower.co.uk 1. nationalgrideso.com/future-energy/future-energy-scenarios/fes-2020-documents Electric Vehicle Strategy 2021
2 Forecasting and data
2.3 Electric Vehicle Growth Factors
From a consumer perspective, the key hurdle will be price. Lower running costs are not yet balancing out the up-front costs, even with the current purchase subsidy, unless drivers have a high mileage, such as use for fleet applications. There is limited evidence relating to the actual whole life savings or resale value. Increased investment and competition is needed between manufacturers to drive down costs.
National and local legislation will be key drivers of future electric vehicle growth in the licence area. The UK government has announced a ban on new petrol and diesel sales in 2035. An increasing number of towns and cities across the UK plan to introduce restrictions and bans on vehicles in a bid to reduce pollution levels. Currently there are some twenty eight locations in the UK where there will be vehicle clean air zones, driving charges and vehicle bans. These are:
Aberdeen Low emission zone and ban on some vehicles; Local authorities required by the national government Bath Clean air zone for commercial vehicles is live; to produce a local action plan: Birmingham Clean air zone will go live from 01/06/21; • Bolton Borough Council Bradford Clean air zone expected in October 21 • Bury Borough Council Brighton Ban for all passenger vehicles in 2023; • Fareham Borough Council Bristol Clean air zone is expected to go live from 29/10/21; • Gateshead Borough Council Cambridge Clean air zone under consideration; • Guildford Borough Council Cardiff Daily charge for drivers who don’t live in • Middlesbrough Borough Council Cardiff and a clean air zone for vehicles date • North Tyneside Council to be confirmed; • Rochford Borough Council Derby Traffic management measures or a clean air zone • Rotherham Borough Council date to be confirmed; • Rushmoor Borough Council Dundee Low emission zone and ban on some vehicles • Salford Borough Council in 2020; • Stockport Borough Council Edinburgh Two tier low emission zone and ban on some vehicles in 2020; • Surrey Heath Borough Council Glasgow Low emission zone already in place that is • Tameside Borough Council extended to cars in 2022; • Trafford Borough Council Leeds Clean air zone for HGVs, buses, coaches and taxis in July 2020; Despite the current barriers, the FES 2020 presents a much Leicester Clean air zone expected in summer of 2021; higher growth projection for electric vehicles than FES 2018, London Ultra low emission zone expansion from 25/10/21; reflecting the UK government’s proposed ban on new hybrid 8 Manchester Clean air zone expected in spring 2022; diesel and petrol vehicles in 2035 . Newcastle Clean air zone for HGVs, buses, coaches and The two highest scenarios in FES 2020 (Leading the Way and taxis in July 2021; Customer Transformation) show a similar growth profile, with Oxford Zero emissions zone planned for summer 2021; the UK electric car fleet reaching around 15 million units by Portsmouth Clean air zone expected in November 2021; 2032 rising to over 38 million by 2038. Reading Potential clean air zone or low emission zone To provide a wider profile for network analysis in this study at a date to be confirmed; WPD have amended the Leading the Way scenario to show a Saint Albans Clean air zone under consideration; more explosive growth profile which sees growth accelerating Sefton Clean air zone under consideration; ahead of the FES 2020 and then levelling by 2050.
Sheffield Clean air zone are on hold; WPD would also assume that EV uptake in the licence area Slough Potential clean air zone or low emission zone stays ahead of the national average uptake of EVs in the at a date to be confirmed; short and medium term but will return to national average Southampton Have a Clean air zone running already by the end of the scenario period. This assumption reflects free of charge; key factors driving early adoption such as; affluence levels, Warrington Clean air zone under consideration; off-street parking and second car ownership along with emission reduction initiatives in and around urban centres. Wokingham Clean air zone under consideration; York Clean air zone for buses in 2021.
11 westernpower.co.uk 8 Page 5 Uptake of Ultra Low Emission Vehicles in the UK 2015. Electric Vehicle Strategy 2021
2 Forecasting and data
2.4 Investment allocated within ED1 2.6 Forecasting ED2 and informing specific ED1 plans Within WPDs ED1 submission there is £112m allocated for socialised reinforcement attributable WPDs DFES are being used to target flexible to LCTs. Of this over £58m was directly related to solutions where they offer better value than EV charging. conventional reinforcement.
Load estimates will consider all demand growth but this will always include an element of EV growth. For higher voltage networks this educates and directs the reinforcement plans 2.5 Forecasting local growth and being considered in the next few years. For the local networks pinpointing upgrades the scenarios can help refine the LCT hotspots identified by the work carried out with CSE. In addition to the high level DFES work, WPD are working with EA technology to deliver a tool which will assess the impact on the local LV networks.
The tool was originally developed as part of the Electric Nation project. In the project it was used to show where networks were becoming constrained as a result of local clusters of EVs.
The tool will be developed to help highlight where proactive reinforcement can help prepare the local networks for LCT connections and specifically EV connections. WPD will use this tool to support the business plan submissions for network upgrades.
12 westernpower.co.uk Electric Vehicle Strategy 2021
3 Planning and Capacity Availability
3.1 WPDs expectation of EV charger installations
The size and type of charger varies with the application. Smaller size chargers might be expected to be seen in domestic situations where an overnight charge is likely. The smaller sized chargers may also form part of the street side car charging provision. Larger rapid chargers will be seen at public locations such as service stations and motorway service areas and car parks where a faster charge is required, they will also be seen at locations where of vehicles require a quick turnaround charge such as taxis ranks.
Chargers of 7kW are likely to be accommodated on existing house services but larger charger installations will often require a three phase service or other upgrades.
Assume that the battery electric vehicle has a 55kWh battery, which the on-board capabilities are limited to 11kW maximum AC charging, plus the car is capable of accepting a maximum 170kW DC rapid charge.
Charge Point type and Likely installation Specific connection Network Likely charge time for power output location requirements considerations 0% to 100%
None – connects via Slow up to 2.3kW Domestic household 13A plug/ None 25 hours 45 minutes socket
Dedicated household In some cases limited local Slow 3.7kW Domestic or street side circuit or on street 16 hours reinforcement is required equivalent
Likely upgrade to Dedicated household cut-out and/or LV service Fast 7kW Domestic or street side circuit or on street 8 hours cable and equivalent LV local mains
Fast 22kW Requirement for three Street side or public Three phase dedicated (the car limits this to phase connection and 5 hours 30 minutes charging location supply point 11kW) likely local mains upgrade
Requirement for three Three phase dedicated phase connection and Rapid 50kW Public charging location 53 minutes supply point likely local mains and transformer upgrade
In most cases a new Rapid 150kW or multiple Supply point from Public charging location transformer will be 26 minutes rapid chargers dedicated transformer established
Rapid AC chargers provide power at 43kW (three-phase, 63A) and use the Type 2 charging standard. Rapid AC units are typically able to charge an EV to 80% in 20-40 minutes depending the model’s battery capacity and starting state of charge.
CHAdeMO CCS Type 2 Tesla Type 2 50kW DC 350kW 43kW AC 120kW DC
13 westernpower.co.uk Electric Vehicle Strategy 2021
3 Planning and Capacity Availability
3.1 WPDs expectation of EV charger installations
EV models that use CHAdeMO rapid charging include the Nissan Because of the longer charging times over fast units, slow public Leaf and Mitsubishi Outlander PHEV. CCS compatible models charge points are less common and tend to be limited to street include the BMW i3, Kia e-Niro, and Jaguar I-Pace. Tesla’s Model furniture that has a limited supply capacity. 3. Tesla Model S, and Model X are able to rapid charge via the Tesla Supercharger network using the Tesla Type 2 connector. Most slow charging units are rated at up to 3kW with some lamp-post chargers being rated at 6kW. Charging times vary The only model able to make maximum use of Rapid AC charging depending on the charging unit, the LV supply capacity to the is the Renault Zoe. Currently CHAdeMO is the only connector type charger unit and EV being charged, but a full charge on a 3kW which supports V2G, this is changing as CharIN, the organisation unit will typically take 6-12 hours. Most slow charging units are which created CCS, have now generated a time line for CCS to untethered, meaning that a cable is required to connect the EV be type tested for V2G. with the charge point.
Slow charging is a method of charging electric vehicles, used by While slow charging can be carried out via a three-pin socket some owners to charge at home overnight. However, slow units using a standard 3-pin socket, because of the higher current aren’t necessarily restricted to home use, with workplace and demands of EVs and the longer amount of time spent charging, public points also able to be found. If a vehicle remains stationary it is strongly recommended that those who need to charge for a long period, such as at a Park & Ride or office car park, regularly at home or the workplace get a dedicated EV slow charging may provide the optimum solution. charging unit installed.
3-Pin Type 1 Type 2 Commando 3kW AC 3kW AC 7kW AC 3kW AC
3.2 Estimating Connection Cost and Timescales
The cost and complexity of the electricity network required to support new chargers will vary with size. At a domestic level only minimal works will be required to accommodate chargers but for larger installations and hubs of multiple chargers new transformers and substations are likely. The cost and works timescale will vary with the complexity of the works as detailed below.
