Just a decade ago, a basic question faced the consumer making the choice of a new car – to opt for a diesel or petrol engine? As is well known, both types of mechanism have many characteristics that distinguish them from each other. Nevertheless, both cars powered by classic ‘unleaded 95’ and those using diesel fall into the broad category of internal combustion engines. Even at the end of the last century, electric-powered cars were still a rather experimental niche, which is perhaps surprising given that the beginning of the development of these vehicles dates back to the first half of the 19th century [1]. For many decades, however, societies failed to recognise the need for rapid advances in electromobility technology as a result of widespread access to oil and the low production costs of internal combustion engines [2]. As late as the mid-20th century, few people recognised the dangers of excessive carbon dioxide emissions into the atmosphere. Public ignorance in this regard is by no means the result of ignorance – the term “global warming” did not appear in the scientific literature for the first time until 8 August 1975 in Wallace Broecker’s article “Climate Change: Are We on the Brink of a Pronounced Global Warming?”[3]. Today, therefore, taking advantage of technological developments, the consumer looking for a car still has a third option besides internal combustion engines – the choice of an electric vehicle. While the differences between diesel and petrol are not so stark, both being based on the generation of energy by moving pistons, the technology of electric cars is based on a completely different mode of operation. The electric motor in a car functions in a completely different way to the internal combustion engine, which makes it unnecessary to use pistons and a crankshaft [4]. It consists of two main components, i.e. a rotor and a stator, and mechanical energy is generated by electromagnetic induction. The rotor rotating around an axis generates motion, which is transmitted to the drive shaft, which in turn transmits mechanical energy to the wheels of the car [5]. In this way, an electric car can move without the need for an internal combustion engine and its operation is based on the use of electrical energy stored in batteries.
Passenger electric cars – economy or gadget?
Without taking into account the public subsidies in place, is the purchase of an electric car really worthwhile? According to a study by the Energy Development Agency S.A. (a Polish company set up to carry out statistical and analytical research in the field of energy) 2022, the current cost of purchasing these vehicles is considerable, and the difference between the same models of internal combustion engine cars and electric cars is too high to be amortised by the savings from cheaper charging [6]. As part of the aforementioned analysis, electric cars such as the Opel Corsa were compared with their combustion-engined counterparts (the standard Opel Corsa), or with other vehicles with a similar purpose. In the process of assessing the Total Cost of Ownership, various factors such as the cost of purchase, insurance, servicing and the cost of charging or refuelling were analysed to determine which vehicle was more cost-effective in the long term. Under these assumptions, the study found that even charging with free energy from personal photovoltaic panels does not make electric cars unequivocally cost-effective.
The above theses seem to be reflected in reality. As reported by the Business Insider portal, citing the words of the director of the Polish Alternative Fuels Association, Maciej Mazur, in 2023, the number of registrations of new all-electric cars (BEVs) in Poland may reach 20,000 to 24,000 units, which would account for around 5-6% of all new car registrations [7]. This means that we will reach the level that Western Europe reached three years ago. Not coincidentally, the highest percentage of ‘electrics’ in relation to total new car sales can be found in countries with high living and earning standards, such as Norway (86%), Iceland (64%), Sweden (47%), Denmark (35%), Finland (32%), the Netherlands (30%), Germany (27%) and Switzerland (22%) [8].
Infrastructure problems
The lack of a sufficient number of chargers is often cited as one of the main problems facing EV owners in our country. Based on data from the source of the Electromobility Counter, it can be concluded that at the end of February 2023, 66 685 electric passenger cars were on the roads in Poland [9]. This indicates a gradual increase in the popularity of electromobility in Poland, which is in line with the global trend of reducing emissions and promoting the operation of cleaner vehicles. The issue of infrastructure in the form of the number of charging points, especially against the backdrop of our western neighbours, may raise concerns. At the end of February 2023. Poland had 2612 publicly accessible charging stations for electric vehicles, offering a total of 5266 charging points. Of this number, 29% were direct current (DC) fast charging stations and the remaining 71% were slow alternating current (AC) chargers of up to 22 kW [10]. Data cited by autobaza.pl shows that there are around 90 000 electric vehicle charging stations in the Netherlands alone. The relatively fast rate of growth in the installation of new charging points is cause for hope. According to plans, Poland intends to have more than 41,000 new public charging points in operation by 2025 [11]. This planned number is approximately eight times greater than the current number, which certainly reflects a desire to develop the electromobility infrastructure in the country. With what effect? That remains to be seen over the next decade.
So, at the moment, passenger cars in Poland are rather, from a purely economic perspective, not obviously a viable investment. However, the issue of purchasing electric vans is different. According to the already quoted report by the Energy Development Agency, it is possible to choose an electric van with similar parameters and application, which will be an economically more attractive alternative. It is also worth remembering that electrically-powered transport itself has already been present in the Polish landscape for more than 80 years, but it can be seen not on the asphalt, but on the tracks. 83 years ago, the first electric train was launched in Poland. On 15 December 1936, the Polish State Railways opened fully electrified railway routes from Warsaw to Otwock and from Warsaw to Pruszków [12]. Today, the universality of electric railways is a matter of course.
Public authorities encourage
The development of electromobility stimulates economic growth, contributes to reducing the release of harmful substances into the atmosphere and is a positive sign of the country’s technological progress. In order to properly consider the issue of the cost-effectiveness of buying an electric car, it is also necessary to take into account any programmes offered by national or EU authorities, including both direct purchase subsidies and other privileges for owners of electric vehicles.
