China Electricity Generation Greenhouse Gas Emission Intensity in 2030: Implications for Electric Vehicles

How does adoption of electric vehicles reduce carbon emissions? Evidence from China

We investigate the effect of the adoption of electric vehicles (EVs) on CO2 emissions using spatial econometric models and have three findings. First, there are spatial spillover effects of EV adoption on CO2 emissions, implying that the CO2 mitigation of a city depends on local sales of EVs and sales of EVs in neighboring cities. A 1% increase in the sale of EVs in a city can reduce CO2 emissions locally by 0.096% and by 0.087% in a nearby city. Second, EVs indirectly impact CO2 emissions through the substitution effect, energy consumption effect, and technological effect. The overall impact of EV adoption on CO2 emissions is negative. Finally, we demonstrate the moderating effect of urban energy structure on EVs' CO2 emissions mitigation. A 1% increase in the proportion of renewable energy generation increases the decarbonization of EVs by 0.036%. These findings provide policy implications for the coordinated development of EV market and energy system.

Life cycle water footprint of electric and internal combustion engine vehicles in China

With the expansion of China's automobile market and the increase in the proportion of electric vehicles, the influence of the automobile industry on water resources has been increasingly, and as a result, water resources will become an important factor restricting the development of the electric vehicle industry in China. Until now, there are still no in-depth studies on the influences of the water footprint of electric vehicles. The paper establishes a life cycle assessment model by which to analyze the reduction potential of the water footprint of various types of passenger vehicles in their operation. The paper also compares the water footprint of passenger vehicles under different power structures, revealing the potential influence of developing electric vehicles on the demand of water resources. The results show that at the base year (2019), the plug-in hybrid electric vehicles and battery electric vehicles consume more water than the gasoline-based internal combustion engine vehicles do, while water consumption of the hybrid electric vehicles and fuel cell vehicles is lower than that of the gasoline-based internal combustion engine vehicles; as for the year 2035, even after the proportion of renewable energy generation increases, the water withdrawal and consumption of the battery electric vehicles and plug-in hybrid electric vehicles will still be larger than those of the gasoline-based internal combustion engine vehicles.

Multisectoral drivers of decarbonizing battery electric vehicles in China

China has made great progress in the electrification of passenger cars, and the sales of battery electric vehicles (BEVs) have exceeded 10%. We applied a life-cycle assessment (LCA) method to estimate the carbon dioxide (CO₂) emissions of the past (2015), present (2020), and future (2030) BEVs, incorporating China's carbon peaking and neutrality policies, which would substantially reduce emissions from the electricity, operation efficiency, metallurgy, and battery manufacturing industries. BEVs can reduce cradle-to-grave (C2G) CO₂ emissions by ∼40% compared with internal combustion engine vehicles (ICEVs) on the national-average level in 2020, far more significant than the benefit in 2015. Improved BEV operating efficiency was the largest factor driving emission reductions from 2015 to 2020. Looking forward to 2030, China's BEVs equipped with nickel-cobalt-manganese (NCM) batteries can achieve a further 43% of CO₂ emissions reductions, among which 51 g km^-1 of reduction is from the well-to-wheels (WTW) stage majorly owing to the further cleaner electricity mix, while other vehicle-cycle benefits are mainly from the advancement of battery (12 g km^-1) and related metal materials (5 g km^-1). We highlight the importance of better material efficiency and synchronized decarbonization through the automotive industrial chain in promoting climate mitigation from transport activities.