Charge Point type and Likely installation Typical approximate Network and Third Approximate power output location connection lead-times Party considerations connection cost
Slow up to 3kW Domestic Immediate None None
Slow 3.7kW Domestic or street side Immediate in most cases Usually none Usually none
Likely upgrade to service Fast 7kW Domestic or street side 4 to 8 weeks Usually none cable and local mains
Street side or public Streetworks and Fast 22kW 8 to 12 weeks £3,500 to £12,000 charging location permissions
Streetworks and Rapid 50kW Public charging location 8 to 12 weeks £3,500 to £12,000 permissions
Streetworks, permissions Rapid 150kW or multiple Public charging location 16 weeks and cost of land for £70,000 to £120,000 rapid chargers transformer
14 westernpower.co.uk Electric Vehicle Strategy 2021
3 Planning and Capacity Availability
3.3 Simplifying the application processes
WPD use the ENA application form for the notification of both EV and Heat Pump applications. This form helps customers by offering consistency across all DNOs in the UK.
The installer of any LCT infrastructure needs to follow the application process which can be defined in two ways:
Where the connection of the LCT is LESS Where the connection of the LCT is GREATER 1 than or equal to 32A; or 2 than 32A.
With both of these connection procedures there should be no It should be noted by owner and installers of EV Chargers, be they identified adequacy or safety concerns with the properties existing new build or retro fit there is a legal obligation to inform the host LV service equipment. DNO. This is covered by the National Conditions of Connections which all customers are signed up for. Using the IETs methodology determine the load of the property. Examination of the properties energy asset to ensure that the It is the asset owner’s responsibility to ensure that this notification required connection can be met and to determine whether the has been realised by your installer. Distribution Network Operator needs to be informed before or after installation.
3.4 Making use of existing local capacity
WPDs network of transformers which supply local networks from the 11kV backbone network are sized to accommodate the demands of the area they serve.
Since 2013 WPD have reduced the range of Ground Mounted and Depending on the battery density and efficiency of the electric Pole Mounted transformer sizes available to connect to the 11kV vehicle’s motor, typically this provides a charged range of around network, so often there is an inherent level of additional capacity 150 miles in many EVs and it is likely that this will support the present for future load growth. demands of home connected EV charging.
It is envisaged that WPD will make use of this capacity as a tool to The Department of Transport National Travel Survey 2017 support the early adoption of Electric Vehicles and other LCTs. indicated that the average annual mileage for all cars is 7,800 miles9. This figure has been dropping since the early 2000s. This capacity is likely to be available in urban areas with a dense spread of ground mounted transformers. In rural areas where both A 500kVA transformer is capable of supplying 4.3 million kWhs three phase and especially single phase overhead networks are of energy every year assuming it is fully loaded. Where the employed the opportunities are somewhat less. transformer is operating at 70% of its overall capacity this provides around 1.3 million kWhs of available energy, assuming It is predicted that the majority of the larger local transformers will that it is not required at times of the day when the load profile of be able to accommodate one 35kWh charge every five days for the transformer makes it fully loaded. each of the customers connected to it. This capacity could support over 37,000 charging events at 35kWh. If correctly managed to optimise the delivery of these events, the transformers could provide one charge every five days for each customer connected.
15 westernpower.co.uk 9 Page 14 National Travel Survey: England 2017. Electric Vehicle Strategy 2021
3 Planning and Capacity Availability
3.5 Planning and Design Changes 3.6 Mitigation of local network constraints
When WPD design and extend the network it is There may be isolated locations where a cluster expected that assets will remain in service for of new EVs will exceed the capacity of the local around 50 years. This means that WPD always network. This is most likely to happen with look to predict future changes and assess how domestic EV charging. It is hoped that many those changes can reasonably be accommodated of these clusters will be identified with the in the plans and designs. clustering modelling.
The ED1 plans looked at changes that could be made to support Where clusters are not identified and WPD have not anticipated the adoption of LCTs. To meet the demands of the EV charging the change in demand, the results could be blown fuses and and the installation of heat pumps WPD carried out a consultation customers being inconvenienced. with all interested parties, this all lead to WPD changing their Policy documentation that for all new build and service alterations Delivering the upgraded network will take a finite duration and, three phase service cables and three phase cut-outs are now whilst these works are being planned and executed, it is not installed as BAU. acceptable for customers to continue being inconvenienced by supply interruptions therefore WPD through the Electric Nation With the cable networks, the cost of excavation and reinstatement project have found a method to mitigate the demand increase by works are a large proportion of the overall costs so rather than making use of equipment developed to manage load demands potentially needing to overlay cables as LCT take-up increases, within known limits. it was decided to increase the minimum cable size for all new installations. Similarly when working at substations, the plant This equipment has been further developed through the WPD cost of transformers meant that the minimum transformer size Innovation Connect and Manage project which provides a could be increased with only a marginal increase in installed cost. “throttling back of the load” response to local overload situations. Both of these measures, to a degree, future-proof new networks This solution has been developed into a BAU product which is at minimal increase in cost. now available for all WPD teams to use as they require it.
Connections which include PV, ES, HP and EV charging shall It must be stressed that the Connect and Manage equipment be designed with a network impedance that meets the WPD will only be used while WPD are in the process of upgrading the defined value at the point of common coupling (PCC), i.e. at network effected by the overload i.e. it is only a short term fix to the point where the customers system meets the WPD system. enable WPD to upgrade the network. Connections of PV, ES, HP and EV charging to existing houses where the houses are connected via a looped service cable shall WPDs local teams have shown themselves to be the industry not be connected until the looped service is removed. leaders in response to supply interruptions and this technology will allow them to provide this same high level of service where Where a connection supplies more than one LCT, no diversity the connection of LCTs have created a specific problem. shall be allowed unless load control is provided and verified by the relevant LCT installer to prevent the service and cut-out from being overloaded.
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3 Planning and Capacity Availability
3.7 Technical Changes related to Electric Vehicles
To permit the connection of EV Chargers there are typically some technical aspects to overcome, including thermal capacity, power quality and harmonic emissions. All these issues are covered off in WPD’s Standard Technique documents in the SD5G suite.
These Standard Technique documents describe WPD policy WPD use the information provided by the customer or installer to for processing the ENA EV and HP approved application form assess the suitability of the existing network to supply the Electric from customers, or their nominated installer, for the installation Vehicle charging or Heat Pump infrastructure. Suitability will be and connection of individual or multiple LCTs (Electric Vehicle based upon the network’s susceptibility to voltage fluctuations, Charge Points and/or Heat Pumps), where any items that have flicker and harmonic voltage distortion, as well as ensuring it is a rating greater than 32A per phase, onto WPD’s low voltage kept within the designated thermal and voltage limits. distribution system.
They are detailed below: 3.7.1 Thermal Capacity 3.7.2 Earthing 3.7.3 Power Quality
To assist with thermal capacity, i.e. the The current IET Code of Practice Ed 4 Electric Vehicle chargers use power ability to carry more load within the low states earthing considerations for the electronics which can cause interference voltage network, since the start of ED1 connection of electric vehicle charge and damage to the electricity network. WPD have increased the minimum size points are firstly the type of earthing As a result of the EV Emissions project of the low voltage mains cable to have a arrangement (PME, SNE or TT) and WPD have assessed the effect of this cross sectional area of 185mm², during secondly the required segregation interference and have concluded that ED2 this will change to a minimum cable between these different earthing types. it is insignificant for smaller size domestic 300mm², WPD have also increased the type chargers up to 32A capacity. minimum size of low voltage service cables The requirements of the Code of Practice to 25mm² Aluminium/Copper or 35mm² for the installation of EV charging Therefore the planning advice for Aluminium concentric service cables. equipment makes the use of protective these charges is that the effect can be multiple earthing (PME) prohibitive and discounted and treated in a standardised The smallest rated ground mounted steers installations towards a TT earthing way when designing connections, making transformer has increased to 500kVA setup. However the IET Wiring Regulations them cheaper and quicker for customers. and the smallest rated pole mounted (Guidance note 7) requires segregation of transformer to 25kVA single phase, a minimum of 10m between the PME and The data has also been used to determine during ED2 the smallest pole mounted TT earthing systems. WPD understand that how many EVs can be connected onto transformer will be 50kVA. this requirement will restrict installations in a circuit subject to the impedance the street and therefore have recalculated of the main conductor. As a result of the requirement using modelling specifically the innovation project WPD have also for a street side application. decreased the prescribed maximum resistance of WPD mains conductors As a result WPD have reduced the to a value of 190 mΩ. distance so that a balanced three phase demand utilising a TT earthing system will require segregation from the WPD earthing system by a minimum of 0.3m and a single phase or unbalanced connection would require a segregation of 3.6m.
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4 Providing information to Customers
All guides produced by WPD are available to download from the WPD website, hyperlinks are provided below to make this easier for the user.
4.1 Guidance and Advice Documents published
WPD have for a number of years provided a guidance document for local authorities who are considering public and street side charging connections.
The document has been updated during 2021 to reflect the current topics “WPD – 2021 EV Charging guide for Local Authorities” guide provides details including information on the different kinds of chargers available and how charging points can be connected quickly and efficiently to the network.
https://www.westernpower.co.uk/downloads/3220
During 2020 WPD produced a new guide aimed specifically at business within the WPD area who were planning on converting the fossil fuel vehicles to BEVs. This document has now been updated for 2021, “WPD - 2021 Business Guide for EV Charging” the document provides information specifically tailored to local Business customers who are wanting to convert their fleets to BEV. The guide covers some of the technical considerations related to installing EV charger connections as well as offering advice on how to make applications and discuss plans with WPD.
https://www.westernpower.co.uk/downloads/15766
During 2020 WPD produced a new guide aimed specifically at the general public who were planning on converting their fossil fuel car to a BEV. This document has now been updated for 2021, to reflect the current matters, the guide is “WPD - 2021 Guide for Purchasing an EV” this document provides information specifically tailored to ordinary customers who are wanting to convert their fossil fuel car to a BEV, and covers some of the technical considerations related to purchasing a BEV as well as offering advice on how to make an EV charge point application and how to find and contact their host DNO.
https://www.westernpower.co.uk/downloads/117721
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4 Providing information to Customers
4.2 Guidance and Advice Documents planned 4.4 Connections Surgeries
During 2020 WPD had planned to extend the Local authority customers have the opportunity range of guides to include advice for fuel to request one to one connection surgeries with station operators. the various local teams within WPD.
