Operation of New Energy Vehicles

Abstract

This Chapter, based on the real-time operation data of millions of NEVs on the National Monitoring and Management Platform, analyzes the operation characteristics of vehicles in the seven major segments, including private cars, e-taxis, taxis, cars for sharing and rental service, logistics vehicles, buses, and heavy-duty trucks, providing important bases and references for the study and evaluation of the operation rules of NEVs and the establishment of an intelligent low-carbon traffic system.

This chapter, based on the real-time operation data of millions of NEVs on the National Monitoring and Management Platform, analyzes the operation characteristics of vehicles in the seven major segments, including private cars, e-taxis, taxis, cars for sharing and rental service, logistics vehicles, buses, and heavy-duty trucks, providing important bases and references for the study and evaluation of the operation rules of NEVs and the establishment of an intelligent low-carbon traffic system.

4.1 NEV Online Rate in 2022

Vehicle online rate refers to the ratio of the number of vehicles running in the current period to the cumulative vehicle access, which reflects the use of vehicles in the current period. The higher the online rate of the vehicle, the higher the demand for the use of the vehicle and the higher the utilization rate of the vehicle. On the contrary, it means there is a certain idle situation of vehicles in the current period. Through an analysis of the overall online rate of BEVs on the National Monitoring and Management Platform and the vehicle online rate in key markets in the past three years, this Section summarizes the current utilization rate of NEVs in China’s NEV market.

4.1.1 Vehicle Online Rate in China

The average monthly online rate of NEVs in 2022 was 84.8%, with a constant increase for two years straight.

The average monthly online rate of NEVs in China was gradually stabilized. According to the data from the past three years, the average monthly online rate in 2020 increased to 84.8% by 3.7 percentage points from 2020 and 3 percentage points from 2021 (Table 4.1).

Table 4.1 Average monthly online rate in China

According to the monthly online rate distribution of vehicles over the years (Fig. 4.1), the online rate was low in April due to the pandemic and then returned to stable entering June 2022, indicating a stabilized use rate of vehicles.

Fig. 4.1

Monthly online rate of NEVs in China

By driving type, PHEVs had a higher online rate than BEVs and FCEVs.

As seen from Table 4.2, the average online rate of PHEVs in 2022 was significantly higher than that of BEVs and FCEVs, indicating a higher use rate of PHEVs, followed by BEVs with the average monthly online rate of 83.7% and FCEVs at 48.5%.

Table 4.2 Average online rate of China in 2022—by driving type

4.1.2 Online Rate in Each Region of China

The online rate in all the regions of China increased compared to 2021, of which the average monthly online rate in South China was the highest.

In terms of the average monthly online rate across all regions of China (Fig. 4.2), the average monthly online rate of NEVs across all regions of China in 2022 increased slightly over 2021. In 2022, the average monthly online rate of NEVs in South China and Northeast China was 88% and 86.8% respectively, higher than that in other regions. South China featured a high online rate of NEVs, with higher frequency of vehicle attendance and intensity of operation. The high online rate in Northeast China was partly due to the higher proportion of new energy commercial vehicles accessed and the regular operations, which increased vehicle attendance to a certain extent (Fig. 4.3).

Fig. 4.2

Average monthly online rate of new energy vehicles in various regions of China

Fig. 4.3

Proportion of cumulative access volume of new energy vehicles of different types in China

4.1.3 Online Rate in Cities at All Tiers in China

NEVs were more active in low-tier cities, significantly higher than first-and second-tier cities.

Judging from the average monthly online rate of vehicles in cities at all tiers in China, the average monthly online rate of vehicles in cities at all tiers kept increasing yearly. Compared with other triers, the difference in the average monthly online rate of NEVs in first-tier cities over the years gradually stabilized (Fig. 4.4). The online rate of fourth- and fifth-tier cities was significantly higher than that of the first- and second-tier cities, indicating a higher demand of travel with NEVs since the promotion of NEVs in the fourth- and fifth-tier cities was mainly affected by the internal driving force of the market. Meanwhile, the base of NEV holdings in fourth- and fifth-tier cities was relatively small, making it an essential area for future promotion of NEVs.

Fig. 4.4

Average monthly online rate of new energy vehicles in cities at all tiers in China over the years

4.1.4 Online Rate of Vehicles in Each Segment

In 2022, the average monthly online rate of e-taxis remained high, and that of private cars and heavy-duty trucks grew steadily with high activity.

In terms of online rate for key segments (Fig. 4.5), e-taxis recorded the highest average monthly online rate for the second consecutive year, exceeding 95% in both 2021 and 2022. The annual changes in online rate indicated a year-on-year increase of average monthly online rates for private cars and heavy-duty trucks. New energy private cars have basically met the needs of users for traveling, with the online getting stabilized over the years. Heavy-duty trucks became more active due to the rapid market promotion and increase in number of new vehicles in the past two years. The online rate may truthfully reflect the user's actual demand for vehicles. As for buses, due to the rapid introduction of NEV buses, some of them were close to decommissioning, which resulted in a smaller number of operating buses. In the market of the cars for sharing, due to the impact of the pandemic, the user demand declined, which impacted the activity to some extent.

Fig. 4.5

Average monthly online rate of new energy vehicles in key segments

4.2 Operation Characteristics of Vehicles in Key Segments

This Section studies the operation characteristics of vehicles in key segments and summarizes the features of users’ traveling, with an aim to provide an essential basis for the transition of the NEV industry from the policy-driven mode to the market-driven mode. In this Section, NEV market is divided into seven segments for further analysis, namely private cars, e-taxis, taxis, cars for sharing, logistics vehicles, buses, and heavy-duty trucks. It summarizes the average single-trip travel characteristics, average daily travel characteristics, and average monthly travel characteristics of vehicles in those segments to obtain the operation characteristics of different segments, with the specific indicators and the descriptions as shown in Table 4.3.

Table 4.3 Indicators of NEV market operation characteristics

4.2.1 Operation Characteristics of Private Cars

• (1) Average single-trip travel characteristics of private cars

The average single-trip travel duration of private cars in 2022 was 0.55 h, less than that recorded in 2021.

According to the data over the years, in 2021, the average single-trip travel duration of private cars was 0.55 h, with a decrease of 0.8 h from 2021 and an increase of 0.13 h over 2020 (Table 4.4).

Table 4.4 Average single-trip travel duration of private cars over the years

The average single-trip travel duration of private cars was mainly within 1 h, and the proportion of vehicles with an average single-trip travel duration of more than 1 h increased.

In terms of the distribution of average single-trip travel durations (Fig. 4.6), the proportion of vehicles with average single-trip travel duration of 1 h or less has been higher than 80% since 2020. In terms of the distribution of average single-trip driving durations of private cars over the years, the proportion of those exceeding 1 h was 15.5%, with a significant increase over 2021.

Fig. 4.6

Distribution of private cars of different average single-trip travel durations—by year

The average single-trip driving duration of private cars in the first-tier cities was mainly between 0.5 h and 1 h, while that in other tiers was basically within 0.5 h.

