CO2 emissions EU comparison: Despite coal flow E-car has the nose in front

CO2 emissions EU comparison: Despite coal flow E-car has the nose in front-comparison

Electric cars have a significantly better CO2 balance as a gasoline and diesel. The more the higher the share of renewable energies in the power grid. Unless nothing new. The Environmental and Transport NGO Transport & Environment (T&E) has submitted a new and quite interesting study that incres the CO2 emissions according to individual EU countries and the circumstances of the battery production.

The study of T&E has also studied which potential there are to improve the CO2 balance of electric cars. The most important measure is to increase the share of renewable energy. The higher the proportion of water, wind and sun on the power mix, the lower the CO2 emissions of the E-cars. Another lever to improve the environmental balance of streams is battery production. While a battery produced in China for a medium-class electrodies causes 6.6 tonnes of CO2, CO2 emissions are reduced to averaging 4.5 tonnes when manufacturing in Europe.

Currently, in the EU section, a middle-class electric car in the total balance, so including production of vehicle and battery, per kilometer 99 grams of CO2, as the study shows. A diesel vehicle is responsible for 234 grams, a gasoline for 253 grams per kilometer of the greenhouse gas, so the T&E-comparison. If the compact current is fueled with the German power mix and under the worst assumption that the battery was built in China (where the current mix is very “dirty”), the CO2 balance is still improving by a good half (56 percent) to 117 Gram CO2 per kilometer. The cleanest are electric cars in Sweden with 60 grams of CO2 per kilometer. But even at the bottom light Poland, where much coal flow flows through the lines, the climate balance with 183 grams of CO2 per km is still a good third (29 percent) better than that of a combustion.

CO2 emissions EU comparison: Despite coal flow E-car has the nose in front-e-carT&E

“In the past, the environmental balance of cars was measured almost exclusively at the fuel consumption. Thanks to the electric cars, it is now natural to include the emissions caused by the production of vehicles. And they are considerable even in car with internal combustion engine, “says VCO expert Ulla Rasmussen. In the production of a car with internal combustion engine, as much CO2 is ejected on average, as by driving around 30.000 kilometers with this car. As many kilometers, an efficient electric car requires, moreover, to compensate for its production-related climate disadvantage compared to the combustion.

At EU level, lower CO2 limit values for new cars can be accelerated to the transformation necessary to manage the climate crisis towards the climate-friendly traffic system. The lower the proportion of new cars with internal combustion engine, the better for the air quality. The air quality significantly improved by the traffic decline has shown how strongly before the corona crisis, the exhaust gases of traffic are polluted the air.

T&E argues in his study that modern battery factories only cause more half as much CO2 as adopted a few years ago. Therefore, old studies should be considered overtakthed. The composition of the power sources has also changed very well in favor of renewable energy sources, this will further improve in the course of the lifetime of the vehicles – even this expected improvement in the current mix expects T&E.

In addition, the study takes into account the gray energy that is often included in calculations, the CO2 emissions caused by the oil industry from the source to the gas station. In return, however, the energy losses were also taken into account during power transmission and charging. T&E also assumes that the durability of batteries has now increased significantly and can drive electric cars without battery replacement as well as burners. The average mileage over 15 years estimated T&E at 170.000 km for small vehicles, 225.000 km for mid-range cars, 280.000 km for big and then up to 500.000 KM for professionally used cars. Under these assumptions, cars with internal combustion engines over the lifecycle take about three times as much CO2 as average electric cars. In 2030, it would be so much four times.

For a detailed comparison, Transport & Environment has posted a calculation tool online on this page, with which the CO2 emissions of various vehicle and country pairs can be compared individually. Plug-in-hybrid and gas-operated vehicles takes into account T&E do not, as they are no zero emission vehicles and thus can not contribute to the rapid achievement of climate goals.

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11 thoughts on “CO2 emissions EU comparison: Despite coal flow E-car has the nose in front”

  1. Everything through the bank far too expensive . Who should afford that? A certain layer yes.Loading columns Missing infrastructure and last pride for electricity everyone charges what he wants.

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  2. What have electric cars to do with the power production? Our coal-fired power plants were planned and built at times when nobody thought of such cars. Why do you always count on these exhaust gases the cars? Do that be done at the TV, hair dryer or stove too?
    Bringing the production of the car is OK because here the process had to be developed.
    The cars are clean, our electricity system is a single mess. This can be done better. It will be time that the unhindered is changed.

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  3. What is the whole sinking should be here .Where are the whole electric cars?So far I do not see a reasonable e-car .Either luxury or small car!The cars that are in question are unfortunately not yet available or a whole year wait!When is the German e-car offensive going on?I say she was overslept because the corporations rather sell money with conventional drive!EH are the German companies so far Has Tesla finished their Giga-Factory and becomes a true competition!