Unfortunately this did not happen for a number of reasons, but this At a local level the teams will be able to discuss plans for EV is still an aspiration of WPD to achieve, consequently it is currently charging and how the electricity network can be adapted and listed as a project to undertake. During 2020 WPD produced a or uprated to accommodate future plans. guidance document for fleet users with depot locations and this document has now been updated for 2021.
WPD will continue to review the number and content of the guides to help customers when they are considering EV options for their homes or businesses.
4.3 Capacity Indication for customers
WPD already offer a capacity map on the website which shows customers the level of generation capacity and demand capacity at our major substations and local substation level.
However, in order to further support our customers and stakeholders’ needs in 2021 WPD will consolidate our currently disparate network capacity maps in to a single map with different layers so that a single source of visual data retrieval can be easily and readily achieved. This will further support customers being able to access our data to inform their new connection and operation decisions.
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5 Stakeholder Engagement
5.1 WPDs Approach to 5.3 Strategic Engagement Stakeholder Engagement with local authorities
The approach WPD has to engagement varies As approximately 40% of vehicles don’t have depending on the requirements of individual off street parking to utilise EV charging, Local stakeholders. In some cases a company level Authorities are having to take the lead on EV strategic engagement is needed and in other charging in public areas such as car parks and cases a more local engagement is required. park & ride sites.
WPD provide a front end service using locally based teams that In 2018 WPD developed an EV guide for local authorities to help are responsible for the local networks and the local customers them with their plans, this document has been getting yearly connected to them. At this level a more informal engagement updates and has already been updated for April 2021. is the most efficient solution and complements the more formal strategic stakeholder event engagements. In November 2018 WPD became the first DNO to hold a bespoke stakeholder engagement events for local authorities. Across two events in Bristol and Birmingham WPD were able to share the EV charging plans with 186 local authority representatives. As a result of what was learnt from these sessions WPD updated the 5.2 Business Plan Strategic EV guide. Stakeholder Engagement With the demand for EV charging at hub locations such as car parks, WPD in conjunction with manufacturers have developed WPD has an excellent track record of stakeholder equipment to allow the efficient connection of multiple rapid DC engagement across the range of topics contained chargers in these hub locations. within the business plans.
Since 2010 WPD have included elements of LCT readiness and EV charging. In the early years the focus was on pragmatic steps that could be taken to support what was a small population of 5.4 Local Engagement with local authorities electric vehicles, subsequently EV charging has become a topic in its own right. WPDs strategic local authority engagement These engagement sessions have helped formulate the EV highlighted a requirement for more local charging plans and have also informed innovation projects engagement. Local authority customers now related to EV charging. have the opportunity to request one to one connection surgeries with the local teams. Following from themes explored in 2019 the 2020 strategic stakeholder engagement sessions included specific EV These local surgeries are able to discuss plans for EV charging readiness topics. plans and how the electricity network can be adapted and uprated to accommodate future plans.
During 2020 WPD’s normal programme of local based stakeholder engagement included specific sessions covering EV charging. These depot based engagement sessions took place remotely and covered all LAs across the WPD area.
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5.5 Engagement with EV Charge Point Operators
WPD now offer a DNO leading service in providing supplies to the EV charge point operators. As DNO equipment is designed for a fifty year life it is generally the case that that the host DNO will seek a long lease or wayleave to install the substation, plant and cables.
Where supplies are for buildings this is normal but with an This process makes the connection process easier for the EV EV charge point the charge point operator might only have a charge point operator and speeds up the connection process shorter lease of, say, fifteen years. to get more EV charge points installed in the UK. Many of these sites are at public charge locations and quicker more efficient In these cases WPD offer a back-to back lease, make the connections which will ultimately smooth the adoption by the connection agreement sole use and at the end of the lease public of electric vehicles. Visible and plentiful charge points have first refusal to supply the new lessee. will help reduce range anxiety from EV users.
5.6 Engagement for Fuel Station Operators
WPD have engaged with the Petrol Retailers Association to understand how their members are approaching the change to electricity as a road fuel. The approach varies between Motorway Service operators and A road or local road fuel filling stations. The engagement has lead to WPD modifying there Standard Techniques SD5G to cover off the detailed requirements of the Petrol Retailers Association.
With motorway services WPD are part of the OZEVs Phase 1 of WPD are working with Moto Services and Grid Serve/Electric Project Rapid which is rolling out 130 rapid motorway service Highway at their Exeter Motorway Services Area (MSA) on area sites in England, 48 of these sites in England fall into the Take Charge an NIA project which will provide a module based WPD licence areas, on average WPD have provided pricing for approach at 33kV to supply large amounts of power to MSAs as 7MVA supplies. Phase 2 of Project Rapid it is envisaged that a and when they need the capacity to meet the forecasts set by further 14 sites will be nominated and these fourteen sites will OZEV with project Rapid. be in Wales and Scotland. The Take Charge project will supply the Exeter Services with WPD has also engaged with the Welsh Department of Transport 33kV power which will then be transformed down to 11kV via and is helping facilitate the connection of rapid chargers a reduced footprint containerised substation for use within the throughout the motorway and A road network of South Wales. MSA by Moto.
With local forecourts WPD are expecting to see small numbers The project is progressing well and it is envisaged the first of EV chargers per site as the space available for additional tranche of rapid chargers will be available for connection for infrastructure is more limited, especially outside of the zones quarter four of 2021. controlled by liquid fuel refuelling regulations.
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5 Stakeholder Engagement
5.7 Engagement for housing design
WPD along with the other DNOs through the ENA LCT Group have been involved is developing the Future Homes Standard via Part L and Part F of the Building Regulations which has recently been out to Consultation in January 2021.
The consultation contained proposals for changes to the energy WPD have given a presentation on three phase LV services efficiency standards for new homes, as well as the wider impacts cables at the Renewable Energy Association (REA). WPD have of Part L, including changes to Part F (Ventilation), its associated shared stakeholder engagement with the REA on this Approved Document guidance, airtightness and improving the subject and are continuing discussions with relevant ‘as-built’ performance of the constructed home. government departments.
Along with all the other DNOs and the ENA LCT Group, The WPD Superfast Electricity Parc Eirin project in Tonyrefail WPD contributed to and are waiting to see what impact the developed in conjunction with Pobl Housing Association and Electric Vehicle Charging in Residential and Non-Residential Sero is a new build estate of 235 homes, with each home fitted Buildings consultation and the Electric Vehicle Smart Charging with the complete suite of LCT, smart white goods and all these consultation both of which were held by BEIS in July 2019 devices will be controlled by a programme logic controller with will bring. a view to minimise fuel bills for the occupants, the houses will be supplied via three phase LV Service cables. WPD and Sero During 2020 WPD went out to Consultation to all interested will be monitoring the estate to gain information on heat pumps, parties about changing the current single phase LV Service EV chargers and all the other LCT devices. Sero is an innovative cables to new build houses and service alterations, to Welsh based provider of Energy Positive homes and Pobl are a three phase LV Service cables and a three phase cut-out. Housing Association based in South Wales. The consultant showed support to convert to three phase and this is now BAU within WPD. This then gives the householder/ developer the option to convert to three phase if they wanted to without having to pay retrofit prices for the installation thus future proofing the houses.
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5.8 Engagement with Vehicle Manufacturers and Transport Operators
WPD using the links that have been developed by the in house fleet transport section to engage with HGV manufacturers, WPD were invited to Stuttgart to attend the Daimler Benz Utility seminar where Daimler Benz introduced the recent introduction of Regulation (EU) 2019/1242 of the European Parliament and of the Council of 20 June 2019 setting CO2 emission performance standards for new heavy-duty vehicles and amending Regulations (EC) No 595/2009 and (EU) 2018/956 of the European Parliament and of the Council and Council Directive 96/53/EC.