Based on the distribution of the average single-trip driving durations of private cars at all tiers of cities (Fig. 4.7), the average single-trip driving duration of private cars in the first-tier cities was mainly between 0.5 h and 1 h, holding a proportion of 57.4%, while that in other tiers was basically within 0.5 h in a proportion of more than 40%.

Fig. 4.7

Distribution of private cars of average single-trip travel durations in 2022—by city tier

The average single-trip mileage of private cars in 2022 was basically the same as that in 2021.

According to the average single-trip mileage of private cars over the years (Table 4.5), such value in 2021 was 14.39 km, basically the same as that in 2021. By the proportion of vehicles with an average single-trip mileage (Fig. 4.8), the single-trip mileage of private cars was mainly within 20 km, holding a proportion of 80% for years.

Table 4.5 Average single-trip mileage of private cars over the years

Fig. 4.8

Distribution of private cars of different average single-trip mileages—by year

As per the distribution of average single-trip mileage of private cars in different tiers of cities (Fig. 4.9), the average single-trip mileage in major cities fell within 20 km. By city, the distribution of average single-trip mileage of private cars in the first-tier cities was different from that of other cities. In 2022, the private cars with higher average single-trip mileage in the firs-tier cities held larger proportion, of which those with average single-trip mileage exceeding 20 km accounting for 33.87%, which is significantly higher than that in other tiers of cities.

Fig. 4.9

Distribution of private cars of different average single-trip mileages in 2022—by city tier

• (2) Average daily travel characteristics of private cars

The average daily travel duration of private cars in 2022 was 1.64 h, basically the same as that in 2020 and 2021.

The average daily travel duration of private cars in 2022 was 1.64 h, basically the same as that in 2020 and 2021 (Table 4.6). Form the average daily travel duration of private cars in each month of 2022 (Fig. 4.10), the lowest record was logged in April; and after May, such value became and maintained stable.

Table 4.6 Average daily travel duration of private cars-average

Fig. 4.10

Monthly average of average daily travel duration of private cars over the years

The average daily travel duration of private cars mainly fell into the range of 1–2 h, during which the proportion of vehicles remained above 45% over the years. In terms of annual changes (Fig. 4.11), the percentage of private cars with average daily travel duration within 2 h to 3 h in 2022 was 67.47%, with a stable increase from 2020 and 2021.

Fig. 4.11

Distribution of private cars of different average daily travel durations—by year

The average daily mileage of private cars in 2022 was 36.07 km, showing a decrease from 2020 and 2021.

The average daily mileage of private cars in a single trip in 2022 was 34.07 km, showing a significant downward trend from 2020 and 2021 (Table 4.7). Upon comparison with the average daily mileage of private cars over the years (Fig. 4.12), it can be concluded that the average daily mileage of private cars was mainly in the range of 10–40 km, of which the percentage of those with average daily mileage in the range of 10–40 km in 2022 reached 60.04%. In addition, the distribution of vehicles with an average daily mileage of 40 km or more showed a significant long-tail effect, suggesting that private cars for long-distance trips accounted for a high proportion.

Table 4.7 Average daily mileage of private cars

Fig. 4.12

Distribution of private cars of average daily mileage—by year

By city (Fig. 4.13), there were more private cars of medium and high average daily mileages in first-tier, new first-tier, and second-tier cities than other tiers of cities. The proportion of private cars with average daily mileage of 30 km or more in first-tier, new first-tier and second-tier cities was over 50%, versus 40% recorded in other tiers of cities, which indicated that size and traffic congestion of cities had a certain impact on the average daily mileage of private cars.

Fig. 4.13

Distribution of private cars of average daily mileage in 2022—by city tier

The driving time of private cars exhibited a “double-peak” characteristic, and the primary use was still commuting.

As the distribution shows (Fig. 4.14), the traffic of private cars mainly peaks at two periods, namely 07:00–09:00 and 17:00–18:00. During the morning rush hours, the traffic of private cars climbed rapidly after 7:00, especially from 7:00 to 9:00 when over 20% private cars were driving on the road. During the evening rush hour, the traffic of private cars was mainly between 17:00 and 18:00 when over 30% private cars were on the road. The distribution of private cars driving within the whole day over the years showed a higher percentage of private cars driving during the daytime in 2022 over the last three years.

Fig. 4.14

Distribution of NEV private cars in different periods of time of the day over the years

According to the distribution of private cars driving on the road in different periods of time of a day in cities of all tiers (Fig. 4.15), the proportion of those driving during the daytime in first-tier cities was significantly lower than that in cities of other tier; the proportion of those driving during the daytime in second-tier cities was significantly higher than that in cities of other tiers; and the proportion of those driving during the morning rush hours in the new first-tier cities and second-tier cities was higher.

Fig. 4.15

Distribution of NEV private cars in different periods of time of the day in 2022

• (3) Average monthly travel characteristics of private cars

The average number of travel days for private cars basically remained at around 18 days.

The data shows that the average number of monthly travel days for private cars in 2022 was 18.06, a slight decrease from 2020 and 2021 (Table 4.8). According to the distribution of the average monthly travel days of private cars over the years (Fig. 4.16), such number in 2022 mainly ranged from 10 to 25 days, with the proportion of private cars involved reaching 70.84%. Compared to 2020 and 2021, the percentage of private cars with average monthly travel days of more than 25 days lowered in 2022.

Table 4.8 Average monthly travel days of private cars-average

Fig. 4.16

Distribution of private cars of different average monthly travel days—by year

In 2021, the average monthly mileage of private cars was 730.9 km, showing a decrease from 2020 and 2021 (Table 4.9).

Table 4.9 Average monthly mileage of private cars-average

As a result of the pandemic, the average monthly mileage of private cars in 2022 was 730.9 km, a slight decrease from the past two years. According to the distribution of the average monthly mileage of private cars (Fig. 4.17), the average monthly mileage of private cars over the years was mainly within 1000 km, with the proportion of private cars involved exceeding 60%.

Fig. 4.17

Distribution of private cars of different average monthly mileages—by year

4.2.2 Operation Characteristics of E-taxis

• (1) Average daily travel characteristics of e-taxis

The daily travel duration of e-taxis in 2022 was 6.48 h, with a slight increase over 2020 and 2021.

In 2022, the average daily travel duration of e-taxis was 6.48 h (Table 4.10), an increase of 6.2% and 2.2% from 2020 and 2021, respectively. In terms of the distribution of average daily travel duration (Fig. 4.18), the proportion of e-taxis with average daily travel duration between 4 and 6 h in 2022 increased significantly over 2020 and 2021.

Table 4.10 Average daily travel duration of e-taxis-average

Fig. 4.18

Distribution of e-taxis of different average daily travel durations—by year

As shown in Fig. 4.19, the percentage of e-taxis with average daily travel duration exceeding 6 h in first-tier and new first-tier cities was lower than that in other tiers of cities.

Fig. 4.19

Distribution of e-taxis of different average daily travel durations in 2022—by city tier

The average daily mileage of e-taxis was mainly 150–250 km.

According to the data over the years, the average daily mileage of e-taxis was 188.39 km in 2022, with an increase of 19.4% and 11.8% from 2019 and 2020, respectively (Table 4.11). According to changes of average daily mileage over the years (Fig. 4.20), the average daily mileage of e-taxis remained stable following May 2022, showing a significant increase in users’ willingness and demand for travel.

