CO2 Emission Reduction Targets Research Articles

Quantitative analysis of automobile sector in Indonesian automotive roadmap for achieving national oil and CO2 emission reduction targets by 2030

The dominance of private vehicles in the Indonesian transport modal mix has led to an enormous energy demand from oil and transport-related externalities. In 2018, to increase the sustainability of the automotive industry, the Indonesian government established an industrial roadmap with strong links to the national energy policy and CO2 emission reduction targets. The present manuscript proposes a model that could enable a quantitative projection of oil demand, CO2 emissions and assess the impact of proposed policy initiatives under the Activity, Mode Share, Intensity, and Fuel Choice (ASIF) framework.The results showed that improvements in vehicle fuel economy and the adoption of alternative fuels―such as bioethanol, biodiesel, and electricity―could reduce oil and CO2 emissions by up to 30.8% and 33.2%, respectively, as compared to the business as usual (BAU) case by 2030. The most significant contribution was derived by adopting policies related to biofuel blending: bioethanol (E−10) and biodiesel (B-50) reduced oil emissions by up to 5.44% and 10.30%, respectively. The electrified vehicle policy and improvements related to the new vehicle fuel economy contributed a combined 10.38% reduction. Meanwhile, the mandatory use of CNG made a contribution of only 0.98%. The end-of-life vehicle (ELV) retirement policy was also evaluated, with the results showing that it could contribute up to 3.49%. The findings suggest that the roadmap should be restructured to include a specific biofuel blend ratio mandate and new vehicle fuel economy targets. Additionally, a step-by-step implementation timeline needs to be established to enable a sufficient transition period during which the industry sector can adjust.

Optimisation of biochar-based supply chains for negative emissions and resource savings in carbon management networks

Climate change is a global issue, and the main reason causing climate change is carbon dioxide (CO2) emissions. Biochar, a stable form of carbon that can be obtained from pyrolysis of biomass, can potentially reduce CO2 emissions. By applying biochar into soil, a stable form of carbon is stored under the soil. Biochar application is able to achieve negative emissions because the stored carbon was previously fixed from CO2 via photosynthesis. Biochar application also brings additional benefits to soil as it helps to retain water and nutrients in soil. The benefits of biochar can be scaled up by developing biochar-based carbon management networks (CMNs). However, there are very limited decision support tools available for designing optimal biochar-based CMNs. This work presents a methodology to develop a decision support tool for biochar-based CMNs. Proposed methodology provides guidance on how a mixed-integer linear mathematical model can be formulated as a decision support tool to design biochar-based CMNs. The developed model has capabilities to determine the optimal network based on cost while considering several constraints. These constraints are CO2 emission reduction, water and nutrient retention and several land constraints. The network costs considered are capital cost, operating cost, transportation cost and transport fuel consumption cost. The model also factors transport routes, hiring cost and truck capacity into the network. A case study based on the palm oil industry is solved to demonstrate the use of the model. Results from the case study show that total biochar production, water savings, nutrient savings, cost savings and total network costs were 307 t/day, 7.1 M m3 water/year, 6.0 k t nutrients/year, RM 25.6 M/year and RM 17.9 M/year, respectively. Besides that, a sensitivity analysis is done to analyse the impact of CO2 emission reduction targets on the network costs. Aside from this, two alternative scenarios from the case study were investigated further.

Numerical Simulation of Effects of Microbial Action on CO2 Geological Storage in Deep Saline Aquifers

CO2 geological storage (CGS) is a crucial strategy for meeting CO2 emission reduction targets. However, the effect of microbial action on CGS in deep saline aquifer is unclear. In this paper, numerical simulations based on previous experimental data were conducted to investigate CO2 solubility-trapping and mineral-trapping by microbial-mediated process in CGS demonstration base in Ordos, north of China. The simulation results reveal that the presence of a microbial community has a positive influence on CGS, mainly in terms of the amount of CO2 that can be injected and the manner by which it is stored. With the effect of microbial action, the amount of injected CO2 was increased by 23.33% and the CO2 mineral sequestration increased from 1.12 to 2.05%. In addition, microbial action plays different roles at different stages of CGS. In the initial stage of CO2 injection, the microbial action promotes dissolution of calcite, oligoclase and clay minerals such as chlorite and kaolinite, providing a favorable condition (more K+, Ca2+, Na+, Mg2+, Fe2+ and HCO3−) for CO2 mineral-trapping. In the following stage of CGS, microbial action accelerates the precipitation of carbon-fixing minerals such as calcite and siderite, enhancing the CO2 storage security in deep saline aquifer. As such, secondary minerals such as ferroan dolomite and dawsonite were observed in advance in microbially mediated CO2–saline–sandstone interactions, further indicating that microbes play a positive role in CO2 mineral-trapping. Consequently, the microbial action can promote mineral capture of CO2 and increase the CO2 storage security in deep saline aquifer. These conclusions can provide a reference and basis for the suitability assessment of CGS in such deep saline aquifer like Erdos, China.

