Bloomberg new energy finance��s new quarterly electric vehicle battery price index,new battery technology for cars 2013 india,battery specialist golf cars highland il 62249,what voltage should a car battery be under load - PDF Review

19.04.2015
Bloomberg New Energy Finance released a pretty bold forecast of a bright electric vehicle future.
Their main statement is that by 2040 EVs (pure electric and plug-in hybrids) will take 35% market share of new car sales. One interesting tidbit is the different take-offs for pure electric cars (BEVs) and plug-in hybrids (PHEV), which is projected to fade after 2030. EVs come in two categories – battery electric vehicles, or BEVs, that rely entirely on their batteries to provide power; and plug-in hybrid electric vehicles, or PHEVs, that have batteries that can be recharged but have conventional engines as back-up.
John, even more than finding a diesel or gas car, where are they going to find the gasoline or diesel in 2040?
We are on the downslope of the oil production curve which will only gain speed as the old wells go dry.
Vs an EV in only 10 yrs will have 300 mile range and 1-15 minute recharge costing les to buy and 20% to run of a gas car. By just 2030 the FF tide will have seriously ebbed as just cost too much compared to everything else.
The type of analyst forecast cited in the article above always ignore history and assume near-linear growth.
Tesla is shooting for $100 per kWh, they’ll surely get to it sooner than this projection. I think once we get to the point of 10% sales, it will take off more exponentially than their graph shows.
Totally ignores the disruptive potential of self driving cars, which enable personal mobility as a cheap service to order when needed.
Who wants to own and mantain a car, when he can call one any time he needs for far less money? Imagine an electric Uber-car, working 24h without the cost of the driver and with intelligent pooling-software, which collects several persons with start and destination points close to each other. So on the contrary, a car that sits in a parking lot 90% of it’s lifetime can never be cheaper than a well used and pooled car imho.
And everywhere else, people will need to own their own cars to have reliable transportation… just as they do now. I can easily believe that we’ll see some sort of near-instant door-to-door delivery service in the future.
I do, it’s fascinating how much you can learn about people from looking at these predictions. It is important to make these predictions even if they are wrong otherwise you get really caught out with gaps in major infrastructure being a big problem. This seems like a fairly sensible approach based on price which is pretty good place to start but as people have said above it doesn’t factor in self driving cars or legislation. Perhaps I’m wasting my time saying it, but it needs to be said that the challenge is much more serious than a convenient transition away from ICE vehicles. IMO one really big issue is the confidence that future EV drivers will need to have in future fast charge networks. Currently BEV’s totally dominate the compact segment with e-Golf, Leaf Golf GTE and Audi A3 e-tron and Renault Zoe. It depends on where the most growth in auto sales occurs, and how the governments in those regions choose to deal with it. The average potential car owner of 2040 might be a relatively well-paid person who lives in a city, but will he want to deal with the hassles of owning a car there?
Apart from being to pessimistic the report misses the point that phev are for sure going to eat up all remaining gas cars that may be left much sooner than they will start to diminish themselves in favor of pure bev. I entered college just as the original IBM PC was about to be launched (1980-1981) and for my entire adult life I have been witnessing one disruption after another.
Continuing reductions in battery prices will bring the total cost of ownership of EVs below that for conventional-fuel vehicles by 2025, even with low oil prices. In particular, discussions were built around the question of what transportation will look like as the sector tries to balance 1) meeting demand and 2) compliance with air pollution standards.


