In elections Sunday, Turkish President Recep Tayyip Erdo臒an聽faces his stiffest-ever challenge. Young voters, many of whom weren鈥檛 born when he first took office, hold his fate in their hands.
What should we make of a recent from carmaker Tesla reminding us that, even though its cars have no tailpipes, there are significant carbon emissions associated with getting them built and on the road?
It鈥檚 worth thinking about, though there鈥檚 a lot more at play when it comes to electric vehicles and CO2 emissions.
The vast network needed to supply raw materials and component parts for EVs makes for difficult accounting. But this time, in Tesla鈥檚 report, it was part of the tally. And such 鈥淪cope 3鈥 emissions 鈥 including those of suppliers 鈥 represented the deepest part of the product line鈥檚 carbon footprint.
Batteries are a big factor. For 2022, the firms involved in the mining and manufacturing for those accounted for 27% of Tesla鈥檚 total emissions, .
But the supply side isn鈥檛 the only thing to consider as we think about EVs and making work. The demand side 鈥 that is, consumer preferences 鈥 plays an important role, too.
There are full-size EV pickups that can power homes, and some drivers do need big vehicles. Those are pricier than EVs like the little Bolt hatchback, which General Motors discontinued in favor of pickups.聽
They鈥檙e more resource-intensive, too. An editorial decries a wave of bigger 鈥 and bigger-battery 鈥 EVs. (The EV 鈥渉igh end鈥 keeps .)
The EV story, analysts point out, remains one of net carbon impact. If you size up CO2 emissions over a vehicle鈥檚 lifetime, electricity soundly beats internal combustion 鈥 especially as more power is renewably sourced and battery technology gets 鈥渃leaner.鈥
High gasoline prices turn heads toward EVs, which can lead to a hunt for affordable EV models. Those are pocketbook motivations. There are planetary motivations, too. Will consumers be mindful about the relative impact of different EV vehicle options?