Why Remote Work Could Lead to Less Innovation

Do chance encounters among employees of different Silicon Valley companies in coffee shops, restaurants and other public places lead to innovation? The answer is yes, say researchers who examined such “knowledge spillovers” in a study that may have implications for today’s work-from-home culture.

The researchers—Keith Chen of the University of California, Los Angeles, and David Atkin and Anton Popov of the Massachusetts Institute of Technology—tracked the locations of 425,000 phones using commercially available cellphone-location data. Though the data is anonymous and linked only to the unique ID number of each phone, the researchers surmised where the phone owners worked by looking at where the phones spent large parts of the workday, using a map of buildings occupied by Silicon Valley companies that have filed patents.

Examining instances where phone owners went outside the office and ended up near someone from another Silicon Valley company, they found 218 million episodes in which two workers from different companies were in the same place between September 2016 and November 2017.

For their study, they considered only situations in which both people were near each other for at least a half-hour, and used a probability technique to eliminate meetings that might have been arranged in advance. They also assumed that many of these people bumped into someone they already knew, such as a former colleague.

Sharing knowledge

Such chance meetings “may spark a conversation that leads to a transfer of knowledge or a collaboration,” the researchers wrote.

Next, the research team pulled up patent applications filed by the companies of the employees. Such applications list relevant patents from other companies in so-called patent citations. Patent citations are “one measure of which firms are influencing each other and how firms are sharing ideas,” says Prof. Chen, who studies behavioral economics and strategy at UCLA’s Anderson School of Management.

The researchers then worked backward in time. They looked for places where employees of a patent-filing company may have crossed paths with workers from companies cited in the patent application.

“We rewind the clock to a year before when they would have been developing this technology,” says Prof. Chen. “What school were they dropping their kids off at, what mall were they shopping at, what bar do they frequent. And you infer who was at that bar when they were there,” based on the phone-location data.

The goal, Prof. Chen says, is “to connect workers of the firm that is going to file the patent, at the establishment where we infer that patent was innovated, with what other workers they were interacting with.”

Next, the researchers calculated the overall number of such citations that appear to have been linked to unplanned encounters. The upshot: The researchers say that without these encounters, there would have been about 8% fewer cross-firm patent citations in the period covered by the phone-location data.

“There is a tremendous correlation between my workers’ meeting a lot with your workers, and my workers’ citing your workers’ patent,” says Prof. Chen.

The innovation boost from the encounters, by the team’s calculations, is about twice as large as a similar effect found by other research that looked for knowledge transfer based on whether two companies’ offices are near each other, Prof. Chen says.

Their study comes with some caveats. The researchers don’t know whether these employees actually spoke when they were in the same location, or, if they spoke, what they talked about. And they don’t know whether the workers’ jobs would have facilitated a tech discussion—they might have involved a Google HR staffer and an Apple maintenance person.

Still, the report shines a light on what some experts have long suspected: that random conversations involving people in similar industries can increase innovation.

Enrico Moretti, an economics professor at the University of California, Berkeley, says the study “significantly advances our understanding of knowledge spillovers and how they shape the geography of innovation.” Prof. Moretti, who says he has been working on the topic for 25 years, says, “I find this paper to be one of the most direct and convincing pieces of evidence on this question. It provides important insights into why Silicon Valley-style clusters of innovation exist.”

Remote work’s impact

Though the study involved cellphone data from before Covid, the researchers say it has implications for an era when many people work all or part of the time from home.

The researchers looked at people who occasionally worked from home in the study period, based on where their phones were located during daytime hours, and then at how that affected their probability of attending planned or serendipitous meetings with someone from another company who didn’t work from home, Prof. Chen says.

Looking at two hypothetical companies, the researchers extrapolated that if one-half of employees at each business work from home, their meetings of all types—serendipitous and planned—would fall 35% and patent citations between the companies would decline almost 12%.

“We think this means information exchange between firms is decreasing,” Prof. Chen says. “It is worrying. These businesses co-locate for a reason. If they can’t learn from each other, we think that is a big deal.”

“Presumably,” he adds, “an even bigger effect is the harm that it does to serendipity and flow of information and innovation within the firm.”

Many people considering an electric vehicle are turned off by their prices or the paucity of public charging stations. But the biggest roadblock often is “range anxiety”—the fear of getting stuck on a desolate road with a dead battery.