We are seeing the beginnings of the same effect with the electrification of transport as battery costs fall. There are a few other things that indicate that transportation is moving toward EVs – first, the power sector is getting cleaner every year and so an electric vehicle is cleaner every year. Lott: On this topic - do you think that range anxiety will continue to be as big of a challenge in the future? McKerracher: I think that there will probably be a place for both plug-in electric vehicles with gasoline back-up and all electric models for awhile. I think that we could get much faster adoption of electric vehicles because of these urban air quality problems and global pollutant concerns. Right now, the upfront cost is high, but the next round of mass market EVs is set to make this much more accessible. McKerracher: The trends around connectivity, car sharing and electrification reinforce each other.
Lott: Are EVs a chance for utilities to offset concerns about flattening and declining electricity demand? In the United States for example, we see EVs contributing an additional 2% electricity demand growth by 2030. Connecting decision makers to a dynamic network of information, people and ideas, Bloomberg quickly and accurately delivers business and financial information, news and insight around the world.
About a week ago, Bloomberg New Energy Finance (BNEF) released the Sustainable Energy in America 2013 Factbook (a report commissioned by the Business Council for Sustainable Energy). I went ahead and got permission from BNEF to share images from the presentation because, as well all know, charts and graphs are often better for conveying a point than text. Keep up to date with all the hottest cleantech news by subscribing to our (free) cleantech newsletter, or keep an eye on sector-specific news by getting our (also free) solar energy newsletter, electric vehicle newsletter, or wind energy newsletter. Zachary Shahan is tryin' to help society help itself (and other species) one letter at a time.
Pingback: San Diego Loves Green – President Obama’s “All-of-the-above” strategy, have we been listening? Although some 1.3 million EVs have now been sold worldwide and 2015 saw strong growth, they still represented less than 1% of light duty vehicle sales last year.
Right now power stations are being shutdown due to lack of demand in the EU, US and Australia. I hope that catches the eye of those in the power industry which is currently stuck in a world where household PV and efficiency improvements are making the near future look very bleak. Recent studies have show that predictions going out further than 5 years are extremely inaccurate in regard to technology. In other words, the masses (now I said the masses) will not start driving EVs unless long distance travel becomes as reliable as visiting a gas station to fill up with gas.
I’m with Tony Seba on this one when he says that, by 2030 ALL NEW cars will be electric, not fuel cell or hybrid or PHEV, electric.
The next phase is when everybody knows at least one person who drives and EV and then before you know it everybody’s buying one! Norway is our crystal ball, EVs are selling like hotcakes there when the playing field is evened out.
In many ways, transport looks like the power industry when BNEF first started covering renewables back in 2004: you have growing policy support, shifts in public perception and most importantly, rapidly changing technology costs. EV lithium-ion battery costs are down more than 60% since 2010 and we expect this to continue.
We are running the transport, cities, and air quality panel that we held today in London in our subsequent events in Shanghai and New York – I am interested to see how those discussions will compare to each other.
We are seeing the cost of electric buses coming down and the orders for these companies starting to tick up. For example, with the DriveNow UK car-sharing program, part of the reason that they are able to use electric vehicles in a sort of free-floating car-sharing scheme is because of connectivity. The same thing happens with bike-sharing programs, where big data show where there are empty bays and where the system is overloaded.


What is the role of psychology and changing generations of people on how our transport systems will develop? I think that in the much longer term, there’s the potential to partially offset some declines in electricity demand. If 1 out of 10 buyers is buying an EV then most of the public education hurdles have disappeared, charging infrastructure has probably been developed out better, and I think most everyone will know somebody else with an EV to help bust any myths and show them the better driving characteristics of an EV.
2005 came, we hit peak light sweat crude (which was all people in the 70’s could imagine being cheap enough to extract to burn as a fuel) and everything became unstable, we are still trying to work out what to do 10 years on. Thankfully sun cream improved but unfortunately the plight of the poor Aussie bather has not. Perhaps we should put a little thought into that as it take 10 years to build that sort of infrastructure.
Lott (2015) AdvertisementThe future of transportation was a hot topic at last week’s Future of Energy Summit in London hosted by Bloomberg New Energy Finance (BNEF).
Solar and other renewables went from marginal to large scale disruption in a short time off the back of steady technology cost improvements. We forecast that 30% of new passenger vehicles will be plug-in hybrids or full battery electrics by 2030 in the United States. Lott is an engineer and researcher who works at the intersection of energy, environment, technology, and policy.Recent Articles by Melissa C. We can go for unconventional oil (everything from bio-fuel to tar sands) but it is really expensive or we can bring in new technology that reduces oil consumption.
We shouldn’t fear the future everything seems to be moving (painfully slowly, but moving) in the right direction but we should plan for it. Our analysis indicates that it will be very difficult to meet these existing standards without much more electrification. This is probably a bit conservative as it doesn’t consider potential policies changes.
The psychology behind this is that people don’t think about spreadsheets and discounting costs over time. It’s also new shift-able loads, which can contribute to better asset utilization for utilities.
Zach is recognized globally as a solar energy, electric car, energy storage, and wind energy expert. If you had 30% EV’d in the US would the power grid cope, yes it probably would but you might need to upgrade certain parts of it. If we were to get some fairly draconian air quality policies, this number could go up significantly.
EVs can be charged largely at night and decrease peaking of electricity demand.The views expressed are those of the author(s) and are not necessarily those of Scientific American. Regulations on Ivory Sales are Great--But They Don't Go Far Enough1 hour ago — Jeff FlockenPolicy & EthicsGas Stations Slap Cap-and-trade 'Cost' Labels on Pumps59 minutes ago — Anne C. If power use switches from large central industrial things like refineries to distributed 32 kW home charging stations then things might need to change a bit. Though, there will still be some applications like heavy trucks, that will use other things – but the passenger vehicle trajectory is clear. Norway is an example that comes to mind as a country with generous support where EVs are already hitting 15-20% of new vehicle sales. Shared vehicles have higher utilization rates, so the economics of switching to electrics are more attractive. Once we get to this point, there are innovative people who can make this type of investment work.
All these things reduce the friction that might prevent the use of electric vehicles and so this connectivity enables the business model.



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