The HV System Impacts of Large Scale Electric
Vehicle Deployments in a Metropolitan Area
Dean McCarthy
Western Power
Perth Australia
Dean.McCarthy@westernpower.com.au
Abstract The peak power demand and energy demand imposed
by the deployment of electric vehicles are examined for the city of
Perth, Western Australia. Penetrations of up to 100% of the light
vehicle fleet, 800,000 vehicles, are considered by allocating
vehicles to zone substations in proportion to the number of
customer connections and then assessing the loading impacts in
the sub-transmission system, bulk supply terminal substations
and transmission system. Recommendations made as to the
controlled charging regimes that can be employed. The impacts
are assessed over a ten year planning horizon.
Keywords-electric vehicle; charging impact; high voltage
system; transmission system; sub-transmissionsystem; zone
substation; terminal substation
I. INTRODUCTION
The adoption of plug-in hybrid (PHEV) and electric
vehicles (EV) is proceeding at a scale that will transform
power systems. Middle range projections have electric vehicle
sales in the US reaching 3% of total sales in 2015, 18% in
2020 and 63% of total sales in 2030, [1]. At these rates electric
vehicles will comprise 24% of the light-vehicle fleet by 2030.
Within Australia the estimated take up rates are expected to be
more moderate with electric vehicles compromising 6% to
20% of the non-commercial fleet in 2030, [2].
Recent history demonstrates that the rate of adoption of a
new technology is frequently non-linear. When the right
conditions of technical maturity and the right social and
economic factors coincide the uptake of new technology can
occur very rapidly. Environmental concerns, potentially higher
fuel prices and improvements in battery costs may align to
drive a higher than expected uptake.
As electricity networks are expensive and long-lived assets
the potential development of this load group must be
considered in load forecasting and system planning. Higher
projected uptake rates than those above could occur, [1], but
given the fleet sizes and vehicle manufacturing rates extreme
cases such as a full fleet replacement will take more than a
decade to realize. This paper assess the impacts on generation
and the high voltage system assets at the distribution zone
substation and higher. This paper does not consider
distribution system below the zone substation.
Peter Wolfs
Curtin University of Technology
Perth, Australia
p.wolfs@curtin.edu.au
II. ENERGY AND POWER IMPACTS IN THE SOUTH WEST
AUSTRALIAN NETWORK
The Australian Bureau of Statics 2007 car vehicle usage
survey shows the average Australian passenger vehicle
travelled 13,700 km in 2007 or 37.5 kilometers per day. This
figure is slightly skewed considering it includes weekends. An
electric vehicle, or a pluggable electric vehicle and an electric-
only driving mode, will consume 200Wh/km, [1]. The average
vehicle will consume no more than 7.5kWh/day. Using the
Australian Bureau of Statistics data it is estimated that
965,000 passenger vehicles reside in the Perth Metropolitan
area. These will require 7,200 MWh/day. If averaged over the
sixteen hour period corresponding to the times of lowest
system demand, off-peak and shoulder times, the average
power is 450MW. Figure 1 shows the generation scheduled in
the South west Interconnected System (SWIS) on the 2009
peak day. The energy requirement can readily be
accommodated in the lower demand periods. An off-peak
charging strategy improves the utilization ratio of the existing
power system assets.
Figure 1. Peak Day Generation
If the charging times of electric vehicles are uncontrolled
then the load group will add to the power system load peak.
The coincidence of the electric vehicle load group in an
uncontrolled charging scenario is estimated on the basis that
consumers commence charging immediately on their return
home after the last trip of the day. Two surveys are available
that give the arrival time at home after the last trip of the day,
[2-3]. The arrival times are shown in figure 2 and figure 3.
 Figure 2. US DOT Home Arrival Time Figure 4. US DOT Charging Power

Figure 3. DPI Victoria Home Arrival Time

Figure 5. DPI Victoria Charging Power
TABLE 1. SYSTEM PEAK VERSUS CHARGER POWER, 965,000 VEHICLES

