{"id":371050,"date":"2025-03-20T17:47:16","date_gmt":"2025-03-20T16:47:16","guid":{"rendered":"https:\/\/climatescience.press\/?p=371050"},"modified":"2025-03-20T18:00:47","modified_gmt":"2025-03-20T17:00:47","slug":"evs-and-the-lv-network","status":"publish","type":"post","link":"https:\/\/climatescience.press\/?p=371050","title":{"rendered":"EVs and The LV\u00a0Network"},"content":{"rendered":"\n
\"\"<\/figure>\n\n\n\n

<\/p>\n\n\n\n

From NOT A LOT OF PEOPLE KNOW THAT<\/a><\/p>\n\n\n\n

By Paul Homewood<\/p>\n\n\n\n

I covered Steve Broderick\u2019s research a few years ago, but it is now doubly relevant:<\/strong><\/p>\n\n\n

\n
\"\"<\/figure>\n<\/div>\n\n\n

In 2017, Broderick submitted written evidence to a Parliamentary Select Committee, concerning his research into the impact of EVs on the UK electricity distribution network:<\/p>\n\n\n\n

\n\n\n\n

Written evidence from Stephen Broderick (EVD0062)<\/strong><\/em><\/p>\n\n\n\n

Basis of Opinion<\/strong>: This is my doctoral research area at Southampton University. The work is as yet incomplete (I am in my final year). To research the topic, I have developed a system able to simulate, study and manage networks with EVs undertaking various trip duties. Further, the below is informed opinion based on observing \/ modelling likely UK situations but not proven in practice.<\/em><\/p>\n\n\n\n

Comments are the authors own and relate to home charging of EVs on existing Low Voltage (LV mains) distribution networks.<\/em><\/p>\n\n\n\n

Summary<\/strong>: The UK Distribution network “as is” is adequate for immediate needs but will be substantively overtaxed by unconstrained EV home charging (by up to 7:1), for EVs draw c. 7 kW for hours. These issues follow uptake of EVs i.e. minimal at first then overwhelming as years pass.<\/em><\/p>\n\n\n\n

Consequences will depend on local circumstances, but have potential to include:<\/em><\/p>\n\n\n\n

\u2022 power cuts (overloads of supply equipment => power equipment “blowing fuses”)<\/em><\/p>\n\n\n\n

\u2022 brownouts (loss of sufficient voltage) potentially causing:<\/em><\/p>\n\n\n\n

\u25e6 home appliance damage and<\/em><\/p>\n\n\n\n

\u25e6 household fires<\/em><\/p>\n\n\n\n

\u2022 potentially, a move to restrict EVs to (say) 1 in 7 homes.<\/em><\/p>\n\n\n\n

Two general methods are seen to alleviate these situations:<\/em><\/p>\n\n\n\n

    \n
  1. reinforcement of the networks (asset replacement) \u2013 expensive, slow, disruptive<\/em><\/li>\n\n\n\n
  2. use of a control system capable of managing EV home charging.<\/em><\/li>\n<\/ol>\n\n\n\n

    Further, the EVs would need to obey the issued commands; this is not assured.<\/em><\/p>\n\n\n\n

    Note that the ICT \/ SG method does not provide a complete solution, but is expected to defer major costs for decades.<\/em><\/p>\n\n\n\n

    Background information to assist the reader:<\/strong><\/em><\/p>\n\n\n\n

      \n
    1. A brief summary of technical terms is appended.<\/em><\/li>\n\n\n\n
    2. The UK \u201celectricity grid\u201d is a set of millions of connected components, individually selected to affordably perform a given goal. These parts have been installed in an as-needed \/ piecemeal manner since c. 1900. Many parts date from the 1950 \/ 1960\u2019s<\/em><\/li>\n\n\n\n
    3. The grid can be broken into 3 main sections:<\/em>\n
        \n
      1. Supply (the making of electricity)<\/em><\/li>\n\n\n\n
      2. Transmission (sending electricity at high voltage around the country e.g. National Grid)<\/em><\/li>\n\n\n\n
      3. Distribution (of power at medium and low voltage to customers e.g. “mains” 230 V)<\/em><\/li>\n<\/ol>\n<\/li>\n\n\n\n
      4. Many papers have been published concerning EVs and “the grid”; however most relate to US networks \u2013 similar to the UK only at higher levels. The lower Distribution level is different, so to meet the challenges of different situations.<\/em><\/li>\n<\/ol>\n\n\n\n

        \u2022 US: adequate (occasionally challenged) Generation and Transmission. Strong Distribution which can provide 8 \u2013 14 kW to each home simultaneously, the major load being Air Conditioning.<\/em><\/p>\n\n\n\n

        \u2022 The US Distribution system typically uses many \u201cnear-home\u201d local transformers each supplying 1 \u2013 4 houses.<\/em><\/p>\n\n\n\n

