Како не загадува?
Електричното возило троши енергија, исто како и сите останати. Последниот чекор на конверзија е чист, но тоа не значи дека и останатите чекори потребни за да се наполнат батериите се исто така чисти.
Tesla S коja ги полни батериите со енергија добиена од јаглен, можеме да сметаме дека работи на јаглен.
Dodge Charger коj го полниме со течно гориво, добиено со спојување на водород и CO
2 со помош на соларна енергија, можеме да сметаме дека работи на соларна енергија.
Електрично возило во Франција може слободно да се продава со налепница 'Powered by U
235'.
The researchers focused on five major pollutants: carbon (CO2), sulfur dioxide (SO2), nitrogen (NOx), particulate matter (PM 2.5), and volatile organic compounds (VOCs). They considered 11 different 2014 models of EVs, as well as the “closest substitute” gas car. Whenever possible they used an exact equivalent, as with the Ford Focus, which comes in both electric and gas-powered versions.
For gas cars, calculating environmental damage was pretty straightforward. The researchers considered factors like a car’s fuel-efficiency rating (city miles for urban counties, highway miles for non-urban), pollutant dispersion (such as average wind patterns), and number of environmental damages (to health, infrastructure, crops, and so on). Together that data gave them the aggregate emissions of driving a certain gas car one mile in a given U.S. county.
Determining the comparable damage from electric vehicles was a bit trickier. Here they used an EV’s fuel-efficiency equivalent (kilowatt-hours per mile) to figure out how much electricity it drew from a regional grid. They also knew the hourly emissions profiles for the five target pollutants at 1,486 power plants across the U.S. So for each county they knew how the grid responded when an EV plugged in, which told them how much environmental damage that car produced at the power plant.
...
Using local vehicle miles traveled figures, Holland and company determined how much an electric car was worth to each U.S. county. They did this by subtracting the damage done by a gas car from that of an electric over a lifetime of 150,000 miles. When the number was positive, the electric car was cleaner and therefore warranted a subsidy. When it was negative, the electric car was dirtier and instead should be taxed.
...
in many metros, EVs actually produced more environmental damage than gas cars: Atlanta (-$314), Chicago (-$900) and D.C. (-$1,077), among them. Those negative figures indicate that EVs should be taxed, rather than subsidized. In non-urban counties that tax rose to an average of $2,200, and in parts of the Midwest it neared $5,000 per car.
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