Research on the influence of product differentiation and emission reduction policy on CO2emissions of China’s iron and steel industry

PurposeThere are certain differences in the production products of enterprises. What are the impacts of product differentiation on the iron and steel industry? Based on the macro background of CO2emission reduction, this paper aims to analyze the economic benefits and environmental changes of the iron and steel industry under the dual influence of CO2emission reduction policy and product differentiation policy.Design/methodology/approachTaking the basic data of iron and steel industry in six regions of China as an example, this paper constructed an extended two-stage dynamic game model to analyze the impact of product differentiation and carbon tax policy on the production, economic indicators and CO2emission levels for the overall industry and regional enterprises.FindingsAs the CO2emission reduction target increased, the unit carbon tax and total tax increased, whereas the macro-environmental losses, social welfare, consumer surplus and outputs decrease. Emission reduction pressures and other economic indicators showed obvious regional differences. Differentiated products promoted various indicators of enterprises and industries; higher degrees of product differentiation resulted in greater promoting effects on economic indicators.Originality/valueThis paper constructed multiple emission reduction and production backgrounds, and discusses the impact of the comprehensive implementation of these policies, which has been practically absent in previous studies. The results of this study are consistent with the current industrial policy for stable production and environmental protection, and also provides a reference for the formulation of detailed policies in the future.

Measuring the sustainable development implications of climate change mitigation

Synergies and trade-offs exist between climate mitigation actions and target indicators of the Sustainable Development Goals (SDGs). Some studies have assessed such relationships, but the degree of such interaction remains poorly understood. Here, we show the SDG implications associated with CO2 emissions reductions. We developed ‘marginal SDG-emissions-reduction values (MSVs)’, which represent the marginal impacts on SDG indicators caused by a unit CO2 emissions reduction. This metric is applicable to national assessments and was applied to Asia. We found clear relationships between CO2 emissions reduction rates and many SDG targets. For instance, 1% reduction of CO2 can avoid 0.57% of air pollution-related premature deaths (SDG3), whereas the mean species richness (SDG15) is decreased by 0.026% with the same reduction (not including climate change impacts). Our findings are useful for assessing the SDG implications associated with CO2 emissions reduction targets, which will help inform national climate policies.

Promoting better economics, renewables and CO2 reduction through trade: A case study for the Eastern Africa Power Pool

Cross-border power trade in the Eastern Africa Power Pool (EAPP) has been very low for nearly 15 years since its inception in 2005. This analysis uses a least-cost generation and transmission capacity expansion model to assess economic and CO2 emissions reduction benefits from different levels of integration. These benefits are assessed for several policy scenarios around renewable energy, national energy security and CO2 emission reduction targets. In addition, we have explored if major drought events may significantly alter the benefits of trade. The World Bank Electricity Planning Model (EPM) is used to represent 11 countries in the EAPP, Eritrea, South Sudan (and SAPP as an external system) for 2020–2030 including all existing, committed and planned generation and interconnectors. Our analysis shows encouraging prospects for EAPP to potentially gain $7.6 billion from a “Shallow” level of integration wherein countries retain their national plans and interconnections are limited to existing and already committed transmission links. A “Tight” integration that requires generation and (new) interconnection plans to be optimized at a regional level, would increase benefits to $18.6 billion. Tight integration would be most efficient in meeting a 30% CO2 emission reduction target by 2030 retaining $11.8 billion of benefits. This CO2 target can be met at 3.8 times lower cost of $6.6 billion compared to the $25.7 billion needed to meet the target in the Business-as-usual (BAU) scenario of very low trade. We find that imposing a 20% upper limit on imports would still retain 80% of the benefits that allays a large part of the concerns around national energy security. We have also simulated extreme droughts that may reduce benefits of trade due to 20%–30% lower hydro availability from hydro dominated systems like Ethiopia. This indeed affects the benefits of a Shallow integration although more than 60% of base case benefits are still retained. Higher flexibility of a Tight integration, on the other hand, allows for a benefit retention of 89% or more, by adjusting flow volumes and directions of trade. A Tight integration renders a greater ability to the system to reduce the impact of major droughts and meet policy constraints including CO2 emission and import restrictions at a lower cost, due to the intrinsic flexibility of a stronger and wider network. Since all these issues are very realistic, the additional investments in major cross-border links and institutional challenges should be addressed to achieve significant benefits over the medium term. Overall, our exploration of the key facets of trade in EAPP suggests an overwhelmingly positive case for trade pointing to a rapid increase in trade volume by an order of magnitude over the next decade.