Table 4.11 Average daily mileage of e-taxis-average

Fig. 4.20

Monthly average of average daily mileage of e-taxis over the years

From the distribution of the average daily mileage of e-taxis over the years (Fig. 4.21), the average daily mileage of e-taxis was within 150–200 km, with the proportion exceeding 43.5%. By the tier of cities (Fig. 4.22), the e-taxis in low mileage ranges of first-tier, new first-tier, and second-tier cities held a higher proportion, while the proportion of e-taxis in high mileage ranges was higher in the other tiers of cities.

Fig. 4.21

Distribution of e-taxis of different average daily mileages—by year

Fig. 4.22

Distribution of e-taxis of different average daily mileages in 2022—by city tier

The driving time of e-taxis was mainly between 7:00 and 21:00, during which the proportion of vehicles in operation was over 40% in each period of time.

According to the distribution of vehicles operating at different periods of time within a day (Fig. 4.23), the period for e-taxis in operation during the day were mainly from 07:00 to 21:00, without any significant peak. The number of e-taxis on the road at different periods accounted for more than 40%. By the changes over the years, the proportion of vehicles in operation in 2021 and 2022 was significantly higher than that in 2020.

Fig. 4.23

Distribution of new energy e-taxis of different driving times within the day—by year

In lower-tier cities, e-taxis highlighted more on economic operation with a higher number in operation.

There is a significant difference in the proportion of the number of new energy e-taxis running during the daytime in different tiers of cities (Fig. 4.24). The proportion of e-taxis traveling during all the periods of time during the day in the second-tier to fifth-tier cities was significantly higher than that in the first-tier and new first-tier cities, and owners of new energy e-taxis in lower tiers of cities stressed more on economy with a higher number of e-taxis in operation.

Fig. 4.24

Distribution of new energy e-taxis of different driving times within the day in 2022

• (2) Average monthly travel characteristics of e-taxis

The average monthly travel days of the e-taxis increased steadily over the previous two years to 24.76 days.

In 2022, the average monthly travel days of e-taxis was 24.76 days, with a steady increase over 2020 and 2021 (Table 4.12). From the distribution of average monthly travel days over the years (Fig. 4.25), such number of e-taxis was mostly higher than 20 days, of which the proportion of e-taxis all exceeded 60%. By city tier (Fig. 4.26), the average monthly travel days of e-taxis in first-tier cities fell in the range of 20 days to 25 days, with the percentage reaching 34.24%,; while the number in other tiers of cities was basically the same.

Table 4.12 Average monthly travel days of e-taxis-average

Fig. 4.25

Distribution of e-taxis of different average monthly travel days—by year

Fig. 4.26

Distribution of e-taxis of different average monthly travel days in 2022—by city tier

In 2022, the average monthly mileage of e-taxis was 4308.68 km, basically the same as that in 2021.

According to the average monthly mileage over the years (Table 4.13), the average monthly mileage of e-taxis in 2022 was 4308.68 km, basically the same as that in 2021.

Table 4.13 Average monthly mileage of e-taxis-average

As the distribution indicates (Fig. 4.27), the average monthly mileage of e-taxis was mainly over 3000 km, with a proportion exceeding 60% over the years. Among them, the e-taxis with an average monthly mileage exceeding 3000 km accounted for 77.6% in 2022, up by 14.7 percentage points and 4.9 percentage points over 2020 and 2021, respectively. In terms of city tier (Fig. 4.28), the average monthly mileage of e-taxis in first-tier cities was mainly from 3000 to 5000 km, with the proportion of 55.9%, which is significantly higher than that of other tiers of cities.

Fig. 4.27

Distribution of e-taxis of different average monthly mileages—by year

Fig. 4.28

Distribution of e-taxis of different average monthly mileages in 2022

4.2.3 Operation Characteristics of Taxis

• (1) Average daily travel characteristics of taxis

The average daily travel duration of taxis in 2022 was 7.02 h, with a slight decrease from 2021.

In 2022, the average daily travel duration of taxis in 2022 was 7.02 h, a decrease of 4.6% and 14.1% compared to 2020 and 2021, respectively (Table 4.14). From the distribution of average daily travel duration of taxis (Fig. 4.29), the proportion of taxis with average daily travel duration of at least 8 h was 37.67% in 2022, a decrease from 2020 and 2021.

Table 4.14 Average daily travel duration of taxis-average

Fig. 4.29

Distribution of taxis of different average daily travel durations—by year

Average daily mileage of taxis in 2022 went down compared to 2021.

As per average daily travel mileage of taxis over the years, such mileage of taxis in 2022 was 193.24 km, slightly lower than the average mileage in 2021, but 3.6% higher than that in 2020 (Table 4.15). According to the monthly changes in average daily mileage over the years (Fig. 4.30), the average monthly mileage was relatively low around in April 2022 due to the recurrence of pandemic events, and taxi operation slowly recovered from May.

Table 4.15 Average daily mileage of taxis-average

Fig. 4.30

Monthly average of average daily mileage of taxis over the years

From the distribution of the average daily mileage of taxis over the years (Fig. 4.31), the average daily mileage of taxis in 2022 mainly fell in the range of 100–250 km, with the proportion of more than half of the total over the years. By the city tier (Fig. 4.32), in 2022, the average daily mileage of taxis in first-tier cities was mainly from 150 to 200 km, accounting for 27.47% of the total; while that in fourth-tier and fifth-tier cities mainly centered on high mileages, with the proportion of taxis with average daily mileage exceeding 200 km at 56.44% and 59.93%, respectively, which is significantly higher than that in other tiers of cities.

Fig. 4.31

Distribution of taxis of different average daily mileages—by year

Fig. 4.32

Distribution of taxis of different average daily mileages in 2020—by city tier

Taxis were mainly running in the period from 07:00 to 21:00 throughout the day, with more than 40% of the vehicles traveling in each of the hours within such period.

According to the distribution of taxis running at all times of the day (Fig. 4.33), most of the such taxis were mainly in operation from 07:00 to 21:00. In 2021, the proportion of taxis running at all times of the day was relatively high, and that of taxis running in the peak hours in the afternoon was close to 60%. In respect of the distribution of taxis running in the nighttime, the proportion of taxis driving in the early morning remained essentially at about 10%, higher than other driving at the same time of day.

Fig. 4.33

Distribution of new energy taxis of different driving times—by year

The proportion of new energy taxis running in cities of the second tier or lower was significantly higher than that in first-tier and new first-tier cities.

The proportion of new energy taxis running in different tiers of cities varied significantly (Fig. 4.34). The proportion of new energy taxis running in cities of the second tier or lower was significantly higher than that in first-tier and new first-tier cities. The proportion of taxis running during the daytime in the fifth-tier cities was basically above 50%, while that in first-tier cities was basically around 45%.

Fig. 4.34

Distribution of new energy taxis of different driving times in 2022

• (2) Average monthly travel characteristics of taxis

The average monthly travel days of taxis in 2022 totaled 21.41, a slight decrease from 2020 and 2021.