        \u2022 UK: adequate Generation, strong Transmission. Adequate Distribution (for present loads) able to provide 1 \u2013 2 kW to each home simultaneously.<\/em><\/p>\n\n\n\n

        \u2022 The UK Distribution system typically uses a small number of \u201csubstations\u201d with a transformer, each supplying 1 \u2013 100\u2019s of houses.<\/em><\/p>\n\n\n\n

        Reiterating the US \/ UK difference in Distribution capability:<\/em><\/p>\n\n\n\n

        \u25e6 US: 8 \u2013 14 kW per home, able to sustain peak loads for long periods vs.<\/em><\/p>\n\n\n\n

        \u25e6 UK: 1 \u2013 2 kW per home on average, able to support occasional higher loads due to averaging over many customers<\/em><\/p>\n\n\n\n

        Most published papers originate from the US so silently assume the US model. However, the respective Distribution networks have quite different characteristics.<\/em><\/p>\n\n\n\n

        * * * Overseas studies and experience-based advice may not relate to the UK.<\/em><\/p>\n\n\n\n

        Some Numbers:<\/strong><\/em><\/p>\n\n\n\n

        a) there are about 250,000 Distribution networks in the UK, each of individual nature;<\/em><\/p>\n\n\n\n

        b) the design of these has historically been guided by a measure called “ADMD” which has been set variously to c. 1 to 2 kW per supplied home. This is a statistical measure and assumes customers take random loads at random times;<\/em><\/p>\n\n\n\n

        c) to drive an “average” day\u2019s distance (c. 27 mpd) an EV consumes c. 9 kWh at the wheel;<\/em><\/p>\n\n\n\n

        d) (at the time of writing) batteries loose c. 8% on charging and the same on discharging; the inverter electronics lose a similar percentage;<\/em><\/p>\n\n\n\n

        e) the daily average EV power draw (at the home charging point) is then consumed power plus losses i.e.<\/em><\/p>\n\n\n\n

        9 * 1.08 * 1.08 * 1.08 = 11.3 kWh<\/em><\/p>\n\n\n\n

        Other aspects cause losses; 12 kWh is a reasonable “EV supply average daily demand”.<\/em><\/p>\n\n\n\n

        f) driving distances are, in general, dependant on location \/ nearness to a city. RAC studies suggest the following mileage ratios:<\/em><\/p>\n\n\n\n

        City : Urban : Rural of 1 : 1.4 : 2 (i.e. country dwellers drive twice as far as those in the city)<\/em><\/p>\n\n\n\n

        g) a modern EV home charger draws 7 kW.<\/em><\/p>\n\n\n\n

        A 100 Home Illustration<\/strong><\/em><\/p>\n\n\n\n

        A 100-home development built in 2017 has an LV distribution network fitted to supply 150 kW simultaneously. An overload of c. 50% is possible for up to 8 hours (following this a period of cooling \/ low load is necessary). This network includes:<\/em><\/p>\n\n\n\n

        \u2022 substation (with transformer and switching)<\/em><\/p>\n\n\n\n

        \u2022 in-road cabling (3-phase 230 V per phase)<\/em><\/p>\n\n\n\n

        which has an asset value of c. \u00a3 30 \u2013 45 k.<\/em><\/p>\n\n\n\n

        If 100 EVs arrive in the evening and start to charge, the peak load is 700 kW and the distribution assets go into immediate substantive overload.<\/em><\/p>\n\n\n\n

        However, the EVs require (on average) 100 * 12 kWh => 1,200 kWh of energy, which if supplied in a staggered manner over 10 hours is 120 kW continuous load thus doable.<\/em><\/p>\n\n\n\n

        This suggests that a local rationing or management system (able to pace demand intelligently) would help. A simplified version of this was successfully trialled in 2015 (My Electric Avenue).<\/em><\/p>\n\n\n\n

        Yet this has ignored the usual demand of the households; in winter they will need power for home use. In extremis, it may be necessary to upgrade (reinforce) local substations and cables.<\/em><\/p>\n\n\n\n

        Such reinforcement includes:<\/em><\/p>\n\n\n\n

        \u2022 replacing the transformer<\/em><\/p>\n\n\n\n

        \u2022 digging up the road and relaying cables<\/em><\/p>\n\n\n\n

        \u2022 a spend of c. \u00a345 k per 100 served homes i.e.<\/em><\/p>\n\n\n\n

        25 million * \u00a3 450 = \u00a311.25 billion (approx assets costs; a “broad-brush” estimate)<\/em><\/p>\n\n\n\n

        Which, after manpower costs plus profit is added may be perhaps x 2 or x3 as much.<\/em><\/p>\n\n\n\n

        Note that the politics to this fall into three sections:<\/em><\/p>\n\n\n\n

          \n
        1. the money \u2013 who pays?<\/em><\/li>\n\n\n\n
        2. the inconvenience, primarily digging up the roads to relay cables (especially in cities)<\/em><\/li>\n\n\n\n
        3. the manpower \u2013 with the best will in the world, this is a project which may take a decade or more \u2013 with present manpower. To achieve this faster requires more hands.<\/em><\/li>\n<\/ol>\n\n\n\n