Impact assessment of crude oil mix, electricity generation mix, and vehicle technology on road freight emission reduction in China

To achieve net zero emissions, the global transportation sector needs to reduce emissions by 90% from 2020 to 2050, and road freight has a significant potential to reduce emissions. In this context, emission reduction paths should be explored for road freight over the fuel life cycle. Based on panel data from 2015 to 2020 in China, China's version of the GREET model was established to evaluate the impact of crude oil mix, electricity mix, and vehicle technology on China's reduction in road freight emissions. The results show that the import share of China's crude oil has increased from 2015 to 2020, resulting in an increase in the greenhouse gas (GHG) emission intensity of ICETs in the well-to-tank (WTT) stage by 7.3% in 2020 compared with 2015. Second, the share of China's coal-fired electricity in the electricity mix decreased from 2015 to 2020, reducing the GHG emission intensity of battery electric trucks (BETs), by approximately 6.5% in 2020 compared to 2015. Third, different vehicle classes and types of BETs and fuel cell electric trucks (FCETs) have different emission reduction effects, and their potentials for energy-saving and emission reduction at various stages of the fuel life cycle are different. In addition, in a comparative study of vehicle technology, the results show that (1) for medium-duty trucks (MDTs) and heavy-duty trucks (HDTs), FCETs have lower GHG emission intensity than BETs, and replacing diesel-ICETs can significantly reduce GHG emissions from road freight; (2) for light-duty trucks (LDTs), BETs and FCETs have the highest GHG emission reduction potential; thus, improving technologies such as electricity generation, hydrogen fuel production, hydrogen fuel storage, and transportation will help to improve the emission reduction capabilities of BETs and FCETs. Therefore, policymakers should develop emission standards for road freight based on vehicle class, type, and technology.

Efficient separation and recovery of lithium through volatilization in the recycling process of spent lithium-ion batteries

Spent lithium-ion batteries (LIBs) comprise different kinds of valuable metals with recovery and reuse value. Aiming to address the difficulty of recycling lithium from spent LIBs through conventional pyrometallurgy, a new method of high-efficiency separation and recovery of lithium through volatilization is proposed. In this new method, spent LIBs as the raw material, copper slag as the only flux and CaCl₂ as an additive are utilized to recover lithium from spent LIBs. Under the optimal conditions, the volatilization rate of Li was 96.87%. During the smelting process, lithium is volatilized into the gas phase in the form of LiCl, where lithium can be recycled from the dust. In light of the experimental results, the addition of CaCl₂ contributes to the formation of LiCl. The kinetics study showed that the volatilization of LiCl was controlled by an interfacial chemical reaction, and the apparent activation energy was 42.57 kJ/mol. In addition, Li₂CO₃ could be obtained from lithium-containing dust using a precipitation process. This method achieves efficient separation of lithium during the reduction smelting process. The phase transformation and kinetics of the separation process were investigated, and reaction mechanism was revealed. Importantly, the novel process provides new ideas and perspectives for the separation of lithium from spent LIBs through a pyrometallurgical process.

Analysis of China’s Carbon Peak Achievement in 2025

To solve the problem of rising energy use and CO2 emissions, China issued the 14th Five-Year Plan in 2020, emphasizing the need to reduce its carbon intensity and achieve a carbon emission peak before 2030. In order to estimate the future path of carbon peak in China, a novel dataset was constructed to analyze 30 provinces in China, and found that the realization of carbon peaking in 2025 requires a reduction of 1.072 million tons of carbon emissions in 2025, at which point peak carbon emissions will be 11,008.4 million tons. Due to this energy gap caused by carbon emission reduction the total amount of clean electricity has reached 3600 billion kWh. In carbon emission allowance trading, provinces with large carbon emissions, like Jiangsu and Guangdong, prefer to buy carbon allowances, while those with small carbon emissions like Shanxi and Inner Mongolia prefer to sell carbon allowances. In the energy trading market, the overall situation meets the 14th Five-Year Plan of west-east and north-south power transmission, except for Shanghai, Hainan, Hubei, and other provinces selling power, due to excessive power generation from a particular energy source.