In terms of the average monthly travel days of taxis over the years, the average monthly travel days of taxis in 2022 totaled 21.41 days, indicating a slight decrease from 2020 and 2021 (Table 4.16). Taxi operation was affected to some extent due to the pandemic. The data (Fig. 4.35) shows that the average monthly travel days of taxis in 2022 was dispersed in distribution, with a higher proportion of the taxis running less than 10 days per month compared to the previous two years.

Table 4.16 Average monthly travel days of taxis-average

Fig. 4.35

Distribution of taxis of different average monthly travel days-by year

The average monthly mileage of taxis in 2022 was 4281.64 km, a decrease year on year (Table 4.17).

Table 4.17 Average monthly mileage of taxis over the years

From the distribution of average monthly mileage (Fig. 4.36), the distribution of taxis in each mileage was relatively even in 2022. The proportion of taxis with an average monthly mileage of more than 3000 km decreased compared to 2020 and 2021, while that with an average monthly mileage in the 2000–5000 km was 69.8%, up by 16.2 percentage points and 29.1 percentage points compared to 2020 and 2021, respectively.

Fig. 4.36

Distribution of taxis of different monthly mileages-by year

4.2.4 Operation Characteristics of Cars for Sharing

• (1) Average single-trip travel characteristics of cars for sharing

In 2022, the average single-trip travel duration of cars for sharing was 0.81 h showing a decrease from 2021.

The average single-trip travel duration of cars for sharing was 0.81 h in 2022, down 39.7% from 2021, but up 39.7% over 2020 (Table 4.18). The cars for sharing held a relatively higher proportion among the vehicles for medium- and long-distance trips (Fig. 4.37). The proportion of cars for sharing with average driving duration of 0.5–1.5 h was 56.46% in 2022, up 18.58 percentage points and 19.64 percentage points compared to 2020 and 2021, respectively.

Table 4.18 Average single-trip travel duration of cars for sharing-average

Fig. 4.37

Distribution of cars for sharing of different average single-trip travel durations—by year

By city tier, the proportion of cars for sharing with an average single-trip travel duration of 1–1.5 h in first-tier cities was significantly higher than that in other tiers of cities; the average single-trip travel duration of the cars for sharing in new first-tier, second-tier, and third-tier cities was mainly concentrated in 0.5–1 h; and the proportion of cars for sharing with single-trip travel duration exceeding 1.5 h was higher in fourth-tier and fifth-tier cities (Fig. 4.38).

Fig. 4.38

Distribution of cars for sharing of different average single-trip travel durations in 2022—by city tier

In 2022, the average single-trip mileage of cars for sharing was 24.74 km, showing a decrease from 2021.

In terms of the average single-trip mileage over the years, that of cars for sharing in 2022 was 24.74 km, with a slight decrease from 2021, but an increase of 18.7% over 2020 (Table 4.19). Over the past three years, the average single-trip mileage of cars for sharing had been shifting the mileages of 20 km or more as a whole. In 2022, the proportion of the cars with average single-trip mileage in 20–50 km reached 61.29%, with a significant increase from the previous two years (Fig. 4.39).

Table 4.19 Average single-trip mileage of cars for sharing-average

Fig. 4.39

Distribution of cars for sharing of different average single-trip mileages—by year

By city tier (Fig. 4.40), the proportion of cars for sharing with average single-trip mileage in 20–30 km was far higher in first-tier, new first-tier, and second-tier cities than in other tiers; while the cars for sharing in the fourth-tier and fifth-tier cities mainly fell within the range of 30–40 km.

Fig. 4.40

Distribution of cars for sharing of different average single-trip mileages in 2022—by city tier

• (2) Average daily travel characteristics of cars for sharing

In 2022, the average daily travel duration of cars for sharing was 4.45 h, with a slight decrease compared with that in 2021.

The market of cars for sharing started to recover in 2021, with average daily travel duration reaching 5.06 h, a significant increase over 2020. In 2022, the average daily travel duration of cars for sharing declined by 12.06% year-on-year due to the pandemic, but still recorded a significant growth from 2020 (Table 4.20).

Table 4.20 Average daily travel duration of cars for sharing-average

With respect to the average daily travel duration per month over the years (Fig. 4.41), the distribution of average daily travel durations of cars for sharing was relevant stable by month in 2021 and 2022. The average daily travel duration of cars for sharing in each month of 2022 was higher than 4 h. However, the average daily travel duration of cars for sharing was relatively low in winter due to battery performance degradation.

Fig. 4.41

Monthly average of average daily travel duration of cars for sharing over the years

The average daily travel duration of cars for sharing was evenly distributed in 2022 (Fig. 4.42). The proportion of cars for sharing with an average daily travel duration of less than 2 h decreased over previous years, while that of an average daily travel duration of 2–7 h significantly increased over previous years, indicating a great improvement of turnover and utilization of the market of cars for sharing in 2022.

Fig. 4.42

Distribution of cars for sharing of different average daily travel durations—by year

Regarding the distribution of average daily travel duration of cars for sharing by city tier (Fig. 4.43), there were more cars for sharing in third-tier cities in 2022 with average daily travel duration within 4 h and more in fifth-tier cities within 6 h, indicating that more users of cars for sharing have demands for medium- and long-distance travel.

Fig. 4.43

Distribution of cars for sharing of different average daily travel durations in 2022—by city tier

In 2022, the average daily mileage of cars for sharing was 102.85 km, and most of the cars for sharing are used long-distance travel.

The market of cars for sharing witnessed a resurgence in average daily mileage. The average daily mileage of cars for sharing in 2022 was 102.85 km, an increase of 3.2% (Table 4.21) compared to 2020, but lower than the data for taxis and e-taxis in the same period (188.39 km and 193.24 km). Unlike taxis and e-taxis, no empty load was found in the cars for sharing. If the average daily mileage of cars for sharing reaches the level of e-taxis, it could be assumed that the cars for sharing are more efficient in operation and more profitable under the same conditions.

Table 4.21 Average daily mileage of cars for sharing

In the light of the distribution of average daily mileage (Fig. 4.44), the proportion of cars for sharing with average daily mileage in the range of 50–150 km was 60.11% in 2022, up by 12.43 percentage points and 30.06 percentage points compared with 2020 and 2021, respectively. By city tier, the distribution of average daily mileages of cars for sharing in first-tier and fifth-tier cities differed significantly from that in other tiers of cities (Fig. 4.45).

Fig. 4.44

Distribution of cars for sharing of different average daily mileages—by year

Fig. 4.45

Distribution cars for sharing of different average daily mileages in 2022—by city tier

Cars for sharing were mainly running in the period from 8:00 to 20:00 throughout the day Point, with more than 30% of the vehicles traveling in each of the hours within such period.

According to the distribution of cars for sharing running in each hour throughout the day (Fig. 4.46), most of the cars were running in the period from 8:00 to 20:00, and the percentage of the number of vehicles running after 7:00 each day in 2021 was significantly higher than that in the same period in 2020 and 2022, showing a higher attendance.

