Movilidad Sostenible. Latinoamérica | Sustainable Mobility. Latam FuturEnergy | Abril April 2018 www.futurenergyweb.es 35 bustión interna, pues no generan emisiones en su escape, contrario a los vehículos a diésel o gasolina que emiten gases de efecto invernadero y contaminantes locales, que afectan la salud y el medio ambiente, tales como el CO, NOx, HC y material particulado, entre otros. Las emisiones contabilizadas para vehículos eléctricos se producen en la generación de electricidad, y dependerán de la fuente