All EVs carry window stickers stating how far they should go on a full charge. Yet these range estimates—overseen by the Environmental Protection Agency and touted in carmakers’ ads—can be wrong in either direction: either overstating or understating the distance that can be driven, sometimes by 25% or more.

How can that be? Below are questions and answers about how driving ranges are calculated, what factors affect the range, and things EV owners can do to go farther on a charge.

How far will an electric vehicle go on a full battery?

The distance, according to EPA testing, ranges from 516 miles for the 2023 Lucid Air Grand Touring with 19-inch wheels to 100 miles for the 2023 Mazda MX-30.

Most EVs are in the 200-to-300-mile range. While that is less than the distance that many gasoline-engine cars can go on a full tank, it makes them suitable for most people’s daily driving and medium-size trips. Yet it can complicate longer journeys, especially since public chargers can be far apart, occupied or out of service. Plus, it takes many times longer to charge an EV than to fill a tank with gas.

How accurate are the EPA range estimates?

Testing by Car and Driver magazine found that few vehicles go as far as the EPA stickers say. On average, the distance was 12.5% shorter, according to the peer-reviewed study distributed by SAE International, formerly the Society of Automotive Engineers.

In some cases, the estimates were further off: The driving range of Teslas fell below their EPA estimate by 26% on average, the greatest shortfall of any EV brand the magazine tested. Separately, federal prosecutors have sought information about the driving range of Teslas, The Wall Street Journal reported. Tesla didn’t respond to a request for comment.

The study also said Ford’s F-150 Lightning pickup truck went 230 miles compared with the EPA’s 300-mile estimate, while the Chevrolet Bolt EV went 220 miles versus the EPA’s 259.

A GM spokesman said that “actual range may vary based on several factors, including things like temperature, terrain/road type, battery age, loading, use and maintenance.” Ford said in a statement that “the EPA [figure] is a standard. Real-world range is affected by many factors, including driving style, weather, temperature and if the battery has been preconditioned.”

Meanwhile, testing by the car-shopping site Edmunds found that most vehicles beat their EPA estimates. It said the Ford Lightning went 332 miles on a charge, while the Chevy Bolt went 265 miles.

That is confusing. How can the test results vary so much?

Driving range depends largely on the mixture of highway and city roads used for testing. Unlike gasoline-powered cars, EVs are more efficient in stop-and-go driving because slowing down recharges their batteries through a process called regenerative braking. Conversely, traveling at a high speed can eat up a battery’s power faster, while many gas-engine cars meet or exceed their EPA highway miles-per-gallon figure.

What types of driving situations do the various tests use?

Car and Driver uses only highway driving to see how far an EV will go at a steady 75 mph before running out of juice. Edmunds uses a mix of 60% city driving and 40% highway. The EPA test, performed on a treadmill, simulates a mixture of 55% highway driving and 45% city streets.

What’s the reasoning behind the different testing methods?

Edmunds believes the high proportion of city driving it uses is more representative of typical EV owners, says Jonathan Elfalan, Edmunds’s director of vehicle testing. “Most of the driving [in an EV] isn’t going to be road-tripping but driving around town,” he says.

Car and Driver, conversely, says its all-highway testing is deliberately more taxing than the EPA method. High-speed interstate driving “really isn’t covered by the EPA’s methodology,” says Dave VanderWerp, the magazine’s testing director. “Even for people driving modest highway commutes, we think they’d want to know that their car could get 20%-30% less range than stated on the window sticker.”

What does the EPA say about the accuracy of its range figures?

The agency declined to make a representative available to comment, but said in a statement: “Just like there are variations in EPA’s fuel-economy label [for gas-engine cars] and people’s actual experience on the road for a given make and model of cars/SUVs, BEV [battery electric vehicle] range can exceed or fall short of the label value.”

What should an EV shopper do with these contradictory range estimates?

Pick the one based on the testing method that you think matches how you generally will drive, highway versus city. When shopping for a car, be sure to compare apples to apples—don’t, for instance, compare the EPA range estimate for one vehicle with the Edmunds one for another. And view all these figures with skepticism. The estimates are just that.

Since range is so important to many EV buyers, why don’t carmakers simply add more batteries to provide greater driving distance?