A Review on Environmental Efficiency Evaluation of New Energy Vehicles Using Life Cycle Analysis

New energy vehicles (NEVs), especially electric vehicles (EVs), address the important task of reducing the greenhouse effect. It is particularly important to measure the environmental efficiency of new energy vehicles, and the life cycle analysis (LCA) model provides a comprehensive evaluation method of environmental efficiency. To provide researchers with knowledge regarding the research trends of LCA in NEVs, a total of 282 related studies were counted from the Web of Science database and analyzed regarding their research contents, research preferences, and research trends. The conclusion drawn from this research is that the stages of energy resource extraction and collection, carrier production and energy transportation, maintenance, and replacement are not considered to be research links. The stages of material, equipment, and car transportation and operation equipment settling, and forms of use need to be considered in future research. Hydrogen fuel cell electric vehicles (HFCEVs), vehicle type classification, the water footprint, battery recovery and reuse, and battery aging are the focus of further research, and comprehensive evaluation combined with more evaluation methods is the direction needed for the optimization of LCA. According to the results of this study regarding EV and hybrid power vehicles (including plug-in hybrid electric vehicles (PHEV), fuel-cell electric vehicles (FCEV), hybrid electric vehicles (HEV), and extended range electric vehicles (EREV)), well-to-wheel (WTW) average carbon dioxide (CO2) emissions have been less than those in the same period of gasoline internal combustion engine vehicles (GICEV). However, EV and hybrid electric vehicle production CO2 emissions have been greater than those during the same period of GICEV and the total CO2 emissions of EV have been less than during the same period of GICEV.

An Integrated Assessment of Emissions, Air Quality, and Public Health Impacts of China's Transition to Electric Vehicles

Electric vehicles (EVs) are a promising pathway to providing cleaner personal mobility. China provides substantial supports to increase EV market share. This study provides an extensive analysis of the currently unclear environmental and health benefits of these incentives at the provincial level. EVs in China have modest cradle-to-gate CO2 benefits (on average 29%) compared to conventional internal combustion engine vehicles (ICEVs), but have similar carbon emissions relative to hybrid electric vehicles. Well-to-wheel air pollutant emissions assessment shows that emissions associated with ICEVs are mainly from gasoline production, not the tailpipe, suggesting tighter emissions controls on refineries are needed to combat air pollution problems effectively. By integrating a vehicle fleet model into policy scenario analysis, we quantify the policy impacts associated with the passenger vehicles in the major Chinese provinces: broader EV penetration, especially combined with cleaner power generation, could deliver greater air quality and health benefits, but not necessarily significant climate change mitigation. The total value to society of the climate and mortality benefits in 2030 is found to be comparable to a prior estimate of the EV policy's economic costs.

Recycling of LiFePO4 cathode materials from spent lithium-ion batteries through ultrasound-assisted Fenton reaction and lithium compensation

Efficient exfoliation of cathode materials from current collectors for their direct regeneration is the typical bottleneck during spent lithium ion batteries (LIBs) recycling due to the strong adhesion of PVDF (polyvinylidene fluoride) binders. Ultrasound-assisted Fenton reaction was innovatively applied for the selective removal of PVDF binders to recover cathode materials of LiFePO₄ from current collectors and the recovered LiFePO₄ was regenerated through lithium compensation, targeting for the in-situ recycling of cathode materials from spent LIBs. Experimental results suggest that the PVDF binders were adequately degraded by hydroxyl radical (·OH) generated from Fenton's reagent with reinforcement of ultrasound, and about 97% cathode materials can be scrubbed from Al foils under optimized conditions. Detailed analytical results support that the cathode materials peeled off from current collectors are free from contamination of effluent, and the recovered LiFePO₄ can be directly re-fabricated as new cathode materials through lithium compensation with little reduction of electrochemical performances. And the tentative mechanism investigation for pathway of ·OH generation and chemical reactions indicates that ·OH generated from Fenton's reagent with the reinforcement of ultrasound can effectively degrade PVDF binders. This work can be a green and efficient candidate for the in-situ recycling of cathode materials of LiFePO₄ from spent LIBs.

