Navigant Research Blog

Buy a Car, Get a Solar Array

— July 29, 2014

BMW Canada is betting that electric vehicle (EV) drivers want to further reduce their carbon footprint by going solar.  The company’s new electric i3 comes with an added purchase incentive for Canadians: a 10% discount on a home solar system (only available in Ontario, Quebec, and British Columbia).  BMW partnered with Toronto-based PURE Energies, which will provide the solar home evaluations, panel installation, and relevant paperwork.

BMW Canada’s e-Mobility Specialist, Blair Dinsdale, stated in a press release that the solar energy offer “was designed to cover the exact amount of power you would use in the car, based on sun access in Canada.”  According to PURE Energies, a 6 kW system (24 panels) in Canada produces roughly 7,000 kWh of electricity per year.  The BMW i3 gets an estimated 100 miles of range per 27 kWh of electricity, as per the U.S. Department of Energy.  Thus, with a 6 kW solar system, a homeowner could drive the i3 nearly 26,000 miles per year exclusively on home-produced solar energy.

A Literal Sunroof

A February 2014 survey conducted by the Center for Sustainable Energy in California found that 32% of EV owners in the western United States already have solar panels on their homes.  While parts of Canada do not enjoy abundant sunshine, the province of Ontario does offer a feed-in tariff program to help offset the lack of year-round solar energy.

Although combining solar with EVs is not new, the move by BMW to offer direct discounts on a home solar system is a first for the industry, and a smart one.  According to Navigant Research’s 2013 Energy & Environment Consumer Survey, 79% of Americans have an overall positive impression of solar energy and 61% share the same impressions for EVs.  While not all consumers of EVs purchase the vehicle for environmental reasons, the ones who do place great importance on where the electricity to power the car comes from.  And, as you’d expect, EV owners align very closely with solar buyers from a demographic perspective.

Combining solar with EVs makes so much sense that several automakers are now showing prototype EVs with solar panels directly integrated onto the roof of the vehicle.  The Ford C-Max Solar Energi and the Sunswift eVe have built-in rooftop panels.  If BMW’s approach proves successful, we could see Tesla and SolarCity creating similar offers in the future.  For more information on solar and EV synergy, check out Navigant Research’s research brief, Solar and Electric Vehicle Cross-Marketing Strategies.

 

The Humblest, Most Popular EV on the Planet

— July 15, 2014

Neighborhood electric vehicles (NEVs) are a less famous sub-segment of the more familiar class of battery electric vehicles (BEVs), such as the Nissan LEAF.  NEVs are low-speed EVs that are limited to a top speed of 25 mph and to roads that have maximum speed limits of 35 mph; they usually take the form of golf-cart-style vehicles.  Although they get less attention, and advertising, than their larger, faster cousins, NEVs are the most popular type of EVs in use worldwide.  Fleets, including airports, local governments, university campuses, retirement communities, and the military, are the principal users of the technology.  Navigant Research estimates that fleets account for at least 75% of the global NEV marketplace.

 

 (Source: GEM)

The primary market driver for NEVs is the low production cost and purchase price of the vehicle.  Most NEVs are priced between $8,000 and $14,000, compared to $28,980 for a full-sized BEV like the Nissan LEAF (excluding incentives).  The operating costs of NEVs are also very low, since they use electricity to charge batteries that are typically much smaller than those found in BEVs.

Half a Million Strong

While NEVs are affordable, and particularly convenient in fleet applications, they have their flaws.  Being limited to streets with a maximum speed limit of 35 mph is enough to deter the majority of private consumers, who expect full access to all roads.  Combined with poor performance in snow and cold weather, safety concerns (NEVs usually have less safety equipment than full-speed vehicles), and short battery ranges (25-30 miles per charge), the market for NEVs will remain with niche fleets for the foreseeable future.  Nonetheless, this has proved successful, as significantly more NEVs are in use worldwide than BEVs.  Navigant Research estimates that globally 229,166 light duty BEVs were in use by the end of 2013, less than half the number of NEVs, at 542,134.

As battery prices come down and gasoline prices continue to rise, NEVs will likely increase their market share within fleet applications.  Meanwhile, some companies are also looking into using NEVs for carsharing programs.  In this scenario, the vehicles would be used mostly for connecting travel purposes – from homes to public transit stations, for example, or from stations to offices.  Additionally, NEVs are also considered to be the frontrunners for autonomous vehicle technologies – mainly because low-speed EVs are safer and more suitable than full-sized vehicles for testing these experimental technologies.

 

Tesla’s Patent Giveaway Paves the EV Freeway

— June 26, 2014

Tesla’s move to open up its patent portfolio is undoubtedly risky, and it could erode Tesla’s competitive advantage.  But the potential rewards outweigh the risks.  The thinking behind Elon Musk’s move is that by allowing the major automakers to use Tesla’s technology, it will help lead to Tesla’s ultimate goal: a comprehensive network of cars, batteries, suppliers, components, and charging stations that utilizes electricity for transportation.  In other words, since Tesla is one of the top electric vehicle (EV) players currently in the market, the company stands to benefit from a vastly expanded network of EV infrastructure based on Tesla’s technology.  The more people that are connected to a network of vehicles relying on electricity, the better it is for Tesla.

