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China's EV market: Dispelling the myths
source: Bloomberg
China is often referred to as "half of everything," such as aluminum, steel and copper consumption. For electric vehicles, China is at least half of everything, if not far more, in three key areas: It represents 76 percent of all commissioned lithium ion battery manufacturing capacity; logged 60 percent of global EV sales in the fourth quarter of 2018; and held 50 percent of global public vehicle-charging infrastructure as of the end of 2018.
That helps explain just how large China is as an EV market, but a number of myths and misconceptions still drive much of the perception about the country’s role in electric transportation. Let's dispel some of them.

Myth: EVs make up only 1 to 2 percent of vehicle sales in China.
Two years ago, EVs were about 1 percent of all vehicle sales in the world’s largest vehicle market -- about the same as in North America or Japan, and about half the figure in Europe. By the end of last year, though, EVs made up 7 percent of new-vehicle sales in China, with a compound growth rate of 118 percent since 2011.

Myth: China’s electric cars are all tiny and slow.
Five years ago, about 15 times more small, low-speed EVs than normal passenger electric vehicles were bought in China. Last year, though, buyers picked up nearly 1.1 million normal passenger EVs, compared with 1.4 million low-speed vehicles. It’s important to note that low-speed vehicles are excluded from government EV subsidies, and low-speed electrics are not counted in official government EV sales figures. Small and low-speed vehicles still make up a majority of the market, but they are not the entire market.

Myth: The government owns all charging infrastructure.
From 2012 to 2015, China’s main provider of charging stations was State Grid, the government-owned monopoly power distribution and retailing company found in most of the country. By the third quarter of 2018, however, State Grid was only the second-largest public charging-system operator in the country, with a network just half the size of private company T-Good and only barely ahead of another private company, Star Charge. Equipment manufacturers now own more than half of all public charging stations in China; state-owned grid companies own only 20 percent.

Myth: The national government forces everyone to buy EVs.
There are numerous national support mechanisms for EVs, including direct subsidies for purchase, industrial support policies, mandates and quotas for sales, and emissions and fuel-economy regulations for new-car sales. But local regulations -- in particular city-level restrictions on internal-combustion vehicles -- are a significant driver of EV demand. Six Chinese cities have major restrictions on internal-combustion vehicle purchases. If you consider them their own markets, and exclude the U.S. and China as a whole as markets, the cities were six of the biggest EV markets in the world last year. Also important: Different local incentives for plug-in hybrid and full-electric vehicles have led to very different proportions of plug-in hybrid and EVs sold in Shanghai (mostly plug-in hybrids) and Beijing (almost entirely full electric).

Dispelling these myths helps better understand the world’s biggest EV market. Putting that market into the context of all light-vehicle sales in China is important, and it leaves a question: Have internal-combustion engine sales peaked in the world’s biggest passenger vehicle market?

China’s passenger vehicle sales fell almost 7 percent in 2018, even as EV demand soared. If you subtract EV sales from total sales, you see six straight months of declining internal-combustion sales compared with the year before. In November 2018, internal-combustion engine sales fell nearly 20 percent from a year earlier.

It is certainly too soon to call a peak on a market as large, dynamic and government-influenced as China’s passenger vehicle market. It is worth considering, however, how much growth potential it will have in the future -- and how much of that growth will be electric.