It requires CO2 emissions from heavy-duty vehicles such To enable BEV HGVs to charge in as short a time as possible as trucks and busses to be reduced by 30%, by 2030, the Megawatt Charging Standard (MCS) is being developed with an intermediate reduction target of 15%, by 2025. by a task force within CharIN, the association advancing the Combined Charging System used for BEV HGVs shipping This regulator change is discussed in section 1. The change and planes. will be significant for manufacturers of buses and lorries. As an example of volumes, during 2019 Daimler Benz saw Daimler CharIN actually announced its High Power Charging for trucks sell 488,500 HGV vehicles worldwide, Daimler Busses Commercial Vehicles (HPCCV), rated at up to 1,500V and sell 32,600 busses worldwide for 2019 and 438,400 vans up to 3,000A in early 2019. The new charging standard for worldwide for 2019. medium and heavy-duty vehicles, equipped with really large battery packs, for which the CCS output (currently at 350kW) Whilst commercial Hydrogen based solutions are currently is not sufficient. being developed, Daimler Benz are using the HGV BEV as this is a proven technology which can meet the 2025 deadline At a National Renewable Energy Laboratory (NREL) event, held providing the electrical networks have the infrastructure in place. in September 2020, several prototype connectors and inlet Electric trucks will pose a new issue for the energy sector due hardware were revealed and tested. Results from the tests will to their large batteries, relative short range of around 150 miles, help inform the development of interoperable connector and large charger sizes and high charging speeds. The Daimler Benz inlet designs. An industry standard for megawatt chargers will aim was one of helping their customers achieve a quick and streamline the introduction of commercial electric vehicles smooth transition from diesel to electric vehicles. The vision by providing fleets with stability and certainty in accessing of Daimler Benz was for understand electric trucking and how infrastructure globally. electric trucks charge. Understanding the necessary information exchange between customers and DNOs in order to ensure WPD’s Fleet section also engages with relevant transport trade the swift upgrade of network connections. Understanding the bodies to help develop the future views for wider road transport. costs and timelines of such upgrades to improve customers’ decision-making. Establishing cooperation between WPD and WPD have also discussed the X Storage system with Nissan Daimler Trucks to support the guidance of customers through to understand their plans in the area of EV charging and home grid connection topics. generation or battery storage.
5.9 Engagement with Depot Based Fleet Operators
Fleet operators who return their vehicles to a depot overnight can offer DNOs specific benefits by charging their fleet at times which avoid the traditional early evening peak of demand.
WPD’s engagement in this area so far has been with bus WPD have been working with them to support the change. operators such as with Arriva as part of the Electric Boulevard project as an early demonstrator for wireless charging. As the buses are at the depot overnight a timed connection allowed this capacity to quickly connect. More recently with Cardiff Bus as they have 32 BYD electric buses and will be using 40kW rapid chargers in a depot charging hub in their Sloper Road, Cardiff depot.
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5.10 Engagement with UK Government 5.11 Engagement with Welsh Government
WPD and various other parties have been WPDs projects to demonstrate Superfast involved with OZEV and BEIS in their Stakeholder Electricity and On Street Charging have engagement, this engagement will see the issue all been developed with the help of the of the new Future Homes Standard in 2025 which Welsh Government. will most likely include the installation of 7.4kW fast chargers in all new homes. WPD were able to engage early with the Welsh Government and have followed their plans for decarbonisation alongside UK Government plans. The Welsh Government is also trialling WPD are trying to pursue changes to the building regulations the use of Hydrogen as a road fuel and WPD have used for the introduction of EV chargers to new building should also learning from this project to develop a balanced view of accommodate other LCTs and provide a holistic approach. future requirements.
WPD along with all the other DNOs are involved with OZEV’s WPD are also engaged with the Welsh government and their Project Rapid. The project plans to install 130 rapid EV charger Consultant EVenergy in ensuring that the circa 400 BEV HGV sites in England at the Motorway Service Areas (MSAs), of these buses that have been purchased to cover the various bus routes 130 sites WPD provides supply to 48 of the sites within England. throughout Wales can be charged in the appropriate manner. Phase 2 of the Plan will include a further 14 sites in Wales and Scotland, which will see WPD’s share increase.
Currently OZEV is suggesting the WPD should make on average 7MVA of capacity per MSA site, it should be noted that this 5.12 Engagement with Go Ultra Low Cities capacity has only been earmarked for cars and light vans. (GULC) At this time BEV HGVs has not been considered by OZEV. WPD will be supplying these MSA sites at 33kV and will be using the NIA Innovation fund at the Exeter MSA site to prove there is Three of the four Go Ultra Low cities, a smart solution to meet the OZEV capacity requirements. Nottinghamshire & Derby, Milton Keynes and Bristol, are within WPD’s operating area. Bearing in mind that electrical plant has a service life of fifty years, it is essential that all criteria are taken into consideration Between them they have plans to install 410 charge points, and that it follows the Committee for Climate Change view of many of which will be high capacity rapid chargers. They are “touch it once till 2050”. all supporting free or discounted parking for EVs which is likely to increase early adoption. WPD have worked with Catapult Energy Systems, Low Carbon Vehicle Partnership and Innovate UK for the Electric Vehicle Using many of the specific delivery plans listed above, WPD Energy Taskforce. This has been formed at the request of will work with each city at a local level to help them deliver Government to make suggestions to Government and industry their targets. to ensure that the GB energy system is ready for and able to facilitate and exploit the mass take-up of electric vehicles.
WPD have engaged with BSI and BEIS on Smart Device Standards which will allow products to communicate with each other and be controlled to manage network demands.
We have also held sessions for civil servants and public sector workers to share our knowledge on EVs specifically and the electricity network in general.
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5.13 Engagement with Local Enterprise Partnerships (LEPs)
Ensuring WPD’s future network investment plans are aligned to developments being planned at a local level is a key priority for the company as a distribution business.
WPD’s Electricity Supply Areas (ESA) are local areas which WPD then build a bottom up vision of demand, generation and match the higher level network feeding areas. WPD engage with storage growth by absorbing the locally published plans and customers within each ESA to build in the local stakeholders other market intelligence to enable WPD to study the network plans for high level network growth. under future growth scenarios. This includes specific distribution data on BEV and PHEV numbers in the WPD area. Every 6 months, under WPD’s Strategic Investment Options work, the company undertake a workshop led consultation The data that WPD accrue is also shared back with Local with local stakeholders from a licence area to understand their Enterprise Partnerships, local authorities and other stakeholders pipeline of projects and ensure WPD are capturing the correct and has been used to inform local energy plans. To date WPD data to feed into the various investment strategies. have shared data for around 50% of the network area and are continuing to make this information available as when it is updated.
5.14 Stakeholder Engagement Completed in 2020
WPD will continue to engage with the UK Government through OZEV, and the Welsh government via the Welsh DfT.
WPD have engaged extensively on our RIIO-ED2 Business Our local Distribution Managers engaged with every local Plan over the last year, which includes specific commitments authority in our region to analyse their energy strategies and to prepare the network for the mass adoption of EVs. align our DFES planning with their ambitions and capabilities. They invited all 130 LAs in our area to collaboratively build We held a bespoke ‘Business Plan commitments’ workshop a joined-up energy plan to achieve Net Zero targets and for stakeholders to share their insights on the plan, and held sought feedback on our proposed investment and low carbon in-depth consultations on BP1 and BP2, enabling stakeholders technology forecasts, including the local roll out of EVs. to respond to each individual proposal via our ‘Your Power Future’ engagement hub. In 2020, WPD conducted the annual local investment workshops online, with 206 stakeholders attending 11 regional workshops Our biannual stakeholder engagement workshops were with local managers. The events gave stakeholders the conducted online, enabling wider participation from stakeholders opportunity to share local investment plans with their designated with specific interests. WPD teams and to learn about, and respond to, WPD’s projected scenarios for each region. Topic-specific workshops on our Environmental Action Plan and DSO and Connections Strategy were led by the managers With WPD having now completed the consultation on Superfast responsible for writing and delivering those strategies, giving Electricity, the introduction of three phase LV service cable and stakeholders the opportunity to engage in greater detail and three phase cut-outs for all new build and LV service alterations depth on EVs and other key areas of interest/expertise. is now business as usual for WPD.
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5.15 Stakeholder Engagement Plans for 2021
During 2021 Stakeholders will be able to discuss their local energy plans, including the likely take up of EVs, and review priorities identified for our RIIO-ED2 Business Plan.
WPD will continue to engage on EVs and our strategy throughout the year via a number of channels, including:
• Online/face-to-face workshops on WPD’s Business Plan.
• Annual regional stakeholder engagement workshops.
• Topic-specific workshops including an EV theme.
• Interaction with all 130 Local Authorities in our region on WPD’s DFES forecasting.
• Local Investment workshops, bringing together local authorities and local energy stakeholders with WPD managers to discuss local energy plans, including regional take up of EVs.
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6 Plans to support Electric Vehicle Charging
6.1 WPD’s approach
Using data generated from the Electric Nation project, a typical average mileage per year electric vehicle uses, on average, the same volume of electricity as a gas fired centrally heated domestic house.
As a network operator, WPD have a wealth of experience in Where existing network architecture is not best suited to permit designing housing networks and recognise the need to evolve electric vehicle charging WPD will take steps to mitigate this and, the design methodologies to include new use cases. if upgrades are required, use innovative solutions to allow faster and efficient connections. WPD will use this experience to ensure that electric vehicle charging can be accommodated in the most efficient and When WPD build new networks they are designed for them to be economical way. ready for the future demands that LCTs will place upon them.
6.2 Releasing existing network capacity
With the low voltage network this already includes a finite volume of available capacity. Since 2013 WPD have reduced the number of Ground Mounted and Pole Mounted transformer sizes available to select as local transformers for new developments.
This means that there is often capacity available between the WPD have developed a heat map of capacity at each of our local designed demand of the network and the size of transformer distribution transformers. This will show which of the transformers which feeds it. can offer capacity and where constraints are likely.
WPD predict that the majority of the larger local transformers will It is expected that these early constraint signals to help WPD be able to accommodate a 35kWh charge every six days for each develop flexibility solutions which can be taken up by aggregators of the customers connected to it. This provides a charged range of or signalled to customers via smart meters or time of use tariffs. around 150 miles in many EVs and it is likely that this will support the demands of home-connected EV charging. In addition to looking at flexible solutions WPD will undertake a CBA to compare the cost of flexibility compared to reinforcement WPD also expect that the backbone 33kV network and of the network, if flexibility is left un-checked then a bow-wave is transformers will be able to accommodate this level of charge produced which takes extensive expenditure to overcome. point activity.