Charger Rated Power

Survey
2.4kW 4kW 14.4kW

USA DOT 1,088MW 1,298MW 1,482MW

Victorian DPI 1,968MW 2,554MW 2,717MW

Three charging power scenarios are considered for the

domestic setting:
2.4 kW being supplied from a domestic 240V GPO
shared circuit;
4 kW being supplied from a domestic 240V GPO Figure 6. Generation and Load Forecast
designated single circuit;
The network impacts are shown in figure 4 for home time
14.4 kW being supplied from a domestic 415V/20A arrivals as given in the US DOT vehicle use survey. The
three phase socket. highest peak, 1,482MW, results for high power charging.
Lower rating charging circuits transfer the same energy over a
longer time period. For concentrated home arrival times, lower
rate charging results in a moderate attenuation of the group
peak demand.Low rate longer period charging also delays the
peak time. The peak in charging power occurs after the peak
in the arrival home time and is shifted by 50% of the average
charging time. For the lowest charging rate under the USA
DOT survey arrival time distribution, the peak reduces to
1088MW. The Victorian home arrival times give a more
concentrated charging scenario as shown in figure 5. An
uncontrolled scenario adds between 1,968MW and 2,717MW
to the system peak. The system peak estimate is strongly
affected by the home arrival time pattern and to a lesser extent
by the charger ratings. The larger uncertainties relate to the
home time arrivals. The average increase in the system peak
for the six scenarios in Table 1 is 1,851MW or 1.9kW per
customer averaged over 965,000 customers. This figure will
be used to allocate additional peak load to network assets in
the balance of this paper.
III. GENERATION IMPACTS
Figure 6 shows the forecast available generation and the
forecast annual peak load for the period from 2010 to 2019.
The spare generation is available on the annual peak day is
136MW to 242MW higher than the forecast load. The spare
capacity would be taken up by a fleet of 71,000 vehicles or a
7% penetration. An estimate of the average peak load, 80% of
the annual peak is also shown. This is widely used for
planning within Western Power, the Transmission and
Distribution Network Services Provider. On average days
between 1087MW and 1473MW would be available. This
could service a vehicle fleet of 572,000 vehicles or a 59%
penetration.
To accommodate a full penetration of vehicles, without
new generation, a strong load shifting program must be in
place. On the annual peak day at least 93% of the load must be
shifted. On average days at least 41% of the load will need to
be deferred to off peak or shoulder times. Figure 7 shows that
vehicles are stationary for more than 80% of the time and this
gives great discretion as to when charging occurs.
Most residential consumers will be able to utilize the
shoulder and off-peak periods for charging and suitable tariff
structures and demand management infrastructures already
exist in many markets. Electric vehicles will be a valuable
deferrable load group that can potentially improve the power
system asset utilization factors. Electric vehicles, as a large
deferrable load group, can provide a significant demand
response. This can be used to offset the intermittency of wind
and other renewable sources, [4-6]. A highly responsive
demand response system requires a capable control and
communications infrastructure and a migration to a Smartgrid
philosophy. Responsive demand response can be integrated
within an Advanced Metering or Smart Meter Infrastructure.
It can also be achieved by an independent communications
and control system, [6].
Figure 7. Vehicle Availability USA Household Travel Survey, [3]
IV. HV ASSET IMPACTS
The charging power impacts require a detailed study of the
zone and terminal substation, sub-transmission and
transmission system assets. The assets studied are bounded by:
The HV bushings at generator transformers;
The 22kV, 11kV and 6.6kV exit cable terminations at
the zone substations;
Line side terminations of HV customer main
switches.
The transmission network covers a very large geographical
area extending from Geraldton in the North, to Albany in the
South and to Kalgoorlie in the east, [7]. The study area is
restricted to a metropolitan area in Perth bounded by Clarkson
Substation in the north, Waikiki in the South and Gosnells,
Darlington and Kalamunda in the east. The consumers
supplied number 713,402 and the vehicle population served is
estimated at 800,000.
Consumers are served at 240/415V by distribution
transformers connected to feeders which mostly operate at
22kV. Some 11kV and 6.6kV networks exist in older areas
and much of this network will eventually be replaced by
modern 22kV equipment. The distribution feeders leaving the
zone substations are generally configured in a radial network
with designated open points.
The zone substation primary voltages are either 66kV or
132kV. Zone substations are supplied from terminal
substations with primary voltages of 132kV and 330kV. The
132kV and 330kV network is heavily meshed via terminal
substations; zone substations and generating sites. For new
system reinforcement works 330kV lines are favored. Figure 8
shows a high level diagram of the South West Interconnected
System and the terminal stations in the Perth metropolitan
area. The older 66kV systems are being progressively
upgraded to 132kV. They are currently supplied from a
network of 132kV:66kV at a subset of the terminal
substations.
 PSSE was used to assess the impacts of the additional customers to other substations from 2013, 2016 and 2017
loadings on transformers and lines over the 2010-2019 respectively.
planning period. Vehicles were allocated to substations in
proportion to the customer base served. VI. SUB-TRANSMISSION LINES
The impact on sub-transmission lines was estimated using
V. ZONE SUBSTATIONS ASSETS the changes in the substation loadings. The Western Power
Customers serviced by a radial network are readily linked Transmission Rating Information System (TRIS) contains all
to the relevant zone substation and the increase in the the 132kV and 66kV line ratings. These values were compared
substation load is proportional to the number of residential against the maximum line loads obtained from the Summer
customers serviced. Sixty metropolitan zone substations were 2009 Transmission Load and Circuit reports. Eleven lines of
assessed on the basis of their long term emergency rating the 108 sub-transmission system lines are identified that
(LTER) assuming that they were in a fully equipped exceeded 50% of their summer time current capacity on the
configuration with all vacant transformer bays occupied. Table 2009 summer peak day. These are shown in Table 3.
2 lists eight substations that were identified as supplying
To identify if a possible overload could occur, this data
primarily residential load, having an afternoon peak load and
must be viewed in context of the physical line layouts. The
were fully configured.
assessment was undertaken by identifying the substations each
line supplied and determining if the line would be overloaded
by a strategically placed open point. The placement of this
TABLE 2. VEHICLE UPTAKE, U%, TO REACH ZONE SUBSTATION LONG TERM point may force the supply of a number of substations through
EMERGENCY RATING, LTER
one line in an essentially radial configuration and can result in
2009
a much higher currents than expected in the normally meshed
SUBSTATION
LTER
peak
% of
N U%
operating configuration. This provides an (n-1) assessment of
MVA
MVA
LTER the possible line load. In each case the line rating was matched
to the LTER of the zone substations served and the load
ARKANA 93.8 67 72% 21,911 65 increases projected for a full electric vehicle uptake.
MIDLAND
91.3 72 78% 18,404 57
JUNCTION
TABLE 3. SUB-TRANSMISSION LINE LOADING FOR THE 2009 SUMMER PEAK
BELMONT 96.4 69 72% 15,426 95
Q LINE SUMMER %
AMHERST 118.7 44 37% 20,167 >100 Line P MW
MVAR AMPS RATING Load
GOSNELLS 103 71 69% 26,378 65
NT-LDE 130 567 1063 53
RIVERTON 108 68 63% 27,201 78
NB-NT 105 30 477 817 58
ROCKINGHAM 98.6 54 54% 24,326 99
NT-BCH 110 24 493 920 54
WANNEROO 95.1 77 81% 25,902 36
BEL-WEL 78 7.9 343 615 56