Second life and recycling: Energy and environmental sustainability perspectives for high-performance lithium-ion batteries

Second life and recycling of retired automotive lithium-ion batteries (LIBs) have drawn growing attention, as large volumes of LIBs will retire in the coming decade. Here, we illustrate how battery chemistry, use, and recycling can influence the energy and environmental sustainability of LIBs. We find that LIBs with higher specific energy show better life cycle environmental performances, but their environmental benefits from second life application are less pronounced. Direct cathode recycling is found to be the most effective in reducing life cycle environmental impacts, while hydrometallurgical recycling provides limited sustainability benefits for high-performance LIBs. Battery design with less aluminum and alternative anode materials, such as silicon-based anode, could enable more sustainable LIB recycling. Compared to directly recycling LIBs after their electric vehicle use, carbon footprint and energy use of LIBs recycled after their second life can be reduced by 8 to 17% and 2 to 6%, respectively.

Evaluating long-term emission impacts of large-scale electric vehicle deployment in the US using a human-Earth systems model

While large-scale adoption of electric vehicles (EVs) globally would reduce carbon dioxide (CO2) and traditional air pollutant emissions from the transportation sector, emissions from the electric sector, refineries, and potentially other sources would change in response. Here, a multi-sector human-Earth systems model is used to evaluate the net long-term emission implications of large-scale EV adoption in the US over widely differing pathways of the evolution of the electric sector. Our results indicate that high EV adoption would decrease net CO2 emissions through 2050, even for a scenario where all electric sector capacity additions through 2050 are fossil fuel technologies. Greater net CO2 reductions would be realized for scenarios that emphasize renewables or decarbonization of electricity production. Net air pollutant emission changes in 2050 are relatively small compared to expected overall decreases from recent levels to 2050. States participating in the Regional Greenhouse Gas Initiative experience greater CO2 and air pollutant reductions on a percentage basis. These results suggest that coordinated, multi-sector planning can greatly enhance the climate and environmental benefits of EVs. Additional factors are identified that influence the net emission impacts of EVs, including the retirement of coal capacity, refinery operations under reduced gasoline demands, and price-induced fuel switching in residential heating and in the industrial sector.

Impact Measurement of COVID-19 Lockdown on China's Electricity-Carbon Nexus

Lockdown measures to prevent the spread of coronavirus disease 2019 (COVID-19) resulted in the plummeting of China's overall electric-power demand and production. To date, power generation remains one of the largest carbon dioxide (CO2) emitting sectors of China on account of its high carbon intensity. Within this context, our study seeks to measure the impacts of COVID-19 lockdown on the electricity-power related carbon footprints on both generation and consumption sides. Built on statistical data of electricity generation and consumption released by the National Bureau of Statistics of China (NBSC), we calculate he nationwide electricity related CO2 emission changes in regional, economic-sectoral and technological dimensions during January-April 2020, when the strictest lock-down measures were taken in China and compare the results with the same months of the year prior. Our results show that both east and central China power grids witnessed drastic reduction (15.0% and 13.8%) in electricity-generation caused CO2 emissions; and the biggest falls of provincial-scale electricity-generation CO2 emission took place in Hubei (27.3%). Among China's electricity production mix, coal remains the biggest CO2 emitter and contributed 95.7% of the overall nationwide reduction. The most significant decline of the nationwide consumptive-electricity carbon footprint was by 10.1% in February, with the secondary economic sector the biggest contributor.