Fig. 4.46

Distribution of cars for sharing of different driving times—by year

• (3) Average monthly travel characteristics of cars for sharing

In 2022, the average monthly travel days of cars for sharing was 19.61, a slight increase compared with 2020 (Table 4.22).

Table 4.22 Average monthly travel days of cars for sharing-average

According to the data over the years (Fig. 4.47), the average monthly travel days of cars for sharing in January to September 2021 exceeded that recorded in 2020; while that in other months of 2022 dropped due to the pandemic.

Fig. 4.47

Average monthly travel days of cars for sharing over the years

As the distribution shows (Fig. 4.48), the proportion of monthly travel days of the cars for sharing was scattered, wherein a certain proportion of cars for sharing was logged for running less than 15 days.

Fig. 4.48

Distribution of cars for sharing of different average monthly travel days—by year

In 2022, the average monthly mileage of cars for sharing was 2892.75 km, with a slight increase over 2020.

In 2022, the average monthly mileage of cars for sharing was 2892.75 km, an increase of 10.7% compared with 2020, but a decrease compared with 2021 (Table 4.23). According to the distribution of average monthly mileage (Fig. 4.49), in 2022, the proportion of cars for sharing with an average monthly mileage of 2000–4000 km increased compared with previous years.

Table 4.23 Average monthly mileage of cars for sharing over the years

Fig. 4.49

Distribution of cars for sharing over the years based on average monthly mileage

4.2.5 Operation Characteristics of Logistics Vehicles

• (1) Average single-trip travel characteristics of logistics trains

The average single-trip travel duration of logistics vehicles in 2021 was 1.05 h, a slight increase compared with that in 2020 and 2021.

In 2022, the average single-trip travel duration of logistics vehicles in 2022 was 1.05 h, a decrease of 128.3% and 20.7% compared to 2020 and 2021, respectively (Table 4.24). From the distribution of average single-trip travel duration of logistics vehicles (Fig. 4.50), the duration for logistics vehicles for a single trip was mainly between 0.5 and 1.5 h, with over 70% vehicles within such period, indicating an increasingly sound operation of new energy logistics vehicles.

Table 4.24 Average single-trip travel duration of logistics vehicles over the years

Fig. 4.50

Distribution of logistics vehicles of different average single-trip travel durations—by year

The average single-trip mileage of logistics vehicles in 2022 was 22.28 h, with a slight increase over 2020 and 2021.

The average single-trip mileage of logistics vehicles increased substantially compared to the past two years (Table 4.25). The average monthly single-trip mileage of logistics vehicles in 2022 was 22.28 km, an increase of 97.3% and 17.5% compared to 2020 and 2021, respectively.

Table 4.25 Average single-trip mileage of logistics vehicles-average

As indicated from the distribution of the average single-trip mileage (Fig. 4.51), the percentage of logistics trips with an average single-trip mileage exceeding 20 km in 2022 was 53.0%, up by 42.4 percentage points and 12.9 percentage points compared with 2020 and 2021, respectively. In terms of city tier, the percentage of logistics vehicles with single-trip mileage of 20–40 km in first-tier cities reached 49.1%, which was significantly higher than that in other tiers of cities, indicating a longer distance of distribution and transportation of logistics vehicles in the first-tier cities (Fig. 4.52).

Fig. 4.51

Distribution of logistics vehicles of different average single-trip mileages—by year

Fig. 4.52

Distribution of logistics vehicles of different average single-trip mileages in 2022—by city tier

• (2) Average daily travel characteristics of logistics vehicles

The average daily travel duration of logistics vehicles kept increasing yearly.

In the past three years, the average daily travel duration of logistics vehicles in China was increasing yearly. In 2022, it reached 4.8 h, an increase of 48.1% and 16.5% over 2020 and 2021, respectively (Table 4.26). In terms of monthly average daily travel duration per month (Fig. 4.53), the duration recorded by logistics vehicles remained essentially even and stable throughout the year except October, November, and December.

Table 4.26 Average daily travel duration of logistics vehicles-Average

Fig. 4.53

Monthly average of average daily travel duration of logistics vehicles—by year

From the distribution of average daily travel durations (Fig. 4.54), the proportion of logistics vehicles with average daily travel duration of more than 4 h gradually increased in 2022. In 2022, the proportion of vehicles with an average daily travel duration of more than 4 h was 68.37%, 34.6 percentage points and 18.2 percentage points higher than that in 2020 and 2021, respectively, indicating a significant increase in average daily travel duration. By city tier (Fig. 4.55), the proportion of vehicles with average daily travel duration of 6–8 h in first-tier cities was 24.62%, significantly larger than that in other tiers of cities. The average daily travel duration of logistics vehicles in fourth- and fifth-tier cities mainly ranged from 2 to 4 h.

Fig. 4.54

Distribution of logistics vehicles of different average daily travel durations—by year

Fig. 4.55

Distribution of logistics vehicles of different average daily travel durations in 2022—by city tier

The average daily mileage of logistics vehicles grew steadily in the past three years.

From the perspective of the average daily mileage of logistics vehicles by year (Table 4.27), the average daily mileage of logistics vehicles in 2022 was 105.97 km, an increase of 22.3% and 12.6% compared with 2019 and 2020, respectively, and the annual average daily mileage of logistics vehicles maintained a steady growth momentum.

Table 4.27 Average daily mileage of logistics vehicles-average

In regard to the distribution of average daily mileage (Fig. 4.56), that of logistics vehicles mainly stayed between 50 to 150 km, with a proportion accounting for more than a half in such period. According to the changes in the distribution of vehicles over the years, the proportion of vehicles with average daily mileage in the range of 50–250 km in 2022 increased significantly from 2021, indicating that some logistics vehicles were gradually transitioning to higher average daily mileage. By city tier (Fig. 4.57), the proportion of vehicles with average daily mileage ranging from 100 to 200 km in first-tier cities was higher than that in other tiers of cities.

Fig. 4.56

Distribution of logistics vehicles of different average daily mileages—by year

Fig. 4.57

Distribution of logistics vehicles of different average daily mileages in 2022—by city tier

Logistics vehicles were mainly running in the period from 8:00 to 18:00 throughout the day, with more than 40% of the vehicles traveling in each of the hours within such period.

In can be concluded from the distribution of logistics vehicles of different driving times (Fig. 4.58) that most of the logistics vehicles were running from 8:00 to 18:00, with a lesser number of logistics vehicles than private cars, taxis, and e-taxis in the morning rush hours. According to the changes in the distribution of logistics vehicles over the years, the proportion of logistics vehicles running in the daytime in 2022 stayed at about 45%, slightly lower than the same period in 2021.

Fig. 4.58

Distribution of new energy logistics vehicles of different driving times—by year

The proportion of new energy logistics vehicles running from 17:00 to 24:00 in first-tier cities was significantly higher than that of vehicles running in the same period in other tiers of cities.

As indicated in Fig. 4.59 on the proportion of new energy logistics vehicles running in different tiers of cities in 2022, most of the vehicles were mainly operating in the daytime, during which the morning rush hours were avoided. In the eyes of the difference in the proportion of new energy logistics vehicles under operation in different tiers of cities, the proportion of those in operation from 17:00 to 24:00 in first-tier cities was significantly higher than that in the same period in other tiers of cities, indicating a higher volume of freight and activity in the first-tier cities.