WEL-CT 144 20 637 1063 60

Each substation serves N customers and the necessary
ST-SF 143 25 636 1231 52
uptake to reach the LTER is given as U%. Wanneroo
substation has a Long Term Emergency Rating (LTER) of SF-AMT 142 4.6 623 1080 58
95.1 MVA , 25,902 customers and a summer peak at 4:30pm.
ST-CT 147 33 660 1231 54
A 36% vehicle uptake and uncontrolled charging would cause
it to exceed its LTER. Wanneroo substation has been ST-BTY 130 11 569 1063 54
identified in the 2009 Western Power planning report as
lacking capacity to supply future load growth beyond 2012. BTY-EP 129 15 566 1076 53
Regulatory submissions are being prepared for remedial ST-CVE 135 27 602 1063 57
works.
Midland Junction substation reached 78% of LTER on the
2009 summer peak. Midland Junction substation will
progressively off-load customers onto the newly VII. TRANSMISSION LINES
commissioned 132/22kV Hazelmere substation. Even with a The 330kV/132kV transmission system is heavily meshed
full vehicle penetration enough spare capacity will be in the metropolitan area are shown in Figure 8. While 330kV
available. Arkana, Gosnells and Riverton will off-load is the preferred transmission voltage four 132kV lines are
included in the transmission system. Table 4 shows the
transmission line loadings for the 2009 summer peak day. The
330kV system is especially robust with no line loaded above
37% of the line summer rating. The four 132kV transmission
lines are more loaded but no line is above 54% of the summer
rating. This system is assessed as having the capacity to cater
for a full electric vehicle uptake.
TABLE 4. TRANSMISSION LINE LOADING FOR THE 2009 SUMMER PEAK

