The feasibility of long range battery electric cars in New Zealand

Duke, Mike; Andrews, Deborah; Anderson, Timothy · 2008 · OpenAlex-citations

DOI: 10.1016/j.enpol.2008.10.047

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Summary

This paper evaluates the technical and infrastructural feasibility of deploying long-range battery electric vehicles (BEVs) in New Zealand, motivated by the nation’s goal to halve transport carbon emissions by 2040. New Zealand’s heavy reliance on private cars, due to limited public transport, necessitates BEVs with range and performance comparable to internal combustion engine vehicles (ICEVs). The study argues that retrofitting existing ICEVs is inefficient; instead, BEVs must be purpose-designed with low aerodynamic drag, low mass, and high drivetrain efficiency to achieve viable long-range capabilities. The authors developed a mathematical model to calculate power requirements and range for various vehicle types, including single-seat commuters, two-seat prototypes, and five-seat family cars, comparing them against conventional ICEVs and retrofitted conversions. The model assumes constant highway speeds and utilizes commercially available Lithium-iron-phosphate (LiFePO4) batteries. To validate the model, the researchers tested the University of Waikato’s “UltraCommuter” prototype during the 2007 World Solar Challenge. The UltraCommuter, featuring in-wheel motors and a lightweight chassis, demonstrated that purpose-built BEVs consume significantly less energy than ICEVs. Specifically, the UltraCommuter used approximately one-ninth the source energy of a comparable ICEV, while a retrofitted ICEV required nearly twice the energy of a purpose-designed five-seat BEV. The model predicted that a five-seat BEV could achieve a range exceeding 300 km on a single charge, sufficient for the 99th percentile of driving distances in New Zealand. The study further estimated the electricity supply required for a hypothetical fleet of 2 million BEVs, comprising a mix of commuter and family vehicles. Conservatively accounting for transmission losses, charging inefficiencies, and urban driving factors, the fleet would require approximately 4,900 GWh of energy annually. This demand equates to roughly 1,350 MW of wind generation capacity, representing 54% of New Zealand’s installed and planned wind farm output at the time. The authors note that BEV batteries could potentially act as grid-stabilizing capacitors for variable renewable energy sources like wind. The paper concludes that widespread BEV adoption in New Zealand is technically feasible but requires specific vehicle designs rather than conversions. It highlights significant policy challenges, including the need for financial incentives to offset higher initial vehicle costs and the necessity of investing in distribution networks to support renewable energy generation. The authors warn that without careful policy implementation, such as subsidies or improved public transport alternatives, BEV deployment could exacerbate social inequities by creating "fuel poverty" for low-income households unable to afford electric vehicles.

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