Fig. 4.59

Distribution of new energy logistics vehicles of different driving times in 2022

• (3) Average monthly travel characteristics of logistics vehicles

The average monthly travel days of logistics vehicles in 2022 totaled 18.28, a slight decrease from 2020 and 2021.

The average monthly travel days for logistics vehicles in 2022 totaled 18.28, with a decrease from 2020 and 2021 (Table 4.28). Affected by the pandemic and other factors, despite the significant increase in daily average travel mileage, the average travel days decreased,

Table 4.28 Average monthly travel days of logistics vehicles-average

It can be seen from the distribution of average monthly travel days (Fig. 4.60) that more than 60% of logistics vehicles in 2021 ran over 20 days per month, indicating a normal operation status. Affected by epidemic situation and other factors, the average monthly travel days of some logistics vehicles in 2022 was similar to that in 2020.

Fig. 4.60

Distribution of logistics vehicles of different average monthly travel days—by year

In 2022, the average monthly mileage of logistics vehicles decreased from 2020 and 2021.

In 2022, the average monthly mileage of logistics vehicles was 2127.15 km, showing a decrease from 2020 and 2021 (Table 4.29). With respect to the distribution of average monthly mileage (Fig. 4.61), the proportion of logistics vehicles with average monthly mileage of 2000–5000 km in 2022 increased from 2020 and 2021, and new energy logistics vehicles were operating towards higher efficiency and normalization. By city tier (Fig. 4.62), those with average monthly mileage exceeding 3000 km in the first-tier cities held a proportion of 39.9%, and the proportion of those with longer mileages in first-tier cities increased faster than that in other tiers of cities.

Table 4.29 Average monthly mileage of logistics vehicles

Fig. 4.61

Distribution of average monthly mileage of logistics vehicles—by year

Fig. 4.62

Distribution of logistics vehicles of different average monthly mileages in 2021—by city tier

4.2.6 Operation Characteristics of Buses

• (1) Average single-trip travel characteristics of buses

In 2022, the single-trip travel duration of buses ranged from 0.5 to 1.5 h, with 1.26 h on average.

The operating route and single-trip travel duration of buses were longer. In 2022, the single-trip travel duration of buses was 1.26 h, higher than that in 2020 (Table 4.30). From the distribution of single-trip travel duration (Fig. 4.63), the proportion of buses with single-trip travel duration of more than 1.0 h increased from 39.93% in 2020 to 57.89% in 2022; in terms of city tier (Fig. 4.64), the proportion of buses with single-trip travel duration of more than 1.5 h in first-tier and new first-tier cities was significantly higher than that in other tiers of cities.

Table 4.30 Average single-trip travel duration of buses—average

Fig. 4.63

Distribution of buses of different average single-trip travel durations—by year

Fig. 4.64

Distribution of buses of different average single-trip travel durations in 2022—by city tier

In 2022, the average single-trip mileage of buses was 25.01 km, basically the same as that in 2021.

In 2022, the average single-trip mileage of buses was 25.01 km basically the same as that in 2021 (Table 4.31). The buses with an average single-trip mileage exceeding 20 km accounted for 60.33% in 2022, up by 10.0 percentage points and 0.6 percentage points over 2020 and 2021, respectively (Fig. 4.65).

Table 4.31 Average single-trip mileage of buses-average

Fig. 4.65

Distribution of buses of different average single-trip mileages—by year

• (2) Average daily travel characteristics of buses

The daily operation of buses featured strong regularity, and the average daily travel duration of buses remained stable at around 6–7 h.

The average daily travel duration of buses remained relatively stable over the years, with an average daily travel duration of 6.65 h in 2022, which is mostly consistent with that in previous years (Table 4.32); the proportion of vehicles with an average daily travel duration of more than 8 h accounted for the majority, reading over 25% (Fig. 4.66). By city tier (Fig. 4.67), the proportion of buses with high daily travel durations in first-tier cities topped the list, and those with an average daily travel duration exceeding 8 h accounted for 35.2%, significantly higher than that in cities of other tiers.

Table 4.32 Average daily travel duration of buses-average

Fig. 4.66

Distribution of buses of different average daily travel durations—by year

Fig. 4.67

Distribution of buses of different average daily travel durations in 2022—by city tier

The average daily mileage of buses was 145.85 km in 2022, basically the same as that in 2021.

The average daily mileage in 2022 was 145.85 km, which mainly remained unchanged compared with previous years (Table 4.33). The average daily mileage of buses concentrated at 100–200 km (Fig. 4.68). By city tier (Fig. 4.69), due to the relatively low average speed, the proportion of buses with average daily mileage within 150 km in first-tier and new first-tier cities was slightly higher than that in cities of other tiers.

Table 4.33 Average daily mileage of buses-average

Fig. 4.68

Distribution of buses of different average daily mileages—by year

Fig. 4.69

Distribution of buses of different average daily travel mileages in 2022—by city tier

Buses were mainly running in the period from 6:00 to 20:00 throughout the day, with more than 50% of the vehicles traveling in each of the hours within such period on the whole.

From the distribution of driving times of buses (Fig. 4.70), the proportion of buses traveling between 6:00 and 20:00 was the highest, indicating a relatively high proportion of vehicles in operation, fixed operation routes, and regular operation schedule. The proportion of buses running in daytime in 2022 was lower than that in 2020 and 2021, in part due to a decline in the attendance affected by the pandemic.

Fig. 4.70

Distribution of buses of different driving times—by year

The proportion of new energy buses in operation in first-tier, new first-tier and second-tier cities was significantly higher than that in cities of lower tiers.

New energy buses in cities of all tiers were mainly operating in the daytime, and new energy buses in first-tier, new first-tier, and second-tier cities accounted for more than 50% of the total (Fig. 4.71). From 7:00 to 10:00 in the morning, the proportion of new energy buses in operation in the new first-tier cities exceeded 60%. From 19:00 to 24:00 at night, the proportion of new energy buses in operation in first-tier and new first-tier cities was larger, with higher dispatching frequency.

Fig. 4.71

Distribution of new energy buses of different driving times in 2022

• (3) Average monthly travel characteristics of buses

In 2022, more than 70% of buses operated at least 20 days on average per month.

The average monthly travel days for buses in 2022 was 21.33, and the such average remained above 20 days for years (Table 4.34). The operation of new energy buses was increasingly regular. From the distribution of average monthly travel days of buses over the years (Fig. 4.72), the proportion of buses with an average of more than 20 days of operation per month stayed above 65% for the last three years.

Table 4.34 Average monthly travel days of buses-average

Fig. 4.72

Distribution of buses of different average monthly travel days—by year

The average monthly mileage of buses was 3332.94 km in 2022, showing a decline from 2020 and 2021.

In 2022, the average monthly mileage of buses in 2022 was 3332.94 km, a decrease of 9.5% and 10.2% compared to 2020 and 2021, respectively (Table 4.35). From the distribution of the average monthly mileage of buses over the years (Fig. 4.73), it can be seen that the proportion of vehicles with a monthly mileage of more than 3000 km was above 60%, indicating favorable operation effects (Fig. 4.74). By city tier, the vehicles with average monthly mileage of 1000–3000 km took the highest proportion.

