The Energy Institute at Haas at the University of California published a study allegedly showing that electric vehicles are driven about only one-third of the average standard car in California. I responded with a response on the blog.
Catherine Wolfram writes, “But, we do not see any detectable changes in our results from 2014 to 2017, and some of the same factors were at play over this time period. This makes us think that newer data might not be dramatically different, but we don’t know.“
A recent study likely is delivering a biased estimate of future EV use. The timing of this study reminds me of trying to analyze cell phone use in the mid-2000s. Now household land lines are largely obsolete, and we use phones even more than we did then. The period used for the analysis was during a dramatically changing period more akin to solar panel evolution just before and after 2010, before panels were ubiquitous. We can see this evolution here for example. Comparing the Nissan Leaf, we can see that the range has increased 50% between the 2018 and 2021 models.
The primary reason why this data set is seeing such low mileage is because is almost certain that the vast majority of the households in the survey also have a standard ICE vehicle that they use for their extended trips. There were few or no remote fast charge stations during that time and even Tesla’s had limited range in comparison. In addition, it’s almost certain that EV households were concentrated in urban households that have a comparatively low VMT. (Otherwise, why do studies show that these same neighborhoods have low GHG emissions on average?) Only about one-third of VMT is associated with commuting, another third with errands and tasks and a third with travel. There were few if any SUV EVs that would be more likely to be used for errands, and EVs have been smaller vehicles until recently.
As for copurchased solar panel installation, these earlier studies found that 40% or more of EV owners have solar panels, and solar rooftop penetration has grown faster than EV adoption since these were done.
I’m also not sure that the paper has captured fully workplace and parking structure charging. The logistical challenges of gaining LCFS credits could be substantial enough for employers and municipalities to not bother. This assumption requires a closer analysis of which entities are actually claiming these credits.
A necessary refinement is to compare this data to the typical VMT for these types of households, and to compare the mileage for model types. Smaller commuter models average less annual VMT according to the California Energy Commission’s vehicle VMT data set derived from the DMV registration file and the Air Resources Board’s EMFAC model. The Energy Institute analysis arrives at the same findings that EV studies in the mid 1990s found with less robust technology. That should be a flag that something is amiss in the results.