Ever since a couple of my students told me to watch “Who Killed the Electric Car?”, a documentary about GM’s EV-1 and why it’s not available to consumers today, I’ve been meaning to write the Electric Vehicle Lecture. Yesterday I discovered that Blue Crab Boulevard had beaten me to it, at least in the matter of emissions, and they’d also made some scathing comments about California’s energy policy scam. But I’m going to write this anyway, ’cause I’m covering a wider range of information, and it’s a natural follow-up to yesterday’s lecture about oil prices.
Some environmentalists tout the electric car as a solution to pollution and to dependence on foreign oil. They speak about them as though they were an immediate solution. Some, particularly those who produced the film I mentioned a moment ago, believe that entrenched economic interests are the only thing preventing a full-scale shift to pollution-free electric vehicles.
I’ve just spent an hour or so reading their claims. I find logical fallacies amusing, so it was a highly entertaining hour. For instance, the EV-1 had a range of 80 miles, and took hours to recharge; but that wasn’t a real problem, said the producers, because “the average American drives only 29 miles a day,” so most Americans can drive the EV-1 for days without recharging, right? They actually thought that was convincing. The flaw is that few Americans drive exactly 29 miles every day; most drive 5 or 10 miles a day, but need to be able to go 150 miles or more at least a couple of times a year, and those few trips would require a completely separate vehicle. Oops. But I’m getting ahead of myself.
Let’s look at the conspiracy theories first.
EV enthusiasts claim that the oil companies conspired to prevent electric cars from production, because they want to continue to profit from oil. Undoubtedly they do want to continue to profit; and they will, since oil gets used for plastics, lubrication, home heating, industrial heating, jet fuel, and generating electricity. Only about half of refined crude becomes gasoline. But what I need to hear from some Enviro-Loon is why General Motors or Honda Motors give a damn whether Exxon/Mobile makes a dime selling gasoline. Are they really going to surrender their share of the future profits of the automobile so their golfing buddy won’t have to alter his business at all? I thought they were a lot more ruthless than that.
So, then the EV enthusiasts say GM won’t make electric cars because they make too much money on the internal combustion engine (ICE) aftermarket, selling parts. The problem with this argument is that no automobile manufacturer controls the entire market, or even comes close. If there’s a viable electric vehicle (EV), and GM decides they’re not going to produce it, what are they going to do when Honda brings out their EV? and if Honda likewise moves to protect their aftermarket business, won’t Tesla Motors or some other upstart eat their lunch? GM is already advertising electric fuel cell cars, and so is Honda; they’ll bring them to market as soon as humanly possible, because if they don’t, they’ll disappear as a force in the market. Same with every other auto manufacturer; nobody would dare withhold hybrids or EVs from the market if they were viable, because the competition would eat them alive.
So why did the EV-1 fail? And why aren’t we seeing electric cars all over? And why are some of us absolutely thrilled, not to mention relieved, that electric vehicles have not taken off?
It failed, and we’re relieved, because it’s a bloody disaster of a solution. In fact, it’s not a solution at all.
The GM EV-1 meets its well-deserved fate.
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First of all, they don’t solve the pollution problem, not at all. They just shift it off-tailpipe, and change the components a little. The electricity you suck from the wall outlet gets produced elsewhere. About half of it, on a national average, gets produced by burning coal, and about 20% by burning natural gas or fuel oil (most of the rest is nuclear or hydroelectric; see EIA figures here). So the chances are about 7 in 10 that your electric car is actually a fossil fuel car, with all the sulfurous and nitrous oxides, particulates, and (gasp) carbon dioxide that implies. Progressive technology is making power plants cleaner; technology is making ICE automobiles cleaner, too. There’s really no difference, in terms of pollutants, whether we’re burning gasoline in the car or coal far away. The ICE makes more particulates, the EV more nitrous oxide and SO2.
This is one of the places I got a good laugh in my reading. I was eager to see what the EV-ers would say about the “Long Tailpipe Problem.” What they said was “coal-fired plants produce half the CO2 that ICEs produce.” That was it. Carbon dioxide is not even a pollutant. It’s plant food. It makes crops grow better all over the planet. (And no, I don’t think human-produced CO2 is harming the earth even a little, but that’s for a different day.) They didn’t even mention the NOx, SO2, or particulate matter. Lame, lame, lame.
Secondly, electric cars don’t have the range that a useful car needs. The EV-1’s lead-acid batteries got 80 miles — with no air conditioning or heating. Turn on the headlights, and cruising range drops 10%. Turn on the AC in a properly-appointed EV, and cruising range drops by half (in all the modern hybrids, if you touch the switch on the AC, the gasoline motor powers up.) And once you’ve run your 80 miles, it takes from 40 minutes to 2 hours to recharge to 80%. Effectively, you can’t use the EV for the trip to grandma’s house, only for local buzz-around trips.