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  4. There is really no one of the sometimes researching how high energy expenses with appropriate CO2 load for the Durweg heating oilpamp transport is from the wellbore to our refineries and where the felletted solids are depressed to oil palets in Germany ? CO2 load due to production and use of burners are there only peanuts ! Oh so, does not happen in Germany, we remember here only gasoline and diesel what somehow is possible – well then can we continue to be good !

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  5. Yes yes it is difficult to say goodbye to beloved things. Is not wonderful to stand on a stinking dispenser? And this unique emotional feeling if you get the bill of a simple inspection? The regular oil and timing belts change …Who wants to miss that?
    Instead, load in isolation at home. The Werktatt only rare and little to do. The constant fear on the way to work (on average so 25km simple) to stay. Never visit someone because the range ( <200km) not enough. And then after 5 years the battery is broken and costs a fortune!
    (Smart, Nissan Leave) …Too stupid only …the sales figures rise.

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  6. Beautiful study, I also go to the spirit on the mind. It does not have to drive an electric car every morning but if we do not change anything, then we do not get the climate under control. In the end, there is effective drives and the responsible handling of resources. If we continue to burn the oil for simple applications, then it will be missing us at the end, synthetic fuels do not change it. So please do not always talk about problems, but start. The efficiency of the electric drives can not reach the burner, which is at the lower efficiency and the complex regulation. Even if there is still a lot of potential, then the question arises as to whether the effort for production is still too big. We have to make sure that something will change, the times for thick cars with infinite performance and corresponding consumption are over!

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  7. Clear you need maximum efficient vehicles. This can also be one with e-drive from me. I need at least one vehicle with 5 full variables sitting, 500kg payload, 500L standard luggage room and a range of 300km overland. Trailer load 750kg is enough for me. Fast shop (80% in 20min) must be possible (3x per year).
    Now we have two gasoline vans with CA. 7.5l consumption. Oh yes, please do not over 1,6t empty weight, as the tire vibration should not rise.
    When is there an affordable alternative?

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  8. Interesting report, but a pity that the size of the BEV battery is not addressed, or. is varied. Apparently, it was simply generally assumed by a medium-sized battery.
    In the original report you will find the specification of CA for the production of the batteries. 80 (61-106) kg CO2 per kWh battery.
    That means the CO2 footprint (the battery, light blue beam part) is quite linear to the size of the battery.
    That means a BEV with a small battery (Z.B. 30 kWh) would have massively better values than a BEV with a large battery (Z.B. 90 kWh). In comparison of the 30- and 90 kWh model, the light blue bar would be slightly smaller than in the graphic at the 30 kWh model and at the 90 kWh model three times as big. The production of a large battery would therefore generate more CO2 than the production of the whole combustion car!
    That’s why I am also convinced – and it was relatively easy to recalculate that a Range-Extender plug-in hybrid with a 30 kWh battery and an optimized gasoline range extender at a normal user (usually short, occasionally long) over the Lifetime better values results as a giant BEV with 90 kWh battery. But plugin hybrids were unfortunately excluded with the remark, they are not CO2-free – while calculating the CO2 consumption of BEVs at the same time.

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  9. I convinced the efficiency of BEV of greater than 70%. It is necessary to finally make a beginning. For me, it was important to get a shared hanger clutch for a bicycle carrier. Thus, the selection is considerably limited and I have hedged as long as. Since about. 14 days now I drive with the BEV. After first excursions and first recharges on the way, this is easy to go. Before I started I have already informed my app, where charging options exist. Actually wanted to go to Cesenatico in May and planned with one to two recharges. Unfortunately, I can now wait until another travel to Italy is possible.
    It’s all a matter of attitude.

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  10. I find interesting that everyone who argues with the price of an E-car do not have the future price increases at the burner at all on the screen.
    Through the tightened exhaust regulations, the exhaust gas cleanings must be amplified by the bank for all models. Many small cars with an internal combustion engine have therefore already been painted from the programs and the rest is available exclusively with gasoline. Dinking sales make the production costs not lower but more expensive.
    In addition, either CO2 penalties from Brussels or more later-financed E cars come with every brand.
    The future CO2 delivery in Germany will not make the fuel cheaper.

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  11. In the study, the question is answered, where an electro car is compared to diesel or gasoline with respect to the C02 emissinons, taking into account the manufacture and favorite chains. Often it is argued that electric cars are only better when there is enough clean electricity. I also did calculations. Accordingly, the ecological parity is achieved when the power mix at approx. 550 g CO2 / KWh is. Currently the value is about 420 g of CO2 / kWh. When by 2038 the passenger passes is converted to electro and water ingredients, compared to the beginning of the conversion from 2038, in Germany CO2 emissions are on the order of 1000 million. Saving tons. It should be noted that the last 2038 approved gasoline / diesel still widespread 12 -15 years CO2 emissions. (without bulletage of biofuels)
    In the context you are looking for Google the still available C02 budget.

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