Provincial Greenhouse Gas Emissions of Gasoline and Plug-in Electric Vehicles in China: Comparison from the Consumption-Based Electricity Perspective

China has implemented strong incentives to promote the market penetration of plug-in electric vehicles (PEVs). In this study, we compare the well-to-wheels (WTW) greenhouse gas (GHG) emission intensities of PEVs with those of gasoline vehicles at the provincial level in the year 2017 by considering the heterogeneity in the consumption-based electricity mix and climate impacts on vehicle fuel economy. Results show a high variation of provincial WTW GHG emission intensities for battery electric vehicles (BEVs, 22-293 g CO₂eq/km) and plug-in hybrid electric vehicles (PHEVs, 82-298 g CO₂eq/km) in contrast to gasoline internal combustion engine vehicles (ICEVs, 227-245 g CO₂eq/km) and gasoline hybrid electric vehicles (HEVs, 141-164 g CO₂eq/km). Due to the GHG-intensive coal-based electricity and cold weather, WTW GHG emission intensities of BEVs and PHEVs are higher than those of gasoline ICEVs in seven and ten northern provinces in China, respectively. WTW GHG emission intensities of gasoline HEVs, on the other hand, are lower in 18 and 26 provinces than those of BEVs and PHEVs, respectively. The analysis suggests that province-specific PEV and electric grid development policies should be considered for GHG emission reductions of on-road transportation in China.

A Comprehensive Emissions Model Combining Autonomous Vehicles with Park and Ride and Electric Vehicle Transportation Policies

Several transport policies reduce pollution levels caused by private vehicles by introducing autonomous or electric vehicles and encouraging mode shift from private to public transport through park and ride (P&R) facilities. However, combining the policies of introducing autonomous vehicles with the implementation of electric vehicles and using the P&R system could amplify the decrease of transport sector emissions. The COPERT software has been used to calculate the emissions. This article aims to study these policies and determine which combinations can better reduce pollution. The result shows that each combination of autonomous vehicles reduces pollution to different degrees. In conclusion, the shift to more sustainable transport modes through autonomous electric vehicles and P&R systems reduces pollution in the urban environment to a higher percentage. In contrast, the combination of autonomous vehicles has lower emission reduction but is easier to implement with the currently available infrastructure.

Greenhouse Gas Emission Transfer of Inter-Provincial Electricity Trade in China

Inter-regional electricity trade is an important way to mitigate the imbalance between regional electricity generation and consumption. With the increasing amount of inter-regional electricity trade in China, the emission transfer problem is more severe. By using Quasi-Input-Output model, which can consider the ripple effect of electricity trade network, this study analyzed embodied greenhouse gas emissions of electricity trade among 30 provinces in China. Results indicated that, in 2017, the national transfer volumes of CO₂, CH₄, and N₂O embodied in inter-provincial electricity trade were 603.25 Mt, 6803.81 t, and 9899.25 t, respectively. Emissions are mainly transferred from the eastern to the western regions, especially to those with high proportion of electricity generated from fossil fuels. The amount of emission transfer is not consistent with that of purchased electricity, since some regions are rich in clean energy. Although direct emission transfer plays the dominant role for most province, indirect emission transfer should also be noticed. Provinces with larger indirect emission transfer generally purchase electricity from provinces with a lot of electricity inflows. The findings could help policy makers coordinate regional energy utilization strategies and issue more effective emission reduction policies in the electricity industry.

Challenges to Future Development of Spent Lithium Ion Batteries Recovery from Environmental and Technological Perspectives

Spent lithium ion battery (LIB) recovery is becoming quite urgent for environmental protection and social needs due to the rapid progress in LIB industries. However, recycling technologies cannot keep up with the exaltation of the LIB market. Technological improvement of processing spent batteries is necessary for industrial application. In this paper, spent LIB recovery processes are classified into three steps for discussion: gathering electrode materials, separating metal elements, and recycling separated metals. Detailed discussion and analysis are conducted in every step to provide beneficial advice for environmental protection and technology improvement of spent LIB recovery. Besides, the practical industrial recycling processes are introduced according to their advantages and disadvantages. And some recommendations are provided for existing problems. Based on current recycling technologies, the challenges for spent LIB recovery are summarized and discussed from technological and environmental perspectives. Furthermore, great effort should be made to promote the development of spent LIB recovery in future research as follows: (1) gathering high-purity electrode materials by mechanical pretreatment; (2) green metals leaching from electrode materials; (3) targeted extraction of metals from electrode materials.