6.3 Motorway Services and Major Road Filling Stations
Through the Road to Zero Strategy and the Automated and Electric Vehicles Act 2018, there is a requirement for large fuel retailers and service area operators to provide public charging points.
In addition to this OZEV are undertaking Project Rapid with the If the fuel station demand increases then one option would be to average power assigned to each of the sites in WPD’s area as uprate the Low Voltage main, we will uprate low voltage mains as 7MVA. To meet this load, WPD expect to supply the MSA sites at required. We have already established policies that allow a second 33kV and have developed an NIA project at Exeter MSA to provide point of supply to be made available on forecourts to support the a novel solution. charging infrastructure.
In most cases these installations are currently supplied by In some cases the number of charging points may mean that bespoke 11kV connections but it is likely that these will not offer a substation needs to be provided at the forecourt. WPD are the level of capacity predicted. A 33kV solution offers flexibility working on an innovative method of providing this network for demands to increase without creating redundant networks. capacity for filling stations, using our Hub Charging and EV Filling Stations projects. Major Road Filling Stations can be located in more urban locations. Depending on the load taken by the fuel station these sites can be supplied by WPDs local low voltage mains.
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6.4 New Homes 6.5 Existing Homes
Since 2013 WPD has stopped tapered network Over the 100+ years of electricity supply there and standardised on larger cross sectional area are sections of the existing networks which cables. When considered in conjunction with the were designed for the varying standards and diversity of the network, which allows for the fact conditions of the day the network was built, in that all customers do not use all of their installed addition the electricity usage assumptions at the demand at the same time, many of these newer time of installation would have been lower than networks will be able to accommodate charging. those currently.
The production of the Future Homes Standard brings consultation Whilst most new homes connected from the mid-1990s will have on requirements for new homes. WPD have already seen a service provision which can accommodate a normal domestic an interest from some developers and local authorities to demand and the new demand of an EV car charger, the older add a readiness for future charging requirements and heat housing installations will most likely need to be assessed. pump installations. For example some LV services to houses in certain housing estates were still using looped LV services in the late 2000s. WPD already design and install LV mains networks which include A house with a looped service cable needs to be de-looped for the a level of diversity, which allows for the fact that all customers do fitting of LCTs. WPD have now changed their Policy documents not use all of their installed demand at the same time. This means so that existing housing that does not have a suitable LV service that our LV mains networks are able to flex to the demands placed i.e. there is a looped service cable, or the cut-out is not capable on them and only require reinforcement when a proportion of of supplying 80A then WPD will upgrade the service cable and or customers have increased their demands. cut-out as a socialised cost.
The service cable, which runs from the street to an individual There will be issues on older networks where there were tapering property, cannot make use of this diversity as it needs to provide of the mains and the use of small cable sizes, which was prevalent the whole supply for that specific customer. WPD have already in the 1970’s. identified that increased LCT demands could require larger capacity service cables. During 2020 WPD held a consultation WPD appreciate that the capacity of a house service and the with interested parties on upgrading the standard single phase cut-out is the last thing on a customer’s mind when they choose service cable to three phase thus preventing the need to dig up an electric vehicle so WPD are working with all the other DNOs the gardens at some point in the future to upgrade the service and the ENA to produce a common methodology and assessment cable because of increasing demand. The outcome of this process which will make the acceptance process as simple as consultation has seen WPD change their standard service cable possible. In addition the ENA LCT group are currently undertaking design from single phase to three phase hybrid cable three phase a project/contract to generate a definitive rating for each cut-out for all new builds and service cable alterations. cut-out that has been used in the UK over the years this will remove inconsistences across the DNOs.
The ENA LCT group self-assessment project will allow charge installers a simple way of identifying the capacity of a service cable; the project will create an application which can be used across the UK and for any DNO network.
Where an existing service cable is deemed inadequate for the requirements of an EV charger, then retro-fit Superfast Electricity project being undertaken in Swansea should demonstrate how this can be achieved with minimal inconvenience to individual customers.
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6.6 On Street Charging
As approximately 40% of all vehicles on the UK roads don’t park in an off-street location WPD are using the Road to Zero Strategy requirements to give Local Councils the ability to provide new street lighting installations or bespoke EV charging installations to their streets.
This requirement will change the way WPD design connections for For established networks the solution will vary depending on the streetlights, which have historically been sized and connected for existing mains infrastructure. In some cases uprated services the relatively low demand of a single lamp head. can be made available to streetlights but in other cases a more widespread scheme to uprate mains will be required. To prepare the infrastructure required for charging WPD are expecting to provide bespoke street lighting mains cables in In order that WPD can undertake these uprating works in a logical new streets. This is being developed through the On Street and efficient manner, triggers are developed which will help the Charging Solutions. company identify reinforcement requirements.
6.7 Depot Based Fleet Users
In 2020 WPD were the first DNO to produce a guide for businesses to convert their fleets to BEV vehicles, this document gets reviewed yearly, and the 2021 version is available on the WPD website.
After the 2020 document had been produced an electronic The connections we offer will vary on a case by case basis, but if copy was sent to every business in WPD’s four license areas. the number of vehicles requiring charging are large then it is likely The document provides advice on the initial conversion of the to be similar in design to those for larger commercial buildings or business to BEVs and details the various steps that need to be factories, either with on-site transformers or a new supply taken taken to ensure that the needs of the company are meet. at 11kV.
Where a fleet user returns their vehicles to a depot location With the majority of charging for these customers taking place depending on the size of the fleet and individual battery sizes, overnight at times of likely low demand for the network, then WPD WPD envisage a number of possible solutions from them requiring will offer flexible solutions such as Timed or other Alternative a relatively large electricity supply to support their charge Connections to these customers to make most efficient use of requirements to using off peak charging to achieve their the network. respective requirements.
6.8 Workplace and Off Street Charging
It is expected that charging points will be established at workplaces and other communal locations. These may be at park and ride sites, supermarkets and retail parks. It is also expected that hotels and other leisure locations will also establish charging points as the demand for EV charging grows.
The approach will be a mixture of the approach used for fleet It is expected that third party EV charging sites will be developed charging and the approach to urban fuel stations. Where the at car parking locations. existing supply to the location is capable of supporting the additional load then full use will be made of this. Where an The EV Hub Charging project that WPD are leading will look at upgrade is required WPD will either reinforce the local low how this demand with bespoke load centres can be established voltage network or add an additional high voltage substation directly in the car parking areas. based on the local conditions.
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6.9 Vehicle to X (V2H = vehicle to home & V2G = vehicle to grid)
As part of WPD’s Electric Nation project a mini V2G trial was conducted. WPD have also recently started Electric Nation Powered Up, in this project, up to 110 homes (minimum of 90) with existing EV users will be equipped with Vehicle to Grid (V2G) chargers to study and then manage the throughput of energy.
To replicate the likely future situation up to five energy service The short answer is “no, but it may be delayed a little bit”. providers will be invited to provide unique energy flow strategies CharIN (the consortium supporting CCS) actually has a roadmap delivered via a Charge Point management platform (Crowd for implementing V2H and then V2G into the CCS standard. Charge). The flexibility that is potentially available is currently (This is shown in figure 1).It should also be borne in mind that restricted to specific models of car/light van and also only tied into by using the cars/light van battery, one is actually reducing the the CHAdeMO plug charging system at present. Currently only life of that battery, as each car/light van battery only has a finite CHAdeMO is certified – to do this. In fact, CHAdeMO has long number of charge/discharge cycles in it, as the replacement cost been touted as the only DC standard that does it as a marketing of the battery on the current only car able to undertake V2G is point of difference to CCS. Therefore – does the demise of significant, at approximately twenty-five to thirty-three percent CHAdeMO end the future for V2X? of the cost of the new vehicle.
This roadmap for CCS to reach full V2G capability is expected to be completed by around 2025. As you can see – there are many issues to overcome if level 4 (V2G) is to become truly ubiquitous.
CharIN says that CCS with ISO 15118 is the key enabler of grid integration and readiness for V2G. Even once the standard is finalised/published, it typically takes 4-5 years for products to come to the market, especially on the vehicle side, which has a longer planning/designing cycle. There are many issues to overcome to achieve V2G, including grid capacity to handle and control Vehicle to Grid or Home (V2X) in a safe and secure way. This means a number of international standards must be agreed, then built into the communications hardware and software in the cars, the chargers and the grid.
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6 Plans to support Electric Vehicle Charging
6.9 Vehicle to X (V2H = vehicle to home & V2G = vehicle to grid)
These include whether the ISO 15118 standard that enables V2G to work with CCS – which is expected to be adopted in Europe and globally – will be supported in the UK, or whether the UK may go in a different direction.
For example, will smart metering be involved in the management of smart charging and V2G? And what about the level of control by Distribution Network Operators (DNOs)? Or will the EVs themselves control V2G?
So the slightly more nuanced answer to the question “what happens to V2X after CHAdeMO?” is V2H may be delayed by a year or two, but V2G capability is likely unaffected as it will take at least that long for the grid to be ready for it.
Given most EVs are already CCS – this means there is no change at all to current owners as they can’t do V2G or V2H now anyway (and most likely never will unless they buy a new car when CCS V2X capabilities are introduced: after all, most car manufacturers – except Tesla – hate upgrading cars after they are built!)