          Hence, a new generation of electrical engineers and technicians are needed.<\/em><\/p>\n\n\n\n

          The initial threat though is simultaneous arrival and charging; even with 1 in 7 of homes having an EV the system is at full capacity in the early evening.<\/em><\/p>\n\n\n\n

          NOTE<\/strong> This ignores home-heating by Heat Pumps (HP) scheduled from c. 2040 on as part of the UK\u2019s CO2 minimisation initiative.<\/em><\/p>\n\n\n\n

          ** HP alone impose more load than EVs; immediate reinforcement will be necessary **<\/em><\/p>\n\n\n\n

          https:\/\/committees.parliament.uk\/writtenevidence\/82722\/html<\/a><\/p>\n\n\n\n

          In short, Broderick states that the vast majority of homes distribution networks provide on average between 1 and 2 kW to each home.<\/p>\n\n\n\n

          If every home on the network switches on their 7 kW EV chargers at the same time, the system will be quickly overloaded. Even if EV charging is staggered over a ten hour period, there will be little spare capacity for other uses \u2013 not least heat pumps, which the government wants us to run at night as they would cripple the grid if all switched in early morning.<\/p>\n\n\n\n

          The only robust solution is to embark on a rapid upgrade of the nation\u2019s distribution grid, but it is clearly now much too late to have this ready in time for the EV rollout.<\/p>\n\n\n\n

          Remember that when Broderick submitted his evidence, the petrol ban was still set for 2040. He has also pointed out that his figures of EV demand are probably understated, because EVs have become heavier in the interim and don\u2019t allow for electric vans. There is also the proliferation of two and three car households, who may want to charge all their EVs.<\/p>\n\n\n\n

          The only alternative suggested is to use smart charging to stagger EV charging \u2013 in effect a local rationing system. I understand that there may be provisions to do this when there is a shortage of power on the grid, but this does not seem to extend to the local level rationing which would be needed.<\/p>\n\n\n\n

          In any event, if drivers are faced with the prospect of not having their car fully charged next morning, I suspect many will simply resort to bypassing their smart chargers.<\/p>\n\n\n\n

          Since Broderick\u2019s report to Parliament, nothing actually appears to have been done.<\/p>\n\n\n\n

          But within ten years, most of the cars on the road will be electric, by which time this problem will become real and widespread.<\/p>\n\n\n\n

          The clock is ticking!<\/p>\n\n\n\n

          <\/p>\n","protected":false},"excerpt":{"rendered":"

          In 2017, Broderick submitted written evidence to a Parliamentary Select Committee, concerning his research into the impact of EVs on the UK electricity distribution network:<\/p>\n","protected":false},"author":121246920,"featured_media":371055,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_coblocks_attr":"","_coblocks_dimensions":"","_coblocks_responsive_height":"","_coblocks_accordion_ie_support":"","_crdt_document":"","advanced_seo_description":"","jetpack_seo_html_title":"","jetpack_seo_noindex":false,"_jetpack_newsletter_access":"","_jetpack_dont_email_post_to_subs":false,"_jetpack_newsletter_tier_id":0,"_jetpack_memberships_contains_paywalled_content":false,"_jetpack_memberships_contains_paid_content":false,"footnotes":"","jetpack_publicize_message":"","jetpack_publicize_feature_enabled":true,"jetpack_social_post_already_shared":true,"jetpack_social_options":{"image_generator_settings":{"template":"highway","default_image_id":0,"font":"","enabled":false},"version":2},"jetpack_post_was_ever_published":false},"categories":[1],"tags":[691820117,691821977,691828510,691833928,691819869,691833927],"class_list":{"0":"post-371050","1":"post","2":"type-post","3":"status-publish","4":"format-standard","5":"has-post-thumbnail","6":"hentry","7":"category-uncategorized","8":"tag-brownouts","9":"tag-electric-vehicles-evs","10":"tag-household-fires","11":"tag-lv-distribution-network","12":"tag-power-cuts","13":"tag-steve-broderick","15":"fallback-thumbnail"},"jetpack_publicize_connections":[],"jetpack_featured_media_url":"https:\/\/i0.wp.com\/climatescience.press\/wp-content\/uploads\/2025\/03\/0Sotera-August-Images-04-scaled-1.jpg?fit=2560%2C1525&ssl=1","jetpack_likes_enabled":true,"jetpack_sharing_enabled":true,"jetpack_shortlink":"https:\/\/wp.me\/paxLW1-1ywG","jetpack-related-posts":[{"id":326805,"url":"https:\/\/climatescience.press\/?p=326805","url_meta":{"origin":371050,"position":0},"title":"The UK Electricity Distribution Network Cannot Cope With\u00a0EVs","author":"uwe.roland.gross","date":"07\/05\/2024","format":false,"excerpt":"This is my doctoral research area at Southampton University. 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