The main direct support programme that can be used in Poland to obtain subsidies for the purchase of an electric car is the ‘My Electric’ programme. – an initiative of the National Fund for Environmental Protection and Water Management, implemented between 2021 and 2025. It aims to support the purchase of zero-emission vehicles in order to reduce the use of fuels that emit harmful substances into the atmosphere and improve air quality in Poland. There is a grant of PLN 18,750 for individuals and PLN 27,000 for Large Family Card holders. For applicants who are not natural persons, the amount of subsidy depends on the vehicle category and average annual mileage.
In the past, however, there were also:
- The ‘Green Car’ programme – offered subsidies for the purchase of electric passenger cars to reduce air pollution emissions associated with private transport. The total budget of the programme was PLN 37.5 million from NFOŚiGW. Individuals could receive a grant of up to PLN 18,750, with no more than 15% of eligible costs incurred after 1 May 2020. cars.
- The ‘eVAN’ programme – offered subsidies to entrepreneurs for the purchase of electric vans (category N1), with a budget of PLN 70 million and the possibility of subsidising 1,000 such investments. Entrepreneurs could receive grants of up to 30% of eligible costs (maximum PLN 70,000) for the purchase or leasing of electric delivery vehicles.
- The “KOLIBER” programme – a pilot project to promote electric taxis. The programme had a budget of PLN 40 million and was aimed at micro, small or medium-sized entrepreneurs with a passenger transport licence. The programme provided a grant or loan for the purchase/leasing of 1,000 electric taxis (M1 category) and 1,000 wall box home chargers. Applicants could apply for a grant of up to 20 per cent of eligible costs (maximum PLN 25,000, with a maximum eligible cost of purchasing and installing a charging point of PLN 150,000).
Good prospects?
The development of electromobility has revolutionised the short-distance personal transport system, as we have already written about in a separate article on electric scooters [14]. But how will this technological phenomenon affect the passenger car market? From observation of trends taking place in the European Union, we can forecast a gradual popularisation of electric cars on the Polish market as well. At present, however, due to historical and economic conditions, the majority of Poles do not have enough money to afford the “luxury” that green-energy-powered cars represent at the present time. According to a survey conducted by the rankomat.pl portal, 31% of the survey participants have insufficient budget to purchase an electric car, 18% of people claim that even after selling their current car they will not be able to afford it; while 13% of the respondents can spend a maximum of PLN 10 000 on this purpose. [15]. Economic development and societal affluence take time, so the possible chances for an increase in the uptake of electric vehicles should be seen primarily in the drop in their prices, which will hopefully take place within the next decade. Certainly, infrastructure development will also play an important role in this process, mainly related to the wider availability of charging stations, which do not yet exist.
REFERENCES:
[1] https://efl.pl/pl/biznes-i-ty/artykuly/historia-samochodow-elektrycznych
[2] https://pspa.com.pl/wp-content/uploads/2020/08/kompendium_elektromobilnosci_raport_2020_S.pdf
[3] https://www.science.org/doi/10.1126/science.189.4201.460
[4] https://automotyw.com/jak-dziala-silnik-spalinowy/
[5] https://www.skoda-auto.pl/samochody-elektryczne/jak-dziala-samochod-elektryczny
[6] https://www.are.waw.pl/badania-statystyczne
[7]https://businessinsider.com.pl/technologie/motoryzacja/jestesmy-lata-za-europa-zachodnia-oto-dane-o-elektrykach-w-polsce/jd8cy1l
[8] https://www.teraz-srodowisko.pl/aktualnosci/iea-elektromobilnosc-dane-2021-11936.html
[9] https://www.rynekelektryczny.pl/infrastruktura-ladowania-pojazdow-elektrycznych/
[10]https://pspa.com.pl/2023/informacja/licznik-elektromobilnosci-wyrazny-wzrost-liczby-szybkich-stacji-ladowania-od-poczatku-2023-r/
[11]https://www.wnp.pl/energetyka/polska-w-ogonie-europy-liczba-ladowarek-do-elektrykow-musi-wzrosnac,697222.html
[12]https://www.polskieradio.pl/39/156/artykul/2422483,83-lata-temu-wyjechal-w-trase-pierwszy-pociag-elektryczny-w-polsce
[13]https://www.teraz-srodowisko.pl/aktualnosci/nabor-wnioski-elektromobilnosc-zielony-samochod-e-VAN-koliber-8835.html
[14]https://prawodronow.pl/smart-mobility/regulacja-prawna-uzywania-hulajnog-elektrycznych-przepisy-krajowe-na-tle-rozwiazanwybranych-panstw-europejskich/
[15] https://www.motofaktor.pl/31-polakow-nie-stac-nawet-na-uzywanego-elektryka/
SOURCES:
– legal acts:
- Act of 11 January 2018 on electromobility and alternative fuels (Journal of Laws 2022, item 1083, as amended).
- Act of 25 August 2006 on the system of monitoring and controlling fuel quality (i.e. Journal of Laws 2022, item 1315, as amended).
– other:
- Pieriegud Jana , Gajewski Jerzy , Paprocki Wojciech – Elektromobility in Poland against the background of European and global tenations; published by CeDeWu Sp. z o.o. 2019 r.
- Kwiatkiewicz Piotr , Szczerbowski Radosław , Śledzik Waldemar – Electromobility. Infrastructure environment and technical challenges of intra-regional policy; FNCE 2020 ed.
