roll-out of a dense urban charging network for brighton & hove · roll-out of a dense urban...

Roll-out of a dense urban charging

network for Brighton & Hove

Sujith Kollamthodi, Practice Director – Policy,

Strategy & Economics

APRIL Meeting of the Transport Group

4th July 2018

2July 2017Unclassified - Public Domain© Ricardo plc 2017

• Ricardo was commissioned by Pebble Power to investigate the feasibility

of rolling out a dense public charging network in Brighton

• City is well-placed to become a leading player in EV deployment:

– Strong local environmental agenda with high levels of public support

– Brighton was the first local authority outside of London to install public

charging infrastructure

– The city has an AQMA, so measures to encourage a shift away from

petrol/diesel vehicles are useful

• However, a significant proportion of households in Brighton do not have

access to off-street parking and there is an aim to start encouraging the

take-up of electric taxis

• Our work focused on:

– Identifying options for on-street charging (residential and destination

charging)

– Identification of options for DC rapid charging to support electric taxis

– Identification of any local grid capacity constraints

• Liaised with UK Power Networks’ connections team to get access to key

grid-related information on future capacity, technical constraints and costs

Roll-out of a dense urban charging network for Brighton & Hove


Public charging infrastructure has been

found to have an integral role in enabling a

growing electric vehicle market

Source: Hall and Lutsey, Emerging Best Practices for Electric Vehicle Charging Infrastructure, International Council for Clean Transportation, 2017

• Norway and the Netherlands are the leading

electric vehicle markets and have more than 10

times as many public charge points per capita

compared to markets with an average level of EV

penetration

• Other leading markets such as California and

China have three to five times the average

numbers of public charge points per capita.

• Level 2 (charging speeds between 3.3 kW -7.4 kW)

and DC fast charging infrastructure have been

shown to be linked with EV uptake

• The availability of consumer purchase incentives

have also been linked to higher levels of EV uptake

Roll-out of a dense urban charging network for Brighton & Hove


DC EV charging:

• CCS or CHAdeMO standards (+ other proprietary, e.g. Tesla)

• Mostly used for rapid charging (~50 kW and above)

• Increased interest in ultra rapid chargers (up to 350kW)

ADVANTAGES

• High charging rate

• Does not rely on

vehicle on-board

equipment

DISADVANTAGES

• More expensive hardware and

installation

• Competing standards

• Overuse can reduce battery lifeSource: www.ABB.com Source: www.ionity.eu

AC EV charging:

• Single European charging standard

• Mostly a single plug type (Type 2 connector)

• Single phase or three phase (3 kW to 43 kW)

ADVANTAGES

• Relatively cost effective

• Simplest to install and

connect

• Many installation options

DISADVANTAGES

• Charging power limited

by vehicle charger

• Slower charging rateSource:

www.rolecserve.com Source: ubitricity.comSource: www.pod-point.com

Charging infrastructure – AC and DC charging

http://new.abb.com/ev-charging/products/car-charging/multi-standard/terra-53-cj

http://www.ionity.eu/ionity-en.html#whoweare

http://assets.rolecserv.com/files/products_document/b6f7b0fb2bf66388240423d8948d04aa/EVWPD005 - WALLPOD EV HomeCharge IEC 62196 skt (Type 2) Mode 3.pdf

https://www.ubitricity.com/en/

https://pod-point.com/products/commercial-charging


The appropriate power is determined by a number of considerations

• Dwell times and journey distances

• Available capacity in the local grid infrastructure

• Available budget for installing new charging infrastructure

Charging infrastructure – charging rates, power requirements and ease of use

Slow charging Rapid charging

3-7 kW (AC)

8-20 miles/hour

(Domestic / work-

place / destination

charging)

11-22 kW (AC)

30-60 miles/hour

(Destination

charging)

50 kW (DC)

140 miles/hour

(typically for on-

route charging)

120+ kW (DC)

340 miles/hour

(typically for on-

route charging)

Making sure the charge points are easy to use

• Many existing charge points require users to sign up to apps, subscriptions or hold RFID cards

• Initial recommendation for contactless payments for both slow and rapid charging in Brighton


On-street charging

Requests for on-street residential charge points in

Brighton

Zap-map.com shows that there are currently

only 19 public charge points in the city (11 of

which are in the city centre)

Source: Brighton & Hove City Council

Source: Zap-map.com


In early 2018, Brighton & Hove City Council was

tendering a street lamp replacement programme

• Opportunity for lamp posts to be installed that incorporate

EV charge points – more cost effective

• Survey of lamp posts to determine which are suitable

locations for charging points

• However, not possible to determine remotely which lamp

posts are suitable in terms of the electricity supply

• This is because the size of the fuse in the lamp posts and

in many cases the size of the low-voltage service cable to

the lamp post is not recorded.

