criteria, as set out in decision letter.
EV project facilitates the expedient connection of EVs to the DNO LV network and
avoids the possibility of the DNO becoming a barrier to multiple EV connections along a
particular LV feeder; when multiple EVs wish to connect to a portion of network, the
local feeder may not be sufficiently rated to accommodate this load. In order to avoid
overstressing the feeder and interrupting supplies to all customers fed via this circuit,
the DNO would need to engage in reinforcement work, ie installing cables or overhead
lines with higher rating. This would be time-consuming and result in the DNO forming a
barrier to connection of multiple EVs. However, spare capacity does exist in these
feeders, but it is time dependent, ie there may not be any spare capacity (or
“headroom”) at times of peak demand; if some demand could be moved to other times
of the day then this latent capacity could be utilised. Such profile changing may
become possible through smart metering, but this is unlikely to be in effect until 2019,
and will not be in widespread use before RIIO-ED2 in 2023. In the meantime,
clustering of EVs is likely observed in certain network areas, and not always as a result
of an obvious reason (eg geography), but could be “irrational” (eg neighbours wishing
to “keep up with the Jones'” by purchasing an EV). It is this sporadic clustering that
may result in the biggest problems for DNOs.
Carbon Plan - Solution 1: The technology that forms the basis of the solution to the
problem of increased stresses on the network - overload due to market growth of EVs,
wholly aligns with the UK Government's Carbon Plan. Under s.1.12 in the Carbon Plan's
'Vision for 2050', low carbon transport, and in particular, EVs, are cited as being at the
heart of the step change needed to reduce emissions. The Carbon Plan also recognises
that the grid will be faced with increased demands. The technology solution under the
I²EV project addresses the inevitable additional stress on the network from EVs. The
technology facilitates the connection of EVs without the need for excessive network
reinforcement, thereby minimising costs.
Financial Benefits - Solution 1: The technology is a low cost, easy to implement
alternative to network reinforcement. From ENA / Imperial College analysis (Benefits of
Advanced Smart Metering for Demand Response Based Control of Distribution
Networks, March 2010), potential cost savings in terms of reducing stresses on the
network due to EVs range from £0.5bn to £10bn, with the work carried out under the
Smart Grids Forum Workstream 2 estimating the costs to DNOs associated with EVs at
being £6bn between 2012 and 2050. Carbon savings and cost savings will be quantified
as the project is in delivery, and results disseminated to all UK DNOs. It is anticipated
that the technology to be trialed has the potential to deliver the solution at lower cost,
and more expediently, than the most efficient method currently in use on the GB
distribution system, ie network reinforcement.
Carbon Plan - Solution 2: Low carbon transport is a priority under s.1.12 of the
Carbon Plan. The solution contributes to the Carbon Plan by allowing the expedient
connection of EVs through an in depth understanding of how and where intelligent
charging units could be used, thereby allowing the rapid deployment of techniques to
manage the anticipated increase in penetration of low carbon technologies such as EVs.
Financial Benefits - Solution 2: The project will seek to demonstrate the extent to
which third party delivery of innovation projects could be more efficient than the
projects being merely led by the host DNO.