Decarbonisation Technology - February 2022 Issue

100

North America

S. & Cent. America

Europe

CIS

Middle east

Africa

Asia Pacic

Hydroelectricity Renewables

Oil Natural gas

Coal Nuclear

Other (includes sources not specied elswhere e.g. pumped hydro, non-renewable waste and statistical diferences)

Figure 1 Regional electricity generation by fuel 2020

Source: BP Statistical review of World Energy 2021 (BP, 2021)

CO 2 , including 7 tonnes from the manufacture of the battery (This is money, 2021). Many automotive manufacturers are working to reduce emissions during manufacturing of their vehicles, for instance: • By converting to renewable energy for the production of all components and for assembly of the vehicles. • By increasing the share of recyclable materials (metals, plastics, glass) in their vehicles. • Reusing EV batteries in lower demand applications as well as funding R&D on the recycling of battery materials. Emissions from mining, refining, and production of the materials would also need to be eliminated for the vehicle to be zero emissions on a life-cycle basis. A lithium-ion battery would typically use 8 kg of lithium, 35 kg nickel, 20 kg manganese, and 14 kg cobalt (Castelvecchi, 2021). The proposed lithium mine at Thacker Pass USA is expected to produce 60,000 tonnes of lithium and emit 152,713 tonnes of CO 2 annually (Bosler, 2021). Mining 8 kg of lithium will release 20 kg CO 2 which, although very low, is not zero. From a global perspective, a ZEV would be

better defined as a low emissions vehicle (LEV). Instead of focusing solely on BEVs, LEVs could include vehicles fuelled by hydrogen and plug in- hybrid electric vehicles (PHEVs). For at least the next two decades, self-generating or mild hybrid vehicles (HEVs) using the latest generation of internal combustion engine (ICE), when fuelled by certified renewable low carbon liquid fuels, can also make an important contribution in countries or regions lacking a renewable electricity supply. The International Council for Clean Transport (ICCT) too readily dismiss PHEVs, as “given current driving behaviour they are not a very low GHG solution” (ICCT, 2021). This is in relation to reported behaviours in which drivers of PHEVs “rely too much on the gasoline engine for this pathway to be a long-term climate solution”. If we consider the need for a rapid and accelerated transition to LEVs globally, it is imperative we learn from initial experiences with new technologies. A campaign to educate and support PHEV drivers is likely to be more effective than simply dismissing the PHEV as an option. Investment to install more EV charging points should overcome one of the main issues, that of finding a convenient charging