One of the numerous circulating bulls about the electric car confirms that although it less pollutes during its use, non -competitors are given sports -he is much more harmful in the long term for everything regarding its production process. The last report of the International Council for Pure Transportation (ICCT), an independent and non -core organization, which is considered one of the most prestigious at the international level, describes the IES points in this issue.
The work establishes that emissions of electric vehicles considered by their common life cycle are almost four times lower than that of gasoline models. The concrete percentage is 73% and is 78% if the first use is exclusively for the functioning of electricity of renewable origin.
As we have already said, the ICCT takes into account the set of greenhouse gas emissions (PG) obtained as a result of the production and disposal of vehicles and batteries, fuel and electricity production, fuel consumption and car service.
Accumulators that use the “average electrical mixture of the EU, designed for 2025-2044”, registered in the study, evaluated greenhouse gas emissions during their life cycle 63 grams of CO2 per kilometer. This is a decrease in emissions of gasoline models by 73%, which use mixing The average gasoline of the fossil and ethanol, estimated at 235 g/km.
The data provided by the subject indicate that “saving goes beyond the emissions of the exhaust pipe CO2”, since “emissions obtained from fuel production are more than the production of electricity with the average mixture of the EU”.
ICCT recognizes that the electrical emissions of 40% higher than the emissions in the production process of the vehicle itself, but this is far compensated, it claims, after about 17,000 km of use, that is, usually during the first or second year of using the car.
Introduction into splitting, depending on the system of advancement of the vehicle, the object indicates that emissions of hybrids of the plug are 30% lower than the release obtained by gasoline. Those of ordinary hybrids are 20% lower.
As for the models of electric fuel elements -in a few countries where they distribute, they have low emissions during the life cycle only when they use hydrogen based on renewable electricity. Diesel cars tied to the levels of PG with gasoline, and it is estimated that those that move natural gas improve them only by 13%.
ICCT extracts several conclusions from your research. Firstly, visiting the “average combination of fuel and EU electricity”, only electric cars with the battery provide a significant reduction in emissions throughout their entire life cycle. To achieve a similar potential of the model of fuel elements should be limited to the use of hydrogen from renewable electricity.
As for the internal burning cars, hybrids and hybrids, the development of the average combination of fossil and biofuel, which can be expected from current policy and market evolution, the EU will not achieve the EU climatic goals. As for the models capable of working with synthetic fuel -neutral in CO2, they can theoretically correspond to electricity in a full life cycle, but “future accessibility (from these types) for the road sector is uncertain, and their costs are expected to be high.”
Political recommendations
In addition to the approval of CO2 emissions, exclusively in the exhaust pipe and the “gradual elimination of motorization types, which does not have great potential for decarbonization on the scale,” and the ICCT advocates complementary policies, such as the provisions on the carbon fund of the battery production, which include European batteries, as well as in the field of stability in the field ineffectiveness, as well as in the scenes. Electric models can be achieved through energy efficiency standards, and the decarbonization of the European electricity sector may improve due to the emission trading regime.
The organization insists that much attention pays special attention to the fact that a comparison of the level of emissions based on the car promotion system is very sensitive to the method used in the analysis and warns that the basis of the rules on which criteria lead to “disproportionate benefits of motorization types that do not give the long -term decarbonization potential.”
Consequently, ICCT requires the harmonization of guidelines and in order to obtain representative results, Bet – as was done in this study – since it considers both the foreseeable evolution of the combination of fuel and electricity during the useful life of the useful life, and the consumption of fuel and electricity in the real period of driving and the useful life of the cars.