Assuming that the technical challenges can be resolved, then it is possible that a whole-system analysis suggests V2G-related savings could be worth £3.5bn/year by 2040 (“Blueprint for a Post Carbon Society”, Imperial College/OVO).
WPD were also involved in the V2GB Innovate UK project. WPD also helped connect the first domestic V2G charger in 2019 with Ovo following existing industry practices.
6.10 Smart Charging 6.11 EV clustering
WPD working with Pobl a Welsh Housing The low voltage networks rely on a level of Association and Sero Homes on the Tonyrefail diversity between connections. Where there is project, where all the new homes will be fitted a cluster of EVs this diversity can be eroded, with three phase cables alongside PV, ES, HP, especially where overnight domestic charging EV charging and smart white goods. is prevalent.
All are connected to a Program Logic Controller (PLC) which then From the Electric Nation project has shown that once the takes into account all the various inputs like the demands of the owner of the EV has used the vehicle for a short period they house appliances, needs of the householder and signals from the then only charge their EV every two to three days, this means network to minimise the electrical cost to the householder. that the impact of the EV has been reduced by the natural spread of charging behaviour which means all EVs rarely The EV Chargers are three phase 22kW ac chargers, so provided connect every night. the vehicle can accept the 22kW charging, the charge time is reduced, therefore along with the price signals and charging when In addition to the forecasting work WPD have done, notifications demand is low, this will all help to smooth out daily electricity of installed chargers are being used to identify hotspots and demand. This could help DNOs manage the electricity network clusters of EVs and other LCTs. The recent LCT detection project more efficiently and reduces the need for reinforcement. provided information of 20,000 LCT connections that had not been notified to WPD by the installers, as a consequence WPD are now The Electric Nation project has shown how price can affect endeavouring to start a second round of LCT detection with IBM charging. As a consequence WPD have held workshops with and Electrolink to further enhance this identification to include other industry participants to explore how the learning from additional locations where notifications were not received. Electric Nation can be developed into products and services that suppliers and aggregators may offer to their customers. WPD are using this clustering information to direct our proactive reinforcement of networks.
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7 Smart Solutions and Flexibility
7.1 WPD’s approach 7.3 Commercial Flexibility
Flexibility is already an established network Where larger clusters of EV charging exist, such management tool for WPD, developed as depots and long stay car parks, there is the under the Flexible Power brand name. potential for site operators to participate in Where constraints are identified WPD look WPD’s flexibility markets. at a range of solutions to rectify them, including smart and flexible solutions. Through Flexible Power the Operators could operate within the constraint managed zones, thus assisting with the more general level of network constraint. Flexible Power has traditionally looked to larger customers to provide the flexibility responses required but; the Flexible Power WPD will continue to deliver projects which will demonstrate model used for the large customers has been adapted to include how flexibility can be used to enable EV charging capacity aggregators and others who could provide a response from EVs to be made available without the need for conventional and the domestic market. reinforcement, provided the relevant CBAs show value for money for the customer. Electric Vehicles via V2G and deferred charging can offer networks a great opportunity for flexibility where they are plugged in for an Flexibility in this area will follow the format of WPDs Alternative extended period. Be this overnight, either at home or at a depot Connections products. At its simplest level WPD plan to re-create location or in a long term car park. the “Timed Connection” model to allow EV charging to coexist with other conventional demands. The industry as a whole need to consider the flexibility that will be available at Park & Ride sites or long stay car park locations. For example where a depot facility requires charge capacity at night it may be possible to provide this without reinforcement by There is less flexibility where customers require a quick and sharing network capacity which is already present for daytime immediate charge, such as at motorway service areas. industrial use.
The Alternative Connections model then moves towards a fuller Active Network Management solution where constraints are measured and customers react with constraint. This system has already been delivered by a car showroom in Lincolnshire to 7.2 Domestic Flexibility restrict charging at times of network peak.
The Electric Nation project has confirmed willingness for customers to accept smart charging.
This flexibility will be valuable for WPD to facilitate the quick 7.4 Whole System Flexibility and efficient connection of EVs. It was found that customers were relatively comfortable with a reasonable level of managed charging so long as it did not impact their lifestyle or vehicle use. As vehicle to grid solutions and smart charging develop WPD will have the opportunity to make The trial did investigate how price signals affect flexibility but use of these flexible solutions on the network. showed that smart charging solutions such as those demonstrated in Electric Nation will be the domain of electro-mobility service In fact, a customer who makes use of local generation, storage providers. E-mobility service providers will include energy and EV charging could actually reduce their impact on the network suppliers, market flexibility aggregators and potentially automotive and help avoid conventional reinforcement. companies (both manufacturers and leasing companies).
WPD will interface with these service providers through the provision of grid capacity visibility and signals to ensure that smart charging is done in harmony with the local electricity network capacity.
We expect that this flexibility will be delivered in a hierarchy which starts with simple time of use demand shifting through supplier signals, moving on to Passive and then Active products as required.
Where short term flexibility requirements are needed to overcome local constraint where reinforcement is planned we will deploy active network management tools such as Connect and Manage.
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8 Projects to demonstrate EV connections
8.1 Developing a balanced portfolio of projects
Our projects are developed through our Innovation Strategy. We always look for projects which cover our three main themes of Assets, Customers and Operations. We ensure our projects retain this balance by the regular review of our Innovation Strategy which is supported by our more general Stakeholder Engagement.
In the specific area of Electric Vehicles, we have used our Local Authority Stakeholder Engagement and focused EV surgeries during our 2019 stakeholder engagement sessions to ensure our projects are providing the right blend of technical and flexible solutions.
8.2 Completed Projects
8.2.1 CABLED (2009) 8.2.2 V2G Taxi (2011)
We partnered with the energy supplier E.ON and Birmingham The project set out to understand how vehicle to grid (V2G) and Coventry city councils on a project called CABLED (Coventry technology could be accommodated within the electricity and Birmingham Low Emission Demonstrator). The project was distribution system. the UK’s first ever at-scale demonstrator aimed at engaging the public about electric vehicles. Set in the heart of the Midlands The project provided an early insight into a technology now motor manufacturing region the project had wide support from the heralded by the energy and automotive sectors as having the automotive industry, local academia and public sector institutions. potential to minimise customer bills and ensure a safe and stable supply of electricity for the nation. The key objectives of the project where twofold. Firstly to engage with public about electric vehicles and understand their attitudes The project directly informed industry design standards and to recharging and journeys. Secondly to assess the electrical has fed learning into subsequent demonstration projects. impact of electric vehicle recharging infrastructure on the local These include the significant number of vehicle to grid projects electricity network. currently being funded by the UK Government under Innovate UK mechanisms. The project was funded by the Technology Strategy Board (now known as Innovate UK). It involved the DNO installing 35 charging points in city centre locations, public carparks and out 8.2.3 Electric Boulevards (2014) of town park-and-ride facilities. Power quality recorders were installed adjacent to a proportion of the charging points to assess Our Electric Boulevard project set out to demonstrate the UK’s and measure electrical harmonics. The energy supplier partner first ever use of inductive charging infrastructure. It also tackled installed over 100 smart meters in domestic properties to measure the issue of recharging larger commercial vehicles. Working with consumer behaviour. Milton Keynes City Council and a range of other partners, Western Power Distribution installed inductive charging solutions at three The electric vehicles were supplied by a range of manufacturers locations across the city. The local bus operator, Arriva, converted including Mitsubishi, Mercedes Benz, Smart, Tata, Jaguar and one of its bus routes in Milton Keynes to a fully electric solution; Land Rover. the route used included the inductive charging loops.
Key learnings from the project were: The technical aspects of the project included studies into the electrical implications of installing inductive charging solutions, • That harmonics and general power quality issues were including the challenges of installing such infrastructure in public less serious than feared; highway. The project proved that inductive charging is a viable • That drivers of electric vehicles with more limited battery and efficient way of recharging such vehicles. It also proved to be capacity should be expected to recharge frequently both at extremely reliable. The solution is still in use at the time of writing home and on street; this report, and the city council has plans to convert all other bus • That DNOs are well equipped to install and connect electric routes in the city to pure electric with inductive charging. car charging infrastructure in the public highway; • That carpark charging of multiple vehicles simultaneously We also developed solutions to enable large inductive charging presents challenges for local electricity network infrastructure; units to be connected to the low-voltage network. Previously it would have been considered necessary to have an high-voltage Learning from the project helped inform WPD’s design policies connection. This solution means that charging infrastructure can and the customer servicing approach for provision of connections. be connected much cheaper and quicker than previously thought. It also helped established long running close working relationships between Western Power Distribution and local authorities in the West Midlands.
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8 Projects to demonstrate EV connections
8.2 Completed Projects
8.2.4 Smart Charging and Vehicle Telematics (2015) 8.2.7 Electric Nation (2019)
Working with the bus manufacturer (Wrightbus of Northern Ireland) From its inception the Electric Nation project was Europe’s largest the project set out to take data from the vehicle telematics system domestic EV charging trial with 673 participants. The project to understand the state of charge of the battery system and delivered learning on how electric vehicle customers charge their other factors such as ancillary power use and traffic conditions. vehicles at home, and better understanding of their acceptance With this data we were able to estimate the recharging of smart charging. It is also produced a network assessment requirements at each charging location. By assessing local grid tool for our planning engineers to assess the most appropriate capacity at the times the buses were forecast to arrive, we were means of providing capacity. It also provided a longer term, more able to ensure that all the vehicles would return to the depot at strategic view, of the overall implications for electricity network the end of the day with no less than 20% charge. infrastructure of electric vehicles becoming mainstream.