Isparta’da Bir Toplu Konut Yerleşiminin 2050 Yılına Kadar CO2 Salınımını Azaltma Senaryosunun Oluşturulması

Energy plans are at the center of countries' development plans. The share of buildings in energy consumption is about 40%. Energy consumption in buildings can be reduced by 25-45% with the measures taken. The European Union has published the Energy Performance Directive on Buildings (EPBD) to reduce the energy consumption of buildings. European Union member and candidate countries are obliged to fulfill the provisions of the regulation. Turkey is among the candidate countries for accession to the European Union (EU). Therefore, the energy consumption of the existing buildings and the reduction of CO2 emissions were examined in this study. Since The Intergovernmental Panel on Climate Change (IPCC) predicts that global temperatures will increase by a range of 1.1°C to 6.4°C by the end of the twenty-first century, future climate data were also taken into consideration in this study. For the study, measures were determined to achieve the EU's total CO2 emission reduction targets. A mass housing settlement built by the Housing Development Administration (TOKİ) in Isparta has been identified as the study area. Improving the heating systems of these buildings, increasing the energy performance of the building envelope and the production of electricity with photovoltaic (PV) panels were studied in this study. As a result of the study, it was determined that it has 66% CO2 emissions in 2020, 79% in 2030, and 84% less in 2050 compared to 1990.

The Role of Powertrain Electrification in Achieving Deep Decarbonization in Road Freight Transport

Decarbonizing road freight transport is difficult due to its reliance on fossil fuel internal combustion engine vehicles (ICEVs). The role of powertrain electrification in achieving deep decarbonization in road freight transport was studied using a vehicle stock turnover model, focusing on Japan. Twelve vehicle types were considered; combining four powertrains, ICEV, hybrid electric vehicle (HEV), battery electric vehicle (BEV) and fuel cell electric vehicle (FCEV); and three vehicle size classes, normal, compact and mini-sized vehicles. A scenario-based approach was used; considering a Base scenario, and three alternative scenarios targeting powertrain electrification. Between 2012 and 2050, tank to wheel CO2 emissions decrease 42.8% in the Base scenario, due to the reduction of vehicle stock, the improvement of vehicle fuel consumption and the adoption of HEVs. Diffusion of FCEVs in normal vehicles and BEVs in compact and mini-sized vehicles achieves the largest tank to wheel CO2 emissions reductions, up to 44.6% compared with the 2050 baseline value. The net cash flow is positive over the whole time horizon, peaking at 6.7 billion USD/year in 2049 and reaching 6.6 billion USD/year by 2050. Powertrain electrification is not enough to achieve any of the CO2 emissions reduction targets in road freight transport.

How to achieve China’s CO2 emission reduction targets by provincial efforts? – An analysis based on generalized Divisia index and dynamic scenario simulation

China has set a series of periodical CO2 emission reduction targets, with a goal of peaking CO2 emission by 2030. Due to China’s large size and imbalanced development, the achievement of such targets depends on the performances of China’s provinces. Under such a circumstance, this study aims to identify the driving forces and predict the trajectories of China’s overall and provincial energy-related CO2 emissions. The generalized Divisia index decomposition analysis results show that investment sale expansion is the major driver of CO2 emission growth in China and most Chinese provinces, which is partly offset by the efficiency gains. Our dynamic scenario simulation results show that most Chinese provinces will achieve their CO2 intensity reduction targets but have difficulties in achieving their CO2 emission peak targets. Further integration of both efficiency and technology improvement is one effective approach toward peaking CO2 emissions. Provincial disparities exist, resulting in that different factors have different impacts in different Chinese provinces. Consequently, it is crucial to set up appropriate province-specific emission peak targets and raise province-specific emission reduction policies by considering the local realities.

