Global EV Outlook 2019 |
1. Status of electric mobility |
|
|
|
|
availability of electric models in this segment preceded the increase in market penetration: in 2014, roughly one-in-three models available were BEVs. Electrification in this market segment progressed fast, despite limited performance in terms of driving range: in 2014, most of the cars sold in the very small car segment had a range below 150 kilometres (km) (New European Driving Cycle, NEDC),17 and the current average range is 220 km (NEDC) (EV Volumes, 2019). This is delivered by batteries of modest size (on average 27 kilowatt-hours). This high electrification rate can be explained by the low daily driving range requirements of users of these vehicles, and the fact that subsidies currently bring the purchase price of such cars on par with their internal combustion engine (ICE) powered counterparts.
China also shows important differences with other markets because one-third of its BEVs models are in the SUV category. This may reflect pressure on domestic manufacturers to sell an increasing number of “new energy vehicles”, requiring BEVs to broaden into different market segments, and by the growing consumer preference for SUVs (IEA, 2019a), making them an attractive option to gain market share. As the difference in energy use per km between a BEV and a conventional vehicle is highest in heavy vehicles (IEA, 2019a), original equipment manufacturers (OEMs) might also gain greater benefits to satisfy the requirements of fuel economy standards by electrifying vehicle segments where conventional ICE vehicles would be the most energy intensive.
Light-commercial vehicles
In 2018, about 80 000 electric LCVs (mostly BEVs) were sold, almost entirely in China (54 000 LCVs) and Europe (25 000 LCVs). Overall global growth of electric LCV sales was lower in 2018 (24%) than in 2017 (94%). It was higher in Europe in 2018, with a 42% year-to-year growth rate, compared with 36% the previous year.
Charging infrastructure
The number of charging points worldwide is estimated at 5.2 million (end-2018), up 44% from 2017 (Figure 1.3). Most of this increase was in private charging points, accounting for more than 90% of the 1.6 million installations in 2018. Publicly accessible installed fast chargers numbered 144 000 and slow chargers numbered 395 000 by end-2018.18
17The New European Driving Cycle (NEDC) is a driving cycle used in the regulations of the European Union and the United States since the late 1990s to assess the emission levels of car engines and fuel economy in passenger cars (which excludes light trucks and commercial vehicles). Due to evolution in technology and driving conditions, it became outdated. The European Union therefore has developed a new test, called the Worldwide Harmonised Light Vehicle Test Procedure (WLTP).
18Slow chargers provide power less than or equal to 22 kilowatts (kW) and fast chargers provide power higher than 22 kW.
PAGE | 38
IEA. All rights reserved.
Global EV Outlook 2019 1. Status of electric mobility
Figure 1.3. Global installation of electric LDV chargers, 2013-18
|
6 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
5 |
|
|
|
|
|
|
|
|
|
Publicly available |
|
|
|
|
|
|
|
|
|
|
||
(millions) |
|
|
|
|
|
|
|
|
|
|
fast chargers |
4 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Chargers |
3 |
|
|
|
|
|
|
|
|
|
Publicly available |
|
|
|
|
|
|
|
|
|
|||
2 |
|
|
|
|
|
|
|
|
|
slow chargers |
|
|
|
|
|
|
|
|
|
|
|
||
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
1 |
|
|
|
|
|
|
|
|
|
Private slow |
|
|
|
|
|
|
|
|
|
|
||
|
|
|
|
|
|
|
|
|
|
|
|
|
0 |
|
|
|
|
|
|
|
|
|
chargers (cars) |
|
|
|
|
|
|
|
|
|
|
|
|
|
2013 |
2014 |
2015 |
2016 |
2017 |
2018 |
|
|
|
|
|
Notes: Estimates for private chargers assume that each electric car is coupled with 1.1 private chargers (level 1, i.e. conventional wall plugs, or level 2, i.e. using a dedicated connector, with less than 240 Volts), either at home or the workplace, in all countries except China and Japan. This evaluation is based on surveys conducted in the United States and Europe (Newmotion, 2018; Melaina et al, 2016; Jadun, 2017).The estimates for China and Japan, with particularly dense urban areas where EVs are being deployed, are based on 0.7 chargers per EV for 2018. This is based on the information reported by a survey (looking at a sample of roughly one-third of electric car owners) by the China Electric Vehicle Charger Infrastructure Promotion Alliance, suggesting that the fraction of chargers sold to private electric car owners was close to 70% in China (Chinabaogao, 2019). For all years prior to 2018, a ratio of 0.8 chargers per EV is used for China and Japan, in line with analysis conducted in the Global EV Outlook 2018 (IEA, 2018a).
Chargers can come with different connectors (e.g. direct current combined charging system [CCS] and CHAdeMO); it is possible to charge two vehicles simultaneously if the charger is equipped with one AC connector and one DC connector. However, this is not usually the case if the charger has two different DC connectors. This assessment attempts to avoid double counting of chargers that are equipped with both CHAdeMO and CCS connectors, with the intention to represent the number of vehicles that can simultaneously charge.
Sources: IEA analysis based on EVI country submissions, complemented by Chinabaogao (2019) and EAFO (2019).
About 5.2 million LDV charging points were installed by 2018 and the majority were private chargers.
Private chargers
Gathering reliable statistics on private chargers is challenging, given methodological issues to track level 1 chargers (i.e. residential electrical outlets not exclusively used for electric cars) and the lack of information collected on level 2 chargers (i.e. using a dedicated connector, with less than 240 Volts) installed on private property.
The data shown in Figure 1.3 are based on the assumption that, in all countries except China and Japan, each electric car is coupled with 1.1 private charger (level 1 or level 2), either at home or the workplace. In China and Japan, the estimate is one private charger per 1.5 cars. These ratios are based on observations for major EV markets such as the Nordic region of Europe and the United States, where the ratio of electric cars to private chargers is close to 1, and where EV owners tend to charge at home in the vast majority of cases (IEA, 2018a; IEA, 2018b), and on a survey in China (Chinabaogao, 2019). (Additional details are in the note to Figure 1.3)
Publicly accessible chargers
The global number of publicly accessible chargers reached 539 000 in 2018, up 24% from 2017 levels. The growth rate of new installations of publicly accessible chargers is slowing in comparison to previous years (30% in 2017, 80% in 2016). In 2018, China remained the country with the largest installed publicly accessible charging infrastructure, accounting for half of the global total (Figure 1.4). Worldwide, in 2018, around a third of the publicly accessible chargers
PAGE | 39
IEA. All rights reserved.