{"id":92587,"date":"2024-02-15T07:06:07","date_gmt":"2024-02-15T07:06:07","guid":{"rendered":"http:\/\/www.spglobal.com\/mobility\/en\/research-analysis\/race-to-reduce-carbon-footprint-of-electric-vehicle-batteries.html"},"modified":"2024-02-15T07:06:07","modified_gmt":"2024-02-15T07:06:07","slug":"briefcase-race-to-reduce-carbon-footprint-of-electric-vehicle-batteries-heats-up","status":"publish","type":"post","link":"https:\/\/gamefootballmobileanimeiphone.com\/index.php\/2024\/02\/15\/briefcase-race-to-reduce-carbon-footprint-of-electric-vehicle-batteries-heats-up\/","title":{"rendered":"BriefCASE: Race to reduce carbon footprint of electric vehicle batteries heats up"},"content":{"rendered":"\n\n\n
\n

The road to carbon neutrality entails a significant shift
\nin sourcing and production strategies for automakers and their
\nbattery suppliers.<\/em><\/h3>\n

The transportation sector's objective to curtail greenhouse gas
\nemissions has evolved beyond merely addressing emissions during
\nvehicle operation. The focus has broadened to encompass a life
\ncycle assessment perspective, spanning the extraction of minerals
\nused in vehicle production to the recycling process. This
\ncomprehensive approach aims to assess and manage GHG emissions at
\nevery stage of a vehicle's life and acknowledges the environmental
\nimpact from raw material extraction to end-of-life
\nconsiderations.<\/p>\n

The elephant in the room in this quest is the electric vehicle
\nbattery supply chain. A new forecast by S&amp;P Global Mobility
\nshows that battery cells account for 43% of the total carbon
\nfootprint of materials used in an EV. The research identifies that,
\nin the cell's overall carbon footprint, cathode active materials
\naccount for the highest portion of the overall cell carbon
\nfootprint at 58%, followed by anode active materials and cell
\nassembly at 14% each. Additionally, the research shows that lithium
\niron phosphate chemistries have a higher overall carbon intensity
\nthan nickel cobalt manganese chemistries. This adds another
\ndimension to portfolio management since some original equipment
\nmanufacturers turn to lithium iron phosphate as a low-cost,
\nhigher-volume solution. The forecast covers the CO2 equivalent for
\ncathode active materials, anode active materials and battery cells
\nfrom a cradle-to-gate perspective.<\/p>\n

Evolving regulatory requirements<\/strong><\/p>\n

The regulatory winds of change are also gathering around battery
\ncarbon accounting. The European Council adopted a new battery
\nregulation that strengthens sustainability rules for batteries and
\nwaste batteries. The new rules aim to improve the internal market
\nfor batteries and ensure fairer competition through safety,
\nsustainability and labeling requirements, which include mandatory
\ninformation on the carbon footprint of batteries. The new rules
\nrequire battery manufacturers selling in Europe to calculate and
\nreport the total carbon footprint from the battery life cycle,
\nstarting July. This data will be used to set a maximum CO2 limit
\nfor batteries produced and sold in Europe in 2027.<\/p>\n

China, which has one of the highest emissions per kilowatt-hour
\nof battery produced, implemented its GB\/T 34014-2017 regulation;
\nthis assigns a mandatory traceability code involving carbon
\nfootprint information for EV traction batteries throughout their
\nlife cycle. The Japanese government is also said to be preparing
\nmandates for EV-makers in the country to calculate and report CO2
\nemissions from the production of batteries from 2024.<\/p>\n

Regional advantage<\/strong><\/p>\n

Europe has the lowest CO2 emissions per kilowatt-hour, mainly
\ndue to the high percentage of renewables in its energy mix. China,
\nwhich will likely continue being the biggest battery manufacturer,
\nis also taking the initiative to switch to renewable sources,
\nprompted by the GB\/T 34014-2017 regulation. Our forecast indicates
\nthat Chinese initiatives, marked by the implementation of GB\/T
\n34014-2017 will help bring China's battery carbon footprint during
\nbattery assembly below the global average by 2026. Average CO2
\nemissions for battery assembly in Greater China are expected to
\ndrop to fewer than 5 kg\/kWh in 2030 from 12.59 kg\/kWh in 2022, a
\nmarked improvement that will put the region back on the competitive
\nfront foot. China's progress in just a few years is stark; the
\ncountry is expected to race ahead of Japan and South Korea, while
\nNorth America's progress will be much more measured.<\/p>\n

The carbon neutrality of an OEM is directly affected by the
\ncarbon footprint of its battery value chain. Our data indicates
\nthat OEMs with a higher dependency on Europe for battery production
\nare expected to have much lower carbon intensity than the global
\naverage in 2030 compared with the current scenario. However, there
\nare substantial regional variations in the carbon emissions
\nassociated with OEMs' battery cells. In Europe, cell manufacturers
\nare actively working to diminish their carbon footprint,
\ncontributing to the broader objectives of OEMs.<\/p>\n

What's the opportunity cost?<\/strong><\/p>\n

A regulatory shift is making it necessary for OEMs to evaluate
\nthe sources of GHG emissions in their supply chains and industrial
\nsites. Many have started including climate requirements in their
\ncomponent purchasing agreements, with an eye on capturing
\ncradle-to-gate emissions. Automakers' carbon-reduction targets will
\nheavily depend on the efforts of their battery suppliers,
\nespecially in key areas such as raw materials sourcing, process
\ninnovations and the use of renewable energy in cell
\nmanufacturing.<\/p>\n

S&amp;P Global Mobility's research reveals that if the battery
\nmanufacturing industry can execute planned steps to achieve carbon
\nneutrality according to their respective targets, the carbon
\nfootprint could be reduced by 31%, or about 79 million metric tons
\nof CO2 equivalent emissions, by 2030. The estimate is based on a
\nforecast of battery cell production increasing from about 537 GWh
\nin 2022 to 3,363 GWh in 2030. On a per kilowatt-hour basis, CO2
\nemissions are expected to be reduced to 52 kg\/kWh in 2030 from
\n75kg\/kWh in 2022.<\/p>\n

Subscribe to BriefCASE: Our
\nweekly AutoTechInsight newsletter featuring innovative automotive
\ninsights and expert analysis<\/strong><\/a><\/p>\n

Identify opportunities and improve
\nprofitability with insight into vehicle components and systems.
\nLearn more.<\/strong><\/a><\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n\n

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The road to carbon neutrality entails a significant shift
\nin sourcing and production strategies for automakers and their
\nbattery suppliers.The transportation sector's objective to curtail greenhouse gas
\nemissions has evolved beyond merely 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