Additional complex smart charging solution algorithms were These results include knowledge on the frequency of charging used at the bus depot during the overnight recharging period events (typically less than twice per week) and the amount of to ensure that all buses left for their first journey with 100% energy consumed each time (approximately 35kWh). The project charge. This was achieved using the minimum grid connection has also confirmed a consumer willingness to accept smart infrastructure, reducing the cost of connection and ongoing use charging. Further we have proved that the technology to support of system charges. such a solution is available and understand the degree to which we can rely upon it for network management purposes. Learning from this project has developed smart charging Many of the findings of Electric Nation underpin our Electric solutions, which have been tested at scale in our Electric Vehicle Strategy. Nation project. The final phase of the project tested consumer attitudes to time-of-use energy tariffs and the degree to which they can 8.2.5 EV Emissions (2016) be relied upon to shift peak electricity demands away from the traditional teatime evening peak. Our EV emissions project was established to check the compliance of modern electric vehicles. Electric passenger In addition to gaining an improved understanding of the potential vehicles of all manufacturers currently sold into the UK market for smart charging, the project has modified WPDs planning were tested. Working with the Transport Research Laboratory standards. In particular future assessment of diversity and vehicles were tested at the Millbrook Proving Ground in maximum demand. Bedfordshire. They were cycled through a range of charging and discharging cycles in controlled conditions. Harmonic and power quality measurements were taken from the vehicles and the 8.2.8 IET Code of Practice Ed 4 (2019) charge points. WPD was asked by the Institution of Engineering and Technology Valuable insight was gained into the performance and compliance (IET) to assist in the production of a code of practice for electrical of vehicles with mandatory electrical emissions standards. equipment installers. The code of practice on the connection of These results are informing the refinement of the engineering electric vehicle charging infrastructure formed an addendum to standards and provided comfort that the automotive sector is the IET wiring regulations. designing vehicles within the limits set. Specialist technical knowledge from within the policy engineers was coupled with learning from innovation projects to ensure 8.2.6 Alternative Connections for EV Charging (2017) that the code of practice was both practical and comprehensive. The code of practice sets out safety standards for the electrical Western Power Distribution has developed a range of alternative earthing of equipment and means of connecting to household connection solutions for customers wishing to connect new and business electrical wiring. distributed generation such as solar, biomass and wind. Although initially developed for generation, the range of alternative connection solutions was adapted to cater for flexible demand, including electric vehicle recharging. During 2017 technological and process changes were implemented to our connection process. This enabled us to offer alternative connections to customers wishing to install charging infrastructure but where the cost of connection is prohibitively large. The first alternative connection under this arrangement was made during 2018 working with a car dealership in Lincolnshire.
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8 Projects to demonstrate EV connections
8.2 Completed Projects
8.2.9 LV Connect and Manage (2019) 8.2.10 LCT Detection (2019)
Low-voltage networks have traditionally been designed to Electrical installers who fit charging equipment at customer homes accommodate household power and lighting. The network design are required to notify the Distribution Network Operator. Western methodology assumed natural diversity of consumption. In areas Power Distribution also receives information on new vehicle with electrical heating, such as storage radiators, the network registrations from the Driver and Vehicle Licensing Agency. We may have been designed with an increased level of capacity. are aware that there appears to be a significant mismatch in the number of electric vehicle notifications between the two sources. A typical after diversity maximum demand for a domestic property Working with the Energy Networks Association we are making is between 1.5 and 2.5kW. A typical electric vehicle will charge improvements to the notification process to make it simpler for at 7kW. Whilst the domestic wiring network, and the individual electrical installers/householders to tell us where charge points network connections, will already be sized to accommodate have been fitted. This should reduce any mismatch. loads of this magnitude, the upstream distribution network and substation will not be able to accommodate all electric vehicles WPD have recently undertaken the project LCT Detection with charging at maximum capacity simultaneously. Electralink and IBM. The project identified whether it is possible to automatically locate the installation of new charging equipment Smart charging solutions such as those demonstrated in Electric through the analysis of metering data. Using artificial intelligence Nation, coupled with supplier time-of-use tariffs will ensure that techniques our project partners have evaluated the potential for some diversity can be relied upon. Electric Nation also proves that such a solution together, along with any regulatory and privacy there is a natural diversity benefit in challenging the behaviour of controls which may be necessary. customers. Nonetheless the potential exists for the network to become overloaded in the low probability event that customers This project will provide WPD with the most up to date information do decide to charge at the same time. on LCT take-up within the licence areas and will negate the fact that some installers are failing to advise the host DNO that they The LV Connect and Manage project is developing a solution have connected LCTs it is likely that this project should also to provide emergency overload protection for the distribution highlight non-technical losses within the licence areas. network. This is a form of Active Network Management. The solution will be last resort measure deployed in areas with high concentrations of electric vehicles to prevent overload events 8.2.11 Superfast Electricity – feasibility of three phase on the network and to buy time while WPD upgrade the network. services (2019)
We expect smart meters, suppliers and aggregators to provide Working with Innovate UK, Monmouthshire County Council, products with time signals which will attract charging away from Wales and West Utilities, Cenex and the Welsh Government the times of system peak. Where this is successful we will not require group looked at the feasibility of the fitting of all LCTs to 20,000 LV Connect and Manage as the market drivers will have correctly properties, the combination of new build and retro-fit properties in reacted to signals. If these time of use signals do not provide a Caldicot, in addition the project would have installed three phase suitable level of load management and flexibility we do need to service cables at all properties in this development in Wales. offer a solution which will mitigate constraint on our network.
Under the LV Connect and Manage process customers will be advised that their local distribution network is at capacity at times of peak demand. They will then be offered the opportunity of waiting for conventional network reinforcement to take place, or alternatively the installation of a LV Connect and Manage domestic load controller. The domestic load controller will be able to communicate with the local substation and in the event of an impending overload situation being detected, the device will communicate with the charge point or vehicle and reduce the charging level for a short period of time.
The LV Connect and Manage solution is viewed as a last resort mechanism which would only be implemented by Western Power Distribution when all other options have been exhausted. The solution is currently been trialled within Milton Keynes and Nottingham. In addition to the control of electric vehicles the domestic load controller can also be used to integrate with other low carbon technologies such as solar panels and home energy storage units.
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8 Projects to demonstrate EV connections
8.3 Current Projects
8.3.1 Reinforcement Planning - Forecasting and Planning 8.3.4 Hub Charging Solutions Interface Tool (2020) Local authorities are likely to establish charging hubs in car parks The Electric Nation project provided a visualisation tool for WPD and other off street locations. These offer the advantage of being planners to show the penetration of electric vehicles on the WPD able to provide a large single point load connection to our network geographical map background. This project, in association with using a bespoke transformer. However it is also likely that the EA Technology, has built on the work completed and provides locations will not be in continual use and there will be times of the visualisation of smart meter data, consumption data and network day when no charging occurs. We are working with a transformer conditions. The project has also investigated how much of this manufacturer to develop a low loss version of our standard units data can be automatically imported into design software to allow which will reduce the network running costs of these locations. planners to undertake network assessments. WPD already have designated sites where installation of charging Once this work is completed we will assess how the tool can hub is proposed. It will be used to charge passing vehicles and be further developed to help our local planners identify local also provide the facility to charge local terrace house owners’ constraints and design solutions for them. A final development EVs. WPD also expect that this hub approach will be used by of the tool is considering how this information can be provided commercial and public transport operators so will investigate how directly to customers via our website, so that they quickly we can apply our technology to these locations. and easily assess the impact of their additional demand on our network. 8.3.5 Electric Nation – Powered Up
8.3.2 Smart Homes – EVs and Storage It is already known that the transition to electric vehicles will double the load per house where a car is being charged (Based on With the Tonyrefail “superfast electricity” project as all the homes 10,000 miles per year). The addition of bi-directional charging that will have the complete suite of LCTs fitted along with a PLC could be in use by 2040 in up to 15% of homes (ref National Grid being used to manage all the LCT assets in the house to “live Future Energy scenarios report 2019) brings a potential issue for within the generation of the house” it is envisaged that one of the low voltage networks with multiple cycles of charge and discharge side effects of having a full LCT connected house it is possible greatly increasing the throughput of energy, higher than most to manage the “fuel bills” of the house thereby minimising fuel stationary battery storage due to higher connection power poverty to the householder. To achieve this Sero Homes will (up to 7kW) and much larger battery capacity (up to 90kWh). create an” electricity co-op” with a view to be able to offer the all the battery storage of the houses on the estate to National The energy flow for these batteries will be directed by various Grid in the event of a frequency response issue on the greater energy suppliers and other energy service providers who will give electricity network and that the monies generated would then be end users low cost electricity or even pay for use of the battery ploughed back into the “electricity co-op” to reduce the fuel bills. flexibility. Understanding the nature of this energy flow is essential Therefore by using this data it would then be able to show how a to develop policies for connection and to allow for planning of domestic installation can make use of locally generated power network requirements to avoid voltages being over or under and storage to provide the energy required to power the house statutory voltage limits. In addition the opportunity to increase and charge an electric vehicle. Ultimately the equipment could load or provide export to reduce load in a given network area is also be used to mitigate peak demands. desirable but ascertaining the value of this service is essential to formulate appropriate incentives to electric vehicle battery owners. This builds on our industrial and commercial storage project with Tesla which has demonstrated three new variants for the In this project, up to 100 homes (minimum of 90) with existing EV connection of batteries to the WPD system. These connection users will be equipped with Vehicle to Grid (V2G) chargers to study options rely on the operating mode of the battery being restricted and then manage the throughput of energy. To replicate the likely to a defined purpose. These are self-sufficiency, supply resilience future situation up to five energy service providers will be invited and flexibility market operation. Through this new project a further to provide unique energy flow strategies delivered via a Charge variant will be developed entailing the combination of energy Point management platform (Crowd Charge). This should produce storage with electric vehicle charging. a wide range of use cases for which data will be gathered to produce charger use profiles.