Table 4.35 Average monthly mileage of buses-average

Fig. 4.73

Distribution of buses of different average monthly mileages—by year

Fig. 4.74

Distribution of buses of different average monthly mileages in 2022—by city tier

4.2.7 Operation Characteristics of Heavy-Duty Trucks

• (1) Average single-trip travel characteristics of heavy-duty trucks

The average single-trip travel duration of heavy-duty trucks maintained stably at over 1 h.

In the past three years, the single-trip travel duration of heavy-duty trucks maintained at above 1 h. In specific, the duration in 2022 was 1.2 h, with an increase compared with the previous two years (Table 4.36). In view of the distribution (Fig. 4.75), the single-trip travel duration of heavy-duty trucks in 2022 was from 1 to 2 h, with the proportion of vehicles accounting for 73.56%, which saw significantly increase from 2020 and 2021, indicating that heavy-duty trucks played an increasingly important role in medium- and long-distance transportation.

Table 4.36 Average single-trip travel duration of heavy-duty trucks-average

Fig. 4.75

Distribution of heavy-duty trucks of different average single-trip travel durations—by year

The average single-trip mileage of heavy-duty trucks in 2022 was 23.44 km, basically the same as that in 2020 and 2021.

In view of the average single-trip mileage of heavy-duty trucks, such average in 2022 was 23.44 km, which is slightly higher than that in 2020 and 2021 (Table 4.37).

Table 4.37 Average single-trip mileage of heavy-duty trucks-average

With regard to the distribution of average daily mileage (Fig. 4.76), that of logistics vehicles mainly stayed between 50 and 30 km, with a proportion accounting for more than a half in such period. The proportion of vehicles with a single-trip mileage exceeding 50 km increased from 4.66% in 2020 to 8.40% in 2022.

Fig. 4.76

Distribution of heavy-duty trucks of different average single-trip mileages—by year

• (2) Average daily travel characteristics of heavy-duty trucks

The average daily travel duration of heavy-duty trucks increased over years.

The average daily travel duration of heavy-duty trucks remained relatively stable over the past two years, reading 5.91 h in 2022, with an increase compared to 2020 and 2021 (Table 4.38). From the monthly average daily travel duration of heavy-duty trucks over the years (Fig. 4.77), the figure in 2022 was basically stable at around 6 h. After August, the monthly average daily travel duration of heavy-duty trucks remained above 6 h.

Table 4.38 Average daily travel duration of heavy-duty trucks-average

Fig. 4.77

Monthly average of average daily travel duration of heavy-duty trucks—by year

As per the distribution of average daily travel durations over the years (Fig. 4.78), the distribution in different hours throughout the day was uneven. There was a significant increase in the proportion of heavy-duty trucks with average daily travel duration of more than 8 h in 2022 and a significant decrease in the proportion of those with average daily travel duration of less than 3 h, which indicated the increasing daily operation intensity of new energy heavy trucks. This might be related to the penetration of battery-swapping technologies and the continuous improvement of charging infrastructure. In addition, the improvement of operating efficiency of heavy-duty trucks also promoted the growth of average daily mileage.

Fig. 4.78

Distribution of heavy-duty trucks of different average daily travel durations—by year

The average daily mileage of heavy-duty trucks maintained at above 100 km with favorable operating efficiency.

The average daily mileage of heavy-duty trucks in 2022 was 111.74 km, showing a steady growth (Table 4.39). In view of the distribution of monthly average daily mileage of heavy-duty trucks over the last three years (Fig. 4.79), the average daily mileage of heavy-duty trucks in the second half of 2022 was higher, showing a favorable operating efficiency. According to the distribution of average daily mileage over the years (Fig. 4.80), the percentage of heavy-duty trucks with mileage of more than 100 km in 2022 was 61.63%, up by 12.9 percentage points and 12.3 percentage points compared to 2020 and 2021 respectively.

Table 4.39 Average daily mileage of heavy-duty trucks-average

Fig. 4.79

Monthly average of average daily mileage of heavy-duty trucks—by year

Fig. 4.80

Distribution of heavy-duty trucks of different average daily mileages—by year

The heavy-duty trucks were mainly running in the period from 10:00 to 18:00 throughout the day, with a higher proportion than other types of vehicles at night.

The heavy-duty trucks were mainly running in the period from 10:00 to 18:00 throughout the day (Fig. 4.81), with a high proportion in each period of time. The proportion of heavy-duty trucks operating at night was higher than other operating vehicles; the proportion of heavy-duty trucks operating in the early morning in 2022 was significantly higher than that in 2020 and 2021. Due to traffic control and other factors, some heavy-duty trucks operated at night.

Fig. 4.81

Distribution of heavy-duty trucks of different driving times—by year

The proportion of heavy-duty trucks in operation throughout the day in third-tier cities was significantly higher than that in cities of lower tiers.

New energy heavy-duty trucks in cities of all tiers mainly operated in the daytime. The proportion of heavy-duty trucks in operation in third- and fifth-tier cities was around 50%, while that in other tiers of cities was 40% (Fig. 4.82). In third-tier cities, the proportion of heavy-duty trucks running was higher in the nighttime.

Fig. 4.82

Distribution of new energy heavy-duty trucks of different driving times in 2022

• (3) Average monthly travel characteristics of heavy-duty trucks

The average monthly travel days for heavy-duty trucks has been increasing over the past three years.

Over the past three years, the average monthly travel days for heavy-duty trucks kept increasing, with the average in 2022 reading 21.78, with an increase of 4.9% over 2021 (Table 4.40). In respect of the average monthly travel days for heavy-duty trucks over the years (Fig. 4.83), the heavy-duty trucks operated over 20 days per month on average, except January, February, and March.

Table 4.40 Average monthly travel days of heavy-duty trucks

Fig. 4.83

Average monthly travel days of heavy-duty trucks over the years

It can be concluded from the distribution of average monthly travel days of heavy-duty trucks (Fig. 4.84), the proportion of those with average monthly travel days under 5 days in 2022 significantly declined, and more than 60% of the heavy-duty trucks operated more than 20 day per month on average, showing good operation effects.

Fig. 4.84

Distribution of heavy-duty trucks of different average monthly travel days—by year

The average monthly mileage of heavy-duty trucks has been increasing yearly, and that in 2022 reached 2472.64 km.

The average monthly mileage of heavy-duty trucks in 2022 was 2472.64 km, an increase of 11.0% and 2.0% compared with 2020 and 2021, respectively (Table 4.41). According to the average monthly mileage over the years (Fig. 4.85), the average monthly mileage of heavy-duty trucks was relevant distributed throughout 2022: The average monthly mileage in the first and second half of 2022 was 2180.0 km and 2765.23 km, respectively, indicating an increasingly normal operation.