Can China achieve its CO2 emission reduction targets in agriculture sector? Evidence from technological efficiency analysis

The objective of this paper is to conduct a comparative analysis of the real and potential CO2 emission intensity in China’s agricultural sector. In order to perform this goal, this paper combines the concept of the meta-frontier efficiency and the directional distance function to process empirical work. This methodology allows for the incorporation of technological heterogeneities into the efficiency analysis and implementation results of increment in desirable outputs and reduction in undesirable outputs. Empirical results indicate that the average total-factor CO2 emission efficiency is 0.481 and has a slight downward trend over the studied period, which is lower than that of the whole industry in China. CO2 emission efficiency and the technology gap ratios among different regions in China’s agricultural sector show different space–time characteristics. A comparative analysis is applied in this study to verify the relationship between the actual and potential CO2 intensities, whose average values are, respectively, 0.1972 and 0.0816 Mtc/billion yuan RMB. Research shows that there exists huge space for CO2 intensity reduction. Meanwhile, the major contributor to the potential CO2 intensity reduction varies across different regions, as managerial failure for most provinces in the eastern and central regions and technology gap in the western regions.

2050 targets – is there a role for synfuels?

Dr Steffen Hoffmann, President, Bosch UK & Ireland asks whether synthetic fuels have a role to play in meeting the UK’s CO2 emissions reduction targets

Optimum Renewable Energy Investment Planning in Terms of Current Deficit: Turkey Model

In this study, a methodology was suggested for wind and solar energy investment plans through linear optimization model for the countries with an energy-based current deficit problem. The originality of the study is that it is a renewable energy investment model based on the functioning of the balance of payments for current deficit reduction, which has not previously been encountered in the literature. While creating the model, without causing external economic imbalance, certain parameters were taken into consideration such as profit transfers for the foreign direct investments, interest payments for the domestic investments, import rates for the wind and solar energy systems, energy electric power production values, electric power load balance, electricity transmission infrastructure, CO2 emission, future electric power demand projection, and import source rates in the electric power production. It was proven that the model, for the 2019–2030 period in Turkey, not only is an opportunity for decreasing the current deficit but also ensures reaching the CO2 emission reduction target. Additionally, through the investments in wind and solar energy, it was calculated that fossil-based electric power production will decrease by 80%, and a CO2 reduction will be provided, which is equivalent of 100 million tonnes GWh natural gas. As a more general result, an optimization model was created which provides a solution for countries coping with energy-based current deficit in economic terms, energy-based air pollution in environmental terms, and renewable energy technology insufficiency.

Policy Perspective: A Strategy for Accelerated Decarbonization and Fuel Security in the Air-Transport Industry

A carbon price applied to aviation fuel at current EU ETS trading prices would raise air ticket prices, e.g. for a New York to London flight, by a paltry $10. Such a meager price incentive would not induce emission reductions in aviation consistent with climate stabilization objectives. However, if the carbon price were applied to global airline fuel consumption it would generate an annual revenue stream of over $23 billion, sufficient to fund a technology and commercial development program for sustainable aviation fuel (SAF) on the scale of the Manhattan Project. Carbon fee-financed subsidies would accelerate the industry transition to sustainable and secure fuel supplies by immediately overcoming the price barrier to SAF commercialization. This use of carbon fee revenue contravenes conventional economic climate policy, which favors diversion of industry resources away from reducing its own emissions via carbon offsets and trading. But the diversion only postpones the inevitable future cost of tackling the more difficult challenges. The long-term cost effectiveness of early-stage technology development and commercialization, e.g. for SAF, is not recognized by myopic trading markets and may not be predictable, but what is certain is that the IPCC’s CO2 emission reduction targets (net-zero global emissions by mid-century) will require full decarbonization of aviation and other fuel-reliant industries. The most expedient route to decarbonization of aviation on the scale and in the timeframe required for climate stabilization is through investment in sustainable fuels. Key policy insights: - Regulatory policies and combinations of policies with narrowly focused objectives and scope can, in the long term, be more practical and cost-effective than economy-wide regulatory regimes for bringing down carbon emissions. - Sectoral carbon taxes, or equivalent fuel-consumption fees, could very effectively reduce carbon emissions within the regulated sector if the tax revenue is used for that purpose. - The Refunded Emission Payment (REP) system pioneered by Sweden in the 1990’s would, with some practical adaptations, be especially well suited to the aviation industry for greenhouse gas reduction. - Net revenue transfers in an REP-type system can be structured as mandatory equity investments, which could return long-term decarbonization dividends to regulated entities.