8.3.3 Self-Assessment These profiles will be served to a network modelling tool (EA technology Network Assessment Tool) to model the effect on a When a customer chooses an Electric Vehicle their next task is range of networks at varying levels of EV penetration. In turn this to consider charging options. Where they have off street access modelling will be used to provide “V2G use envelope parameters” they are likely to have a third party install a domestic EV charger, that will describe any constraints that need to be applied to the the installer will need to ensure that the service cable is not a use of these assets. The constraints will then be distributed across looped service, plus the service cable and cut-out is sufficient for the whole population of V2G installations taking into account the the demand that the EV charger will generate. Through the ENA requirements for vehicle use. LCT group there is a project that is being developed to provide a centralised way of providing the DNOs with the pertinent As part of this distribution any restrictions to delivery of energy information required which will allow the DNOs to quickly assess service will be identified on an event by event basis and the cost if it is suitable to accept a charger but also ensure that the of any non-delivery evaluated. This should inform the value of “journey the customer“ needs to endure is as easy, smooth incentives required for a commercial low voltage network demand/ and trouble free as possible. export response service to be offered by the Distribution System Operator (DSO). 36 westernpower.co.uk Electric Vehicle Strategy 2021
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8.3 Current Projects
8.3.6 Take Charge The DC Share approach reduces the amount of traditional AC reinforcement required in areas where it can be difficult and Motorway Service Areas (MSAs) have traditionally received an expensive to expand the capacity of existing substations, by electricity supply from a local low voltage network or an 11kV releasing unused capacity specifically for EV rapid charging network with a local distribution transformer. Using a DC mesh to provide the capacity for rapid charging points (50 – 150kW) leaves spare capacity on existing LV AC cables to This arrangement has been suitable for the static loadings of customers’ premises free for demand growth associated with the the sites related to supplies for various retail/commercial units existing connections (e.g. off street charging and heat pumps). and other facilities. EV chargers are now found at most MSAs, however, the supplies will require significant upgrades to enable large scale rapid EV charging to take place when the population 8.3.9 Prime EV of EVs dramatically increases in the near future. Current charge points within built up areas are limited due to Without understanding the ultimate level of demand expected lack of space for the charging units and subsequent car parking from EV chargers, there is the possibility that planned upgrades spaces, the available capacity in the network at a Low Voltage do not offer the flexibility to meet future requirements. In the level is suitable for charge points such as <50kW but depending worst-case scenario, new assets installed to offer capacity at on the location of the charge points and the size and ratings of the this moment in time, could quickly become redundant as a existing cables this would be restricted. larger capacity or higher voltage supplies are required due to increasing EV charging requirements. Taking the Committee on The main issue is with areas without off street parking, at <7kW Climate Change lead, we would plan to “touch once for 2050” charging speeds the EV would need a significant charge time, when upgrading supplies at these locations. if a faster charge point was available nearby (i.e.at the local distribution substation) then the need for multiple 7kW chargers The installation of a primary substation would typically be the situated along the sides of the roads may not be required and traditional mechanism to facilitate the expected 10-20MVA EV therefore removing the need to reinforce or lay new cables charging capacity at MSA sites. This would involve a substantial to facilitate them. This project will focus on the development installation including 33kV switchgear, two 33/11kV transformers of a number of different commercial models and connection and 11kV switchgear, along with protection and ancillary agreements to facilitate the uptake of EVs; this could be a equipment housed within a large compound with associated package that would identify substations with available capacity, brick building. This solution, whilst providing maximum security, offer a connection that is owned by WPD but can be leased is likely to be unacceptable to customers due to the costs and or contracted to a third party charge point provider/energy timescales associated with the install. supplier over an agreed period. A web based application for local authorities to utilise to see where the firm capacity is on our This project will design, build and trial a new technology solution network, but coupled with locational proximity to their own local to provide primary substation scale network capacity at MSA authority owned car parks, this will be a tool that will speed up locations faster and cheaper than traditional methods, to support the connection process and target capacity therefore reducing the increasing proliferation of EVs and their charging needs. reinforcement and connection costs.
This project will look to develop a standard for the installation of 8.3.7 Dynamic Charging of Vehicles ultra-fast chargers at primary substations and fast chargers at distribution substations to offer fast charging as an alternative to The project is a feasibility study which will assess the traditional reinforcement. applicability of Dynamic Wireless Power Transfer (DWPT) in the UK, both physically and electrically. One of the study’s key The project’s trial location will be Nottingham as it is large city deliverables is to produce electrical values that can be used centre, has a large urban and sub-urban area and is transitioning by any UK Distribution Network Operator (DNO) to assess the into a ULEZ (Ultra Low Emission Zone). We have selected seven impact of the technology on the distribution network. primary substations, two in the city centre and five in and around the surrounding areas, five distribution substations will be selected This study will investigate the technology and the impact on at a later stage, this will be one substation per primary. Commercial vehicle charging whilst looking at the feasibility of demonstrating models for installation and the facilitation of EV charge points DWPT on a public road. In addition from a DNO point of will be developed, understanding what the connection detail will view, this project is looking at impact of DWPT on the local look like, whether this method defers traditional reinforcement distribution networks. and is it cost effective. The key aim is to understand if alternative commercial models and connection agreements help facilitate third parties connecting charge points to the network with minimal 8.3.8 DC Share disruption, faster and at a cheaper cost.
DC Share is a network equalisation solution which provides The project will require a charge point provider to install and a means of sharing system capacity across AC secondary operate the charge points working with WPD to utilise available substations with different load profiles. DC Share will employ capacity in the network, also working with the local authority for power electronics to extract power from existing substations at available space close to the distribution substations. the 415 V level and distribute this to vehicle charge points via a new high capacity DC cable network.
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8. Projects to demonstrate EV connections
8.4 Future Projects
8.4.1 EV Filling Stations 8.4.2 On Street Charging Solutions
Although we expect many electric vehicles to be charged at home This project will look at solutions for charging vehicles in and at the workplace, some 40% of vehicle owners do not have residential locations on the street or at communal parking areas. driveway or designated parking therefore end-route charging is We intend to work with local authorities and other regional bodies also an important service for owners of electric vehicles. to design and demonstrate dedicated infrastructure for electric vehicle charging. The connection of multiple fast and rapid chargers at a single location can require a substantial capacity to be provided. Where local authorities deploy on-street charging we will need to This can be costly and/or take time to deliver. change the way we provide electricity supplies to street furniture such as streetlights. Conventional networks are built to provide This project will explore a number of innovative solutions for the low wattage connections to lamps only. Earthing and technical provision of network capacity for electric vehicle charging stations. issues will also drive us to changing the connection type. This will include locations adjacent to major trunk routes as well as locations such as supermarkets and city ring-roads. Our project will show how a bespoke low voltage mains cable can be used to provide supplies to charge points and other street Options to be explored include increasing the voltage level at the furniture. We will also establish triggers which will allow for mains point of connection, DC rather than AC connections, inclusion of cables to be uprated ready for future demands. co-located batteries and poly-phase options.
This project is still at the development stage and we would therefore welcome expressions of interest from partners wishing to work with us in this field.
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9. Targeted Commitments in 2021
9.1 Realising benefits 9.3 2021 – Design capacity assumptions
Work completed in projects only becomes fully For many years WPD have used a set of After valuable once the findings from the projects Diversity Maximum Demand (ADMD) figures transition into business as usual. to design the backbone network that supports housing developments. WPD have already made changes to the technical design and minimum cable designs but there are more changes It has allowed for the efficient and economic connection of that are expected to be made as a result of the projects traditional gas and electrically heated homes. The impact of LCTs currently underway. will change this design model. Using data from Electric Nation has given WPD the ability to calculate a new ADMD which includes The section below details changes that are expected to be allowances for EV charging and other LCTs. made in 2021 and beyond. The new ADMD assumptions are now part of our standard low voltage network design tool used by WPD planners. We have also shared this detail with planners who work for Independent Connection Providers designing networks that we will adopt. 9.2 2021 - Eco Home Monitoring
Once the demonstration project in Tonyrefail has been running for a finite period of time it is envisaged that there will be sufficient information 9.4 2021 – Public charging hub infrastructure to show that three phase service cables are WPD have developed a hub charging solution to the correct design to be used in supplying new help the deployment of charging infrastructure in housing estates. car parks and other public locations. And that with the Swansea retrofit project WPD will have learned how to effectively retro fit three phase service cables into an With the completion of our hub charging project we will existing domestic environment. With this knowledge WPD plan create a design specification for bespoke charging will amend the design policies to cater for the information learned. transformer deployments.
There is a wayleave/lease issue around EV charging locations which WPD, all the other DNOs and Ofgem are trying to resolve, resolution of this issue will mean a far quicker turnaround in supplying connection agreements with all the DNOs, it is more than likely the issue will impact Project Rapid if not addressed early.
WPD are looking to introduce a “lawyer light” agreement between the CPO and WPD, this is being worked on currently.
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