Stephen Lonsdale Although Weiss makes a number of valid points, I see several flaws in his argument. And he bases his carbon-footprint estimates of battery production on a single report that is far out of sync with previous research on the subject.
Furthermore, he fails to account for the carbon emissions resulting from the production of gasoline. If the carbon footprint of a Tesla's fuel counts against it, why shouldn't a standard car's fuel be subject to similar accounting?
So let's go through his analysis and his conclusions point by point.
*Power plant emissions count against electric cars
Virtually all electric car advocate agree that when toting up the environmental pros and cons of electric cars, it's only fair to include powerplant emissions.
When this has been done previously, the numbers have still favored electric cars. The Union of Concerned Scientists, for example, concluded in a 2012 report, "Electric vehicles charged on the power grid have lower global warming emissions than the average gasoline-based vehicle sold today."
The carbon-friendliness of the electric grid, of course, varies wildly from region to region, depending upon the type of powerplants there.
From an article.
WE HAVE TO THINK CHANGES ALL THE WAY THROUGH
"From NyTeknik:
Huge hopes tied to electric cars as the solution to automotive climate problem. But the electric car batteries are eco-villains in the production.
Several tons of carbon dioxide has been placed, even before the batteries leave the factory.
"From NyTeknik:
Huge hopes tied to electric cars as the solution to automotive climate problem. But the electric car batteries are eco-villains in the production.
Several tons of carbon dioxide has been placed, even before the batteries leave the factory.
IVL Swedish Environmental Research Institute was commissioned by the Swedish Transport Administration and the Swedish Energy Agency investigated litiumjonbatteriers climate impact from a life cycle perspective. There are batteries designed for electric vehicles included in the study. The two authors Lisbeth Dahllöf and Mia Romare has done a meta-study that is reviewed and compiled existing studies.
The report shows that the battery manufacturing leads to high emissions. For every kilowatt hour of storage capacity in the battery generated emissions of 150 to 200 kilos of carbon dioxide already in the factory. The researchers did not study individual bilmärkens batteries, how these produced or the electricity mix they use. But if we understand the great importance of play battery take an example: Two common electric cars on the market, the Nissan Leaf and the Tesla Model S, the batteries about 30 kWh and 100 kWh.
Even when buying the car has thus emissions occurred, corresponding to approximately 5.3 tons and 17.5 tons, the batteries of these sizes. The numbers can be difficult to relate to. As a comparison, a trip for one person round trip from Stockholm to New York by air causes the release of more than 600 kilograms of carbon dioxide, according to the UN organization ICAO calculation.
Another conclusion of the study is that about half the emissions arising from the production of raw materials and half the production of the battery factory. The mining accounts for only a small proportion of between 10-20 percent.
Read more: “The potential electric car the main advantage”
The calculation is based on the assumption that the electricity mix used in the battery factory consists of more than half of the fossil fuels. In Sweden, the power production is mainly of fossil-nuclear and hydropower why lower emissions had been achieved.
The study also concluded that emissions grow almost linearly with the size of the battery, even if it is pinched by the data in that field. It means that a battery of the Tesla-size contributes more than three times as much emissions as the Nissan Leaf size. It is a result that surprised Mia Romare.
Full story
https://tallbloke.wordpress.com/2017/06/19/study-tesla-car-battery-production-releases-as-much-co2-as-8-years-of-driving-on-petrol/amp/
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