Electric Vehicles (EVs) have a direct and significant relationship to several of the United Nations' Sustainable Development Goals (SDGs). Most prominently, they contribute to SDG 7 (Affordable and Clean Energy) and SDG 13 (Climate Action) by reducing greenhouse gas emissions and air pollution, which are predominantly caused by fossil fuel-powered vehicles. The shift to EVs is a crucial part of the transition to a clean energy future, offering a more sustainable and less polluting alternative. Furthermore, they support SDG 9 (Industry, Innovation, and Infrastructure) through technological innovation and the development of new infrastructure, such as EV charging stations. Additionally, EVs have potential implications for SDG 11 (Sustainable Cities and Communities) as they can significantly improve urban air quality and health outcomes, and even SDG 12 (Responsible Consumption and Production) by fostering more sustainable consumption patterns. Therefore, the rise of EVs is a critical pathway to advancing sustainable development globally.
Economically viable electric vehicle lithium-ion battery recycling is increasingly needed; however routes to profitability are still unclear. We present a comprehensive, holistic techno-economic model as a framework to directly compare recycling locations and processes, providing a key tool for recycling cost optimization in an international battery recycling economy. We show that recycling can be economically viable, with cost/profit ranging from (−21.43 - +21.91) $·kWh−1 but strongly depends on transport distances, wages, pack design and recycling method.
Despite the improvement in technologies for the production of alternative fuels (AFs), and the needs for using more AFs for motor vehicles for the reductions in air pollution and greenhouse gases, the number of alternative fuel vehicles (AFVs) in the global transportation sector has not been increasing significantly (there are even small drops for adapting some AFs through the projections) in recent years and even in the near future with projections to 2050. And gasoline and diesel fuels will remain as the main energy sources for motor vehicles.
Electric vehicles (EVs) are widely regarded as the key to finally making private mobility clean, yet virtually no research is being conducted on their potential contribution to the expansion of impervious surfaces. This study aims to start a discussion on the topic by exploring three relevant issues: the impact of EVs’ operating costs on urban size, the space requirements of charging facilities, the land demand of energy production through renewables.
Wolf-Peter Schill is Deputy Head of the Energy, Transportation, Environment Department at the German Institute for Economic Research (DIW Berlin), where he leads the research area Transformation of the Energy Economy. He engages in open-source power sector modeling, which he applies to economic analyses of renewable energy integration, energy storage, and sector coupling. He holds a diploma in environmental engineering and a doctoral degree in economics from Technische Universität Berlin.
Electric Vehicles for Smart Cities, Trends, Challenges, and Opportunities, 2021, Pages 181-247
The future role of stationary electricity storage is perceived as highly uncertain. One reason is that most studies into the future cost of storage technologies focus on investment cost. An appropriate cost assessment must be based on the application-specific lifetime cost of storing electricity. We determine the levelized cost of storage (LCOS) for 9 technologies in 12 power system applications from 2015 to 2050 based on projected investment cost reductions and current performance parameters.
The development of new high-efficiency magnets and/or electric traction motors using a limited amount of critical rare earths or none at all is crucial for the large-scale deployment of electric vehicles (EVs) and related applications, such as hybrid electric vehicles (HEVs) and e-bikes. For these applications, we estimated the short-term demand for high-performing NdFeB magnets and their constituent rare earths: neodymium, praseodymium and dysprosium. In 2020, EV, HEV and e-bike applications combined could require double the amount used in 2015.
