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NETWORK / 20 / OCTOBER 2016 when needed. It will explore two potential approaches; ensuring the Esprit-type capa- bility is included in PIV chargers as they are installed, or retro t the capability in chargers as the need arises. This will require engagement between DNOs, the automotive industry and customers. There are questions around regulation versus incentives, and ensuring a critical need is met and ensuring manufacturers are rewarded for their input. The key aim of this project is to present the engineering options to a set of stakehold- ers, with an understanding of the bene ts and drawbacks of each, and seek opinions as to the best viable option. The project will then use the chosen solution to dra€ an engineering recommendation accordingly that can be used in trials by vendors. 1 2 The LCNI project My Electric Avenue developed charging control technol- ogy "Esprit", which has the capability to facilitate increased numbers of plug-in vehicles on distribution networks by con- trolling load. But this technology needs to be rolled out ahead of need, and will require careful communication with cus- tomers. Automotive manufacturers have also started developing proprietary charg- ing control systems of their own. Without inŠ uence this will lead to a multitude of systems which would make the adoption of Esprit more di‹ cult. Through this project, DNOs are setting out a plan to ensure Esprit is available Management of plug- in vehicle uptake on distribution networks SSEN in partnership with all DNOs – launched Frequency sensitive electric vehicle and heat pump power consumption NGET – completed Samuel inertia element NGET – launched E L E C T R I C V E H I C L E S … A L S O O N F R E Q U E N C Y As transmission opertor, National Grid is obliged to maintain system frequency within certain limits. Traditionally this is done by thermal generation plants but will increas- ingly need to be performed by renewables. This desktop study set out to investigate the potential to use system frequency to control the power consumption of electric vehicles (EVs) and heat pumps, the potential value of doing so, as well as barriers for deployment. The project found that no funda- mental technical barriers exist to pro- viding frequency response, but further technical development and investment would be required in metering and commu- nications. There is no standardised protocol for communication between heat pumps and aggregator management systems. Costs to adapt controls for EVs could be higher. The potential for frequency response from EVs and heat pumps increases strongly a€ er 2020, and could contribute 1,200MW, the equivalent of 82% of Great Britain's requirements. EV charging can be slowed or interrupted without signi cant adverse impact on batteries, and heat pumps can be switched o˜ for short periods with no impact on households. With millions of assets likely to be involved, the potential bene ts to an indi- vidual customer could be modest: £25/year for home charging EVs; £35/year for Š eet charging EVs; £51/year for residential heat pumps; £200/year for industrial and com- mercial heat pumps. Strong commercial models are therefore required to incentivise consumers to provide the service, or it could be mandated, but this could inhibit the development of novel commercial models. Before progressing it is vital the indus- try considers the impact on the distribution network before emerging demand-side tech- nologies are deployed at scale. There is currently no method for directly measuring system inertia in real time, instead it is estimated from known syn- chronised generator design parameters and an estimated value for that inertia contri- bution provided by the embedded genera- tion within the distribution networks. This means that there will be inaccuracies in the determined inertia value. These inac- curacies lead to either increased balancing costs or a reduction in system security. This project aims to validate the current method by using the grid data measurement system technology demonstrated in previous NIA project Samuel to undertake a six-month study of the transmission system inertia. The project will reuse the existing 5 load banks of 600kW each installed in the Sam- uel project to induce small changes in the system frequency by switching the loads on and o˜ . This project will be the rst time that system inertia has been able to be measured from a direct real-time impulse- response approach, which potentially o˜ ers a more accurate way of measuring system inertia and being able to do so on an on- going basis. Regional aspects of sys- tem inertia will also be tested by using the 30 real-time frequency measurement units already installed by Reactive across the country.