A power development planning for Vietnam under the CO2 emission reduction targets

The paper guides three scenarios of power planning for Vietnam for the 2018–2030 period under CO2 emission targets. The analysis employs a model of energy expansion in the form of an optimization problem with the objective of the discounted entire system cost minimization. With each CO2 emission allowance, a scenario of the newly installed capacity structure will be carried out. The results indicate that instead of 42.6% coal-fired installed capacity as indicated in the National Power Development Master Plan for the 2011–2020 period with the Vision to 2030 (known as PDP VII), by 2030 the share of this power source will be around 29% (8% CO2 reduction scenario) and 19% (25% CO2 reduction scenario). Also, the lower emission sources such as hydro, wind, and solar power will be a priority for investment in the next decade. There is an existence of coal-fired power plants replacement by natural gas stations.

Experimental assessment of new insulation coatings for lean burn spark-ignited engines

Clean and highly efficient internal combustion engines will still be necessary in the future to meet the ambitious CO2 emissions reduction targets set for light-duty vehicles. The maximal efficiency of stoichiometric Spark-Ignited (SI) gasoline engines has been steadily increasing in recent years but remains limited by the important relative share of cooling losses. Low heat rejection engines using ceramic barrier coatings have been presented in the past but smart insulation coatings are gaining a renewed interest as a more promising way to further increase the engine maximal thermal efficiency. This article is highlighting some important effects of smart insulation coatings developed for lean-burn spark-ignited gasoline engines. Five different coatings with low heat conductivity and capacity are applied on aluminum engine parts with the atmospheric plasma spray technique and are tested with two different engines. The laser induced phosphorescence technique is firstly used in an optical single cylinder engine to quantify the thermal performance of these coatings in terms of temperature swing during combustion. A maximal increase in the piston surface temperature of around 100 °C is measured at low load, confirming thus the expected impact of the low heat conductivity and capacity, and suggesting thus a positive impact on fuel consumption. Thanks to the tests performed with a similar metal single cylinder engine, it is shown that the unburned hydrocarbon emissions can significantly increase by up to 25% if the open porosity on top of the coating is not properly sealed, while the surface roughness has no impact on these emissions. When applied on both the piston and the cylinder head, the optimized coating displays some distinct effects on the maximal heat release rate and NOx emissions, indicating that the thermal environment inside the combustion chamber is modified during combustion. Thanks to the temperature swing between cold and hot engine phases the volumetric efficiency can also be kept constant. However, no increase in efficiency can be measured with this optimized coating which suggests that the heat balance is not affected only by the reduction in the temperature differential between the walls and the gas.

Carbazole-tagged pyridinic microporous network polymer for CO2 storage and organic dye removal from aqueous solution

A microporous organic polymer (Cz-pyr-P) was prepared from a monomer of pyridine-imides, flanked by four carbazoles, and its application as an adsorbent for both CO2 and methylene blue dye in wastewater was investigated. The polymer was synthesised by oxidative polymerisation facilitated by FeCl3 and comprehensively characterised using routine spectroscopic, thermal, textural, and morphological analyses. With a high surface area of 1065 m2/g and a median pore width of 8.06 Å, the nitrogen-enriched Cz-pyr-P reversibly adsorbed 19.41 wt% (273 K) and 12.78 wt% (295 K) CO2 at 1 bar, with a good isosteric heat value of CO2 adsorption (28.5 kJ/mol). For the removal of methylene blue dye from wastewater, Cz-pyr-P exhibited excellent partition coefficient of 380.10 mg/g μM with an equilibrium time of 6 min which is shorter than previously reported values for other materials. The results indicate that Cz-pyr-P with desirable functionality could be utilised for reaching CO2 emission reduction targets as well as for wastewater treatment.