Table 4.41 Average monthly mileage of heavy-duty trucks-average

Fig. 4.85

Average monthly mileage of heavy-duty trucks over the years

Regarding the distribution of average monthly mileage (Fig. 4.86), the proportion of heavy-duty trucks with average monthly mileage of more than 4000 km in 2022 increased over the previous two years from 20% in 2020 to 25.43% in 2022, indicating an increasingly important role of heavy-duty trucks in the long haul.

Fig. 4.86

Distribution of heavy-duty trucks of different average monthly mileages—by year

4.3 Summary

• (1) The online rate of NEVs in China grew steadily with the user stickiness.

The online rate of NEVs in China continued to grow in the past three years. The average online rate of NEVs in 2022 was 84.8%, a steady increase compared to 2020 and 2021. By power type, PHEVs still recorded a higher online rate than BEVs and FCEVs.

The average online rate of NEVs in low-tier cities was far higher. The fourth- and fifth-tier cities lagged behind the first-tier cities in vehicle electrification with higher dependence on internal force to drive the promotion of NEVs. In addition, due to impacts of public transportation system and parking accessibility, users in first-tier cities used NEVs less frequently than users in fourth- and fifth-tier cities.

The online rate of e-taxis and private cars was far higher than that of other types of vehicles. In 2022, the online rate of e-taxis and private cars was significantly higher than that of other types of vehicles. E-taxis, an ecology of shared mobility, keeps growing steadily, characterized by a high online rate of more than 95% in both 2021 and 2022. The online rate of private cars maintained a steady growth, and new energy private cars have met the daily travel needs of users. In the field of commercial vehicles, due to the rapid growth of the market for new energy heavy-duty trucks in the past two years and a large base of new heavy trucks, the online rate showed rose sharply from 65.9% in 2020 to 83.9% in 2022.

• (2) New energy private cars have met the daily demands of users for traveling.

New energy private cars have met the daily demands of users for traveling with higher user stickiness. Entering 2020, the online rate of NEVs in China steadily increased, from 87.1% in 2020 to 96.1% in 2022. The average daily travel time and mileage of private cars grew steadily. By comparison of different tiers of cities, most of the NEVs in first-tier cities featured high average daily mileage with a relatively larger travel radius, which is mainly due to such factors as city size and traffic congestion. In terms of the links for use, NEVs for now are able to satisfy the demands of users for satisfactory product quality, design, and driving range, and the user's experience of NEVs continued to improve. From the perspective of users, the key problems to be solved in the next step are infrastructure construction and supporting power grid transformation. The transformation of power grid in old residential areas, the allocation and construction of charging piles, and the high-power fast charging and replenishment for long-distance travel for NEVs, for instance, are also the problems to be solved urgently in the rapid development of NEV industry.

• (3) New energy passenger cars have basically met the travel characteristics of vehicles for commercial purpose, and the e-taxis and taxis are more effective in operation.

As for the operating passenger cars, the average daily mileage of taxis and e-taxis was about 200 km, and the average daily driving time was about 7 h, which basically met the travel characteristics of vehicles for commercial purpose. In 2022, the average monthly travel days of both taxis and e-taxis were higher than 20, and the monthly mileage was more 4000 km. Compared with taxis and e-taxis, the cars for sharing had less average daily travel time and mileage, which was 4.45 h and 102.9 km respectively. However, no empty load was found in the cars for sharing.

On February 3, 2023, the Ministry of Industry and Information Technology, the Ministry of Transportation and other six departments jointly issued the Notice on the Organization of the Pilot Work of the Pilot Zone for the Full Electrification of Vehicles in Public Sector (hereinafter referred to as the Notice), proposing that during the pilot period of 2023 to 2025, the proportion of urban buses, taxis, sanitation vehicles, postal courier carriers, urban logistics and distribution vehicles strives to reach 80%. The average daily mileage of new energy operating passenger cars now basically caters to the operation of taxis. With the launch of the pilot work on the full electrification of vehicles in the public sector, the market of operating passenger cars will see a new growth point.

• (4) The operation of new energy buses becomes stable, but the first batch of new energy buses are about to be decommissioned, which makes it necessary to continue the monitoring of power batteries.

The electrification has its own advantages thanks to the fixed travel routes, regular operation, and accessible charging infrastructure. The average daily travel duration of buses remained stable at about 7 h, basically the same as that in previous years, mainly ranging from 100 to 200 km. In terms of monthly travel characteristics, the buses with average monthly travel days of new energy buses in the last three years accounted for more than 65% of the total with an average monthly mileage exceeding 3500 km. New energy buses entered the stage of normal operation and gradually replace fuel buses for longer routes.

After the subsidy recedes, the new energy buses will be driven by marketization, which makes it a challenge facing bus companies to seek “hematopoiesis” in the coming days. For the purpose of new energy bus operation, it is necessary to resolve the problem of decommissioning of the first batch of new energy buses. The first batch of new energy buses are about to decommission due to the uneven quality or the excess of warranty period. In the past three years, the online rate of new energy buses nationwide showed a downward trend from 89.6% in 2020 to 86.4% in 2022, indicating that some new energy buses are already not in service. Therefore, in view of the development, public transport companies should properly deal with the testing of battery health for the first batch of new energy buses to be decommissioned and solve any problems detected in a timely manner to avoid the safety hazards. In the meantime, such companies should also consider “hematopoiesis” for market-oriented operations by exploring innovative business models to prevent long-term dependence on government subsidies.

• (5) The regular operation of new energy road freight vehicles is of key significance in promoting the transformation of traditional trucks to zero-emission vehicles and an important path towards green and low-carbon transportation.

Logistics vehicles are now mainly used for intra-city distribution, and medium- and long-distance transportation across cities requires improvement of vehicle performance and supporting facilities. Logistics vehicles are mainly used as a means of production for daily transportation, while the vehicle distribution capacity and efficiency and other performance indicators are the key to defining transportation revenue and cost. China started early in the promotion of new energy logistics vehicles, which brought in abundant experience in vehicle operation. The average daily mileage of new energy logistics vehicles was around 100 km in the past three years. The new energy logistics vehicles are now mainly used to satisfy the demands for logistics distribution in cities. For the long-distance intra-city transportation, due to the high loading rate, large capacity, and long mileage, more breakthroughs should be made in terms of technology and product performance and the charging infrastructure along the highway should be further improved.

As to heavy-duty trucks, there lies a contradiction between load efficiency and transportation radius, and medium- and long-distance transportation depends more on battery swapping facilities. Thanks to the national and local policy support, the operational efficiency of heavy-duty trucks in China has been steadily growing in the past three years, along with the monthly average travel days and mileage. The average daily mileage of BEV heavy-duty trucks in China was mainly within 150 km. Battery electric (BV), as a matured clean technology in the field of heavy-duty trucks, is mainly applied in short- and medium-distance transportation and enclosed transportation scenarios. Heavy-duty trucks pose high requirements for load efficiency and economic performance. However, subject to battery energy density and energy consumption for single vehicles, there lies a contradiction between the BEV heavy-duty trucks load efficiency and transportation radius, and BEV heavy-duty trucks are in face of technical restrictions on distance of transportation. To achieve the economic performance of green and low-carbon medium- and long-distance transportation, efforts should be made to constantly improve the battery swapping infrastructure and technical breakthroughs in hydrogen fuel cells.