They tried to use NiMH batteries in EVs to increase the range, and it took them two years just to figure out how to keep them from exploding; NiMH batteries heat up, and they never completely solved the problem. Batteries that in theory would last 3 years, were lasting only 6 months in actual use, and replacing the batteries is equivalent to replacing your current car’s engine. To give them enough range, they had to be so heavy that even a small car became, in effect, a small truck. This would wreak havoc on road maintenance, costing taxpayers billions. And all this is not to mention auto safety: the ICE is actually light and diffuse compared to the concentrated heavy metal of a battery pack sized to provide decent range. The battery pack is like a case-hardened missile traveling down the road at 70 mph; get hit by one of those and they’ll be sweeping you off the pavement.
Li-ion batteries work much better, and they’re lighter. They also cost about 5 times what you can afford to pay for a car. It’ll be at least a decade before the cost comes down enough to make this a reasonable possibility.
And then, there’s the grid.
I found this calculation at a physics talk site, in a comment about “Who Killed the Electric Car.” If you can’t follow it, just read the conclusion. It’s pretty simple, though:
A gallon of gasoline contains approximately 130 megajoules of chemical potential energy. Americans drove 2,923 billion miles in 2004. If the average car gets about 30 miles per gallon (which is heavily on the optimistic side), American motorists expended a total of about 3.5 x 10(12) kWh of energy in 2004.
By contrast, American consumption of electricity was only 1.4 x 10(12) kWh in 2001.
In other words, Americans consumed roughly three times as much energy in their automobiles in the form of gasoline and diesel as they did energy from electricity.
It takes the same amount of power to move a chunk of metal plus one or more human beings down the road whether that power is produced by electricity or gasoline combustion. What that calculation says is that to convert all cars to electricity would require us to quadruple our national production of electricity. And since the electric power grid is already showing signs of obsolescence and insufficient capacity, a conversion to electric cars would require an entire rebuilding of our electric distribution system — AFTER we build three times as many power plants as are already in use.
Yes, EVs would break our dependence on foreign oil, but does this sound like a sensible solution to you?
The EV-1 was a disaster for GM. They spent $2 billion on the project. The 1,100 leases they sold on the test vehicles did not even cover the cost of maintenance for the vehicles. The consumer demand for them was tepid at best. The only reason GM actually produced the vehicle at all was that the government of California required automakers to produce a zero-emission vehicle if they wanted to do business in the state in the 1990s. They stopped producing it, not because there was some collusion to keep consumers in the dark, but because they’re not in business to lose money.
Many of the problems mentioned in the above analysis are solved by hydrogen fuel cells. Fuel cells generate electricity on the fly, so you never have to plug in your car; the batteries for the engine are heavy, but not nearly the size of EV batteries. Refueling takes no longer than filling your gas tank. Cruising range is already comparable to gasoline-powered vehicles. Like the EV, the engine has 1/10 of the moving parts of an ICE, and nothing but water comes out of the tailpipe. You have to produce hydrogen to fuel the fuel cells; but oil refineries already produce enough hydrogen for about 30 million fuel cell cars, and existing gas stations can be retrofitted to supply hydrogen. The investment in hydrogen pipelines will be nothing close to the cost of rebuilding the electric grid.
Fuel cell cars are already on the road in test programs and will likely be available to the public in a few years. They do not solve oil dependency right away — oil and natural gas are the immediately available sources of hydrogen — although at expected economies of scale they will be somewhat less expensive to operate than their gasoline-powered counterparts, which implies reduced demand for oil. However, there are dozens of ways to produce hydrogen. Promising clean-coal technologies like coal gasification produce hydrogen as a by-product. Hydrogen can be produced by electrolyzing water, so new, clean electrical sources (nuclear, solar, wind) can produce hydrogen as they come on-line. Experimental techniques are being developed to use algae to produce hydrogen.
The market, as expected, is already well on its way to producing a viable alternative to the internal combustion engine. It may not be coming as quickly as environmentalists like, but it’s probably coming more quickly, and will produce a better result, than any government-forced project would produce. If the electric car had been a viable solution, the market would have picked it; it didn’t pick the EV because it was a lousy solution.
Photo of crushed EV-1s from Electrifying Times. Photo of smokestacks from the State of Maryland. Photo of transmission lines from Photography Review, copyright 2008 to Jerry Litynski Photography.