Rivals and Collaborators

BMW and Nissan have already expressed interest in collaborating with Tesla on their supercharger technology to potentially create global vehicle charging standards.  BMW has also reportedly considered lending its expertise in carbon fiber technology in exchange for powertrain development and supporting infrastructure.  A partnership between BMW and Tesla could prove to be very powerful, bringing together the highly successful Model S with BMW’s electric city car, the i3, and its soon to be released i8 plug-in hybrid supercar.  Currently, Tesla, BMW, and Nissan account for roughly 80% of the world’s plug-in electric vehicle (PEV) sales.

Car charging companies are also looking to benefit from the technology transfer, with Car Charging Group, Inc. announcing its intention to integrate Tesla’s EV charging technology into its Blink EV charging stations.  Car Charging Group is one of the largest owners, operators, and providers of EV charging services in the United States and is also the owner of the Blink Network, one of the most extensive EV charging networks.

On the Sidelines

While the patent release by Tesla will surely increase collaboration with the major car manufacturers already producing EVs, it’s much less clear that open patents will move the dial on the major automakers that have largely steered clear of EVs in the past.  Toyota, GM, and several other major players are hedging their bets on EVs, and Tesla’s patent release is unlikely to change their position.

Navigant Research’s report, Electric Vehicle Charging Equipment forecasts that cumulative global sales of electric vehicle supply equipment (EVSE) will reach 25 million units by 2022.  Increased collaboration between the major EV players could lead to this figure being achieved ahead of schedule.

Cumulative EVSE Unit Sales by Region, World Markets: 2013-2022

(Source: Navigant Research)

 

New Emissions Rule Won’t Destroy the Economy

— June 4, 2014

The Environmental Protection Agency’s (EPA’s) new emissions rule, released on June 2, proposes to reduce carbon dioxide emissions from power plants by 30% compared to their 2005 levels.  It follows a surge of reports warning of the dire consequences of failing to rapidly transition to a low carbon economy, including the Obama Administration’s National Climate Assessment, the National Security and the Accelerating Risks of Climate Change report from the Center for Naval Analyses, and a new study from researchers at the University of California Irvine and NASA.

Critics of the EPA’s proposal are once again arguing that environmental regulations will destroy the U.S. economy.  Senator James Inhofe (R-Okla.) stated that “More EPA regulations … threaten the reliability and affordability of our power grid, will weaken our economy, and drive more people into the unemployment lines.”  The U.S. Chamber of Commerce estimates that the plan would eliminate $50 billion a year in GDP.  However, the history of environmental regulation makes it clear that these alarms have not been borne out by subsequent events.  Similar responses followed the 1990 Clean Air Act (CAA) amendments, which targeted reductions in acid rain, urban air pollution, and toxic air emissions.  Auto industry executives at the time claimed that “[Further reducing auto emissions] is not feasible or necessary and that congressional dictates to do so would be financially ruinous.”  Peer-reviewed studies have demonstrated that the central benefits of the programs established by the 1990 CAA amendments have actually exceeded the costs of the program by a factor of more than 30:1.

Health experts have estimated that in 2010 alone, the CAA amendments were responsible for:

  • Avoiding more than 160,000 premature deaths, 130,000 heart attacks (acute myocardial infarction), millions of cases of respiratory problems such as acute bronchitis and asthma attacks, and 86,000 hospital admissions – thus avoiding the costs to the economy of all of these health issues.
  • Preventing 13 million lost workdays, improving worker productivity.
  • Keeping children healthy and in school, avoiding 3.2 million lost school days due to respiratory illness and other diseases caused or exacerbated by air pollution.

Adaptation and Innovation

The EPA estimates that while investments of about $8 billion a year will be needed to meet the emissions limits, the new emissions rule will save 6,600 American lives and $50 billion annually on health costs related to air pollution.  Additionally, a study by the NRDC and ICF International found that the emissions rule could create 274,000 jobs through energy efficiency and renewable energy solutions.

It’s clear that when challenged by stricter environmental rules, industry finds ways to adapt and innovate, and the savings to society outweigh the costs imposed on the particular regulated industry.  This is particularly true of the potentially disastrous costs of climate change.  Proponents of “cheap coal,” for example, ignore a 2011 study, published in the American Economic Review, which concluded that the mining and burning of coal actually imposes more costs on the economy than the value it creates by generating electricity.

The figure below from the Pacific Institute shows U.S. GDP from 1929 to 2013 in real 2009 dollars (corrected for inflation), along with major environmental legislation passage.  No correlation exists between the implementation of environmental regulations and damage to the U.S. economy.

(Source: Pacific Institute)

 

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