Batteries are heavy and are the most expensive component in an EV, making up some 30% of the overall vehicle cost. Adding more could cut into a vehicle’s profit margin while the added weight means yet more battery power would be used to move the car.

But battery costs have declined over the past 10 years and are expected to continue to fall, while new battery technologies likely will increase their storage capacity. Already, some of the newest EV models can store more power at similar sticker prices to older ones.

What can an EV owner do to increase driving range?

The easiest thing is to slow down. High speeds eat up battery life faster. Traveling at 80 miles an hour instead of 65 can cut the driving range by 17%, according to testing by Geotab, a Canadian transportation-data company. And though a primal appeal of EVs is their zippy takeoff, hard acceleration depletes a battery much quicker than gentle acceleration.

Does cold weather lower the driving range?

It does, and sometimes by a great amount. The batteries are used to heat the car’s interior—there is no engine creating heat as a byproduct as in a gasoline car. And many EVs also use electricity to heat the batteries themselves, since cold can deteriorate the chemical reaction that produces power.

Testing by Consumer Reports found that driving in 15- to-20-degrees Fahrenheit weather at 70 mph can reduce range by about 25% compared to similar-speed driving in 65 degrees.

A series of short cold-weather trips degraded the range even more. Consumer Reports drove two EVs 40 miles each in 20-degree air, then cooled them off before starting again on another 40-mile drive. The cold car interiors were warmed by the heater at the start of each of three such drives. The result: range dropped by about 50%.

Does air conditioning degrade range?

Testing by Consumer Reports and others has found that using the AC has a much lower impact on battery range than cold weather, though that effect seems to increase in heat above 85 degrees.

I don’t want to freeze or bake in my car to get more mileage. What can I do?

“Precondition” your EV before driving off, says Alex Knizek, manager of automotive testing and insights at Consumer Reports. In other words, chill or heat it while it is still plugged in to a charger at home or work rather than using battery power on the road to do so. In the winter, turn on the seat heaters, which many EVs have, so you be comfortable even if you keep the cabin temperature lower. In the summer, try to park in the shade.

What about the impact from driving in a mountainous area?

Going up hills takes more power, so yes, it drains the battery faster, though EVs have an advantage over gas vehicles in that braking on the downside of hills returns juice to the batteries with regenerative braking.

Are there other factors that can affect range?

Tires play a role. Beefy all-terrain tires can eat up more electricity than standard ones, as can larger-diameter ones. And underinflated tires create more rolling resistance, and so help drain the batteries.

Most EVs give the remaining driving range on a dashboard screen. Are these projections accurate?

The meters are supposed to take into account your speed, outside temperature and other factors to keep you apprised in real time of how much farther you can travel. But EV owners and car-magazine testers complain that these “distance to empty” gauges can suddenly drop precipitously if you go from urban driving to a high-speed highway, or enter mountainous territory.

So be careful about overly relying on these gauges and take advantage of opportunities to top off your battery during a multihour trip. These stops could be as short as 10 or 15 minutes during a bathroom or coffee break, if you can find a high-powered DC charger.

Before embarking on a long trip, what should an EV owner do?

Fully charge the car at home before departing. This sounds obvious but can be controversial, since many experts say that routinely charging past 80% of a battery’s capacity can shorten its life. But they also say that charging to 100% occasionally won’t do damage. Moreover, plan your charging stops in advance to ease the I-might-run-out panic.

So battery life is an issue with EVs, just as with smartphones?

Yes, an EV battery’s ability to fully charge will degrade with use and age, likely leading to shorter driving range. Living in a hot area also plays a role. The federal government requires an eight-year/100,000-mile warranty on EV batteries for serious failure, while some EV makers go further and cover degradation of charging capacity. Replacing a bad battery costs many thousands of dollars.

What tools are available to map out charging stations?

Your EV likely provides software on the navigation screen as well as a phone app that show charging stations. Google and Apple maps provide a similar service, as do apps and websites of charging-station networks.

But always have a backup stop in mind—you might arrive at a charging station and find that cars are lined up waiting or that some of the chargers are broken. Damaged or dysfunctional chargers have been a continuing issue for the industry.

Any more tips?

Be sure to carry a portable charger with you—as a last resort you could plug it into any 120-volt outlet to get a dribble of juice.