Peak
Line Voltage Rating MVA % Rating
MVA

ST-LWT 330 kV 669 248 37

ST-KW 91 330 kV 1168 297 25

ST-KW 92 330 kV 1168 303 26

KW-NT 91 330 kV 1229 255 21

KW-KEM-OLY 91 330 kV 1229 321 26

ST-KNL 91 330 kV 1605 250 16

ST-GLT 91 330 kV 1179 311 26

NT-GLT 91 330 kV 1229 49 3.9

NT-MU 330 kV 950 282 30

ST-SF 81 132kV 281 14 52

ST-CT 81 132kV 281 151 54

Figure 8. Simplifed Line Diagram South West Interconnected System, [7]
ST-BTY 81 132kV 243 130 54

BTY-EP 81 132kV 246 130 53

TABLE 5. TRANSMISSION TRANSFORMER LOADING FOR THE 2009 SUMMER

PEAK
VIII. TRANSMISSION TRANSFORMERS
Peak %
The peak loadings of the 330kV:132kV transmission Terminal Transformer Rating MVA
MVA LTER
transformers are shown in Table 5. No transformer is loaded
above 52% on the 2009 summer peak day and these are No.1 330/132kV 548 283 52
assessed as having the capacity to support the full electric Northern Terminal
No.2 330/132kV 548 283 52
vehicle load.
No.1 330/132kV 464 241 52
The terminal substations contain the 132/66kV
transformers for the supply of the older 66kV network. The Southern Terminal No.2 330/132kV 490 253 52
peak loadings of these transformers is given in Table 6. A
No.3 330/132kV 490 209 43
review of this group shows the 132kV:66kV transformers at
the Cannington Terminal are significantly loaded. Kenwick Link No.1 330/132kV 550 249 45
The Cannington Terminal, with an installed LTER of Guildford terminal No.1 330/132kV 550 267 48
158MVA supplies the Collier Street, Clarence Street, Victoria
Park and Tate Street zone substations which have a combined
LTER of 247MVA and service 44,462 customers. A 67% Substantial work has commenced and will 2020 to off-load
electric vehicle uptake with the serviced customer group will parts of the 66kV load to 132kV systems. The Clarence Street
take the five Cannington Terminal 132/66kV transformers to zone substation, and Collier Street substation, load is being
their full loading. If an (N-1) scenario is considered a 15% progressively transferred to the newer Wilson and Kensington
electric vehicle penetration brings the remaining four substations. These service 12,103 and 13,364 customers
transformers to their LTER. respectively and have a combined LTER of 134MVA or 55%
of the total connected load LTER.
 IX. CONCLUSIONS largely capable of carrying the full electric vehicle load
Electric vehicle charging, at any level of penetration, has a imposed by uncontrolled charging on the 2009 peak day.
daily energy demand that can be supplied with the existing A small number of exceptions have been highlighted. The
generation and HV system assets. A range of tariff structures Wanneroo zone substation reaches its LTER for a 36% vehicle
and load control systems exist that can readily be applied to penetration but has already been identified through Western
encourage the use of off-peak and shoulder time for charging. Powers planning processes for treatment. Capacity limits at
If uncontrolled vehicle charging occurs the peak power the Arkana, Gosnells and Riverton substations and the
demands need special consideration. At 100% vehicle fleet Cannington Terminal substation will be alleviated by work
penetration levels, uncontrolled charging will produce a peak that is currently in progress or programmed. This paper
demand that exceeds the forecast generation capacity on concludes that the HV system assets with metropolitan Perth
average load days. From a perspective where no new are unlikely to impose any constraint on electric vehicle
generation is added, and for 100% penetration of the vehicle operations. The distribution system below the zone substation
fleet, up to 93% of the potential uncontrolled charging peak has not been considered.
would need to be shifted to off-peak and shoulder times. On
average days a shift of 41% would be required. The electric vehicle load represents a considerable demand
response potential. The load can readily be managed using
existing tariff structures and load management approaches.
The deferrable nature of the load provides an opportunity to
TABLE 6. 132kV:66kV Transformer Loading for the 2009 Summer Peak
integrate intermittent generation sources and to improve the
network asset utilization factors.
MVA Peak %
Terminal Transformer
Rating MVA LTER
ACKNOWLEDGMENT
No. 1 112 47 42 The authors acknowledge the support of Western Power
through the provision of transmission system data and access to
Western Terminal No. 2 112 48 43
network power systems models.
No. 3 106 61 58
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