Regional multimodal logistics network design considering demand uncertainty and CO2 emission reduction target: A system-optimization approach

This paper investigates an interesting regional multimodal logistics network design problem with CO2 emission reduction target and uncertain demands in the context of urban cluster development. From the perspective of system optimization, a regional logistics network involves a centralized logistics authority and a centralized carrier, where the logistics authority concerns the regional logistics network configuration in terms of the number, location and scale of logistics parks and the subsidies of rail transportation links, and the carrier’s decisions include the choice of transportation route for each logistics demand. Given a determined logistics demand pattern, this multi-stakeholder decision making problem is first formulated as a bi-level programming model followed by its equivalent mathematical programming with equilibrium constraints (MPEC) to depict the leader-follower behaviors. To capture the risk aversion level of the logistics authority in uncertain demand environment, an improved adjustable robust optimization method is proposed, including an individual control parameter and providing an exact expression of the maximum satisfaction probability. Computational results and related impact analysis demonstrate that the proposed models and solution methods are effective, which can provide the beneficial theory basis and practice guide for the green and sustainable development of regional logistics.

Controlled Carbonization Heating Rate for Enhancing CO2 Separation Based on Single Gas Studies

Concerns about the impact of greenhouse gas have driven the development of new separation technology to meet CO2 emission reduction targets. Membrane-based technologies using carbon membranes that are able to separate CO2 efficiently appears to be a competitive method. This research was focused on the development of carbon membranes derived from polymer blend of polyetherimide and polyethylene glycol to separate CO2 rendering it suitable to be used in many applications such as landfill gas purification, CO2 removal from natural gas or flue gas streams. Carbonization process was conducted at temperature of 923 K and 2 h of soaking time. To enhance membrane separation properties, pore structure was tailored by varying the carbonization heating rates to 1, 3, 5, and 7 K / min. The effect of carbonization heating rate on the separation performance was investigated by single gas permeabilities using CO2 , N2 , and CH4 at room temperature. Carbonization heating rate of 1 K / min produced carbon membrane with the most CO2 / N2 and CO2 / CH4 selectivity of 38 and 64, respectively, with the CO2 permeability of 211 barrer. Therefore, carbonization needs to be carried out at sufficiently slow heating rates to avoid significant loss of selectivity of the derived carbon membranes.

Optimal transformation strategies for buildings, neighbourhoods and districts to reach CO2 emission reduction targets

Technical energy regulations are an important measure to reach climate targets. However, with recent developments in new technologies (such as decentralized energy systems, urban energy systems, energy storage systems, etc.) many different options and combination of measures exist to decarbonize the building stock, which requires an update of current versions of technical energy regulations.The aim of this work is to investigate the optimal transformation strategies for buildings and districts to reach CO2 emission reduction targets for the Swiss building stock, to support policies and decision makers in developing new energy regulations for the future.A simulation approach is developed, which combines clustering methods, to define representative buildings and districts, with multi-objective optimization to investigate the optimal set of building and district measures to minimize costs and CO2 emissions. Results at building level show that the most economical measures for reaching emission targets for the future include roof retrofitting and window replacement together with PV installation. In terms of heating systems, biomass or heat pumps seem to be the most favourable option. The analysis of district archetypes shows that district level solutions are mainly applicable to urban communities, whereas building level solutions are clearly the optimal solution for rural areas.

The EV-olution of the power system: A spatio-temporal optimisation model to investigate the impact of electric vehicle deployment

Power system models have become an essential part of strategic planning and decision-making in the energy transition. While techniques are becoming increasingly sophisticated and manifold, the ability to incorporate high resolution in space and time with long-term planning is limited. We introduce ESONE, the Spatially granular Electricity Systems Optimisation model. ESONE is a mixed-integer linear program, determining investment in power system generation and transmission infrastructure while simultaneously optimising operational schedule and optimal power flow on an hourly basis. Unique data clustering combined with model decomposition and an iterative solution procedure enable computational tractability. We showcase the capabilities of the ESONE model by applying it to the power system of Great Britain under CO2 emissions reduction targets. We investigate the effects of a spatially distributed large-scale roll-out of electric vehicles (EVs). We find EV demand profiles correlate well with offshore and onshore wind power production, reducing curtailment and boosting generation. Time-of-use-tariffs for EV charging can further reduce power supply and transmission infrastructure requirements. In general, Great Britain’s electricity system absorbs additional demand from ambitious deployment of EVs without substantial changes to system design.