• To determine exactly which locations are suitable the

contractor undertaking the lamp post replacement work

must investigate which locations are suitable.

• UK Power Networks’ Engineering Design

Standard for EV charge point connections:

– No more than 10 charger connections per LV

main

– Maximum Power Rating cannot be higher than

the power rating listed against each fuse

current rating

• In practice this means that only those lamp

posts with a fuse rated at 16A or higher are

suitable for charging points and only at up to

3.68 kW

On-street charging


• Long-list of potential sites developed

• Each site is expected to consist of five 50 kW DC chargers, and five 22 kW AC chargers: giving a

peak required demand capacity of 360 kW (288 kW connection required once diversity factor of 0.8

applied).

• UKPN guidance on infrastructure costs and available capacity also used to support the analysis

DC rapid charging sites for electric taxis - overview

Provision and installation of 300 metres of HV cable £35,000

800 kVA substation £20,000

Provision and installation of LV cabling £4,400

Metering panel £800

HV joint to the network £2,900

Operation and maintenance costs £1,800

TOTAL £64,900


DC rapid charging sites for electric taxis – available capacity at primary substations

Site Firm Capacity (MW) 2016/17 Maximum

Demand (MW)

2021/22 Estimated

Max Demand (MW)

Available Capacity

2021/22 (MW)

Brighton Town 11kV 66.10 45.00 46.30 19.80

Hangleton 11kV 20.80 14.10 14.50 6.30

Kemp Town 11kV 23.80 14.90 15.20 8.60

Moulsecoomb 11kV 23.80 21.30 21.60 2.20

North Shoreham 11kV 22.90 16.80 17.10 5.80

Portslade 11kV 43.90 16.60 17.10 26.80

Queens Park 11kV 22.50 15.30 15.90 6.60

Rottingdean 11kV 22.60 11.70 11.80 10.80

South Hove 11kV 21.70 18.10 19.00 2.70

Southwick 11kV 19.10 12.60 12.80 6.30

The Droveway 11kV 36.60 22.10 22.40 14.20

Withdean 11kV 20.40 14.30 14.70 5.70

• Most primary substations have available capacity for EV charging infrastructure

• Three exceptions (in red) - may incur higher reinforcement costs


Possible DC rapid charging sites for electric taxis – illustrative examples

• Withdean primary substation is 150 metres away, and has 5.7 MW

of capacity available.

• The site is not overly built up and traffic management for the

works should be straightforward.

• The existing substations may have sufficient capacity, in which

case only LV cabling works is required

• Alternatively the existing transformer at one or both of the

substations could be replaced with a higher capacity unit. The

existing substations appear to be GRP (Glass Reinforced Plastic)

packet type, with good access such that modifications can be

made.

• Alternatively a new secondary substation may be required

• Conclusion: Excellent potential DC rapid charging hub

location and potential for slow/medium charging facilities

Withdean charging hub


Possible DC rapid charging sites for electric taxis – illustrative examples

• The parking locations are some distance from the

substations – HV cabling required – high cost

• It appears significant traffic management for

works would be required

• The area is fed from the Moulsecoomb primary

substation which has capacity constraints in future

years

• There may be spare capacity from the existing

substation at Natal Road which has (2 x 500kVA)

meaning only LV works would be required.

• Conclusion: Poor location

Lewes Road charging hub


Summary and conclusions

• Pebble Power and Brighton & Hove City Council now have clear information on how to take forward

plans for installing on-street charge points and DC rapid charging hubs

• We have provided information on logistical issues, technical constraints, grid capacity issues and

estimated costs for different installations

• We have also reviewed the market for charge point providers and made clear recommendations

based on Pebble Power’s specific objectives for Brighton (i.e. the need for contactless payment

mechanisms)

• Key points

– On-street charging infrastructure can be more cost effective if combined with street lamp

replacement programmes – BUT, can mean that charge point power is limited to 3.7 kW

– Need to also consider the maximum number of charge points that could be installed on a given

street, taking into account grid constraints

– For DC charging hubs, it is essential to consider current and future grid capacity constraints, the

costs of any reinforcement and cabling works and also the costs of traffic management should

extensive works be required


Contact for queries:

Sujith Kollamthodi

Practice Director – Policy, Strategy & Economics

Ricardo Energy & Environment

[email protected]

01235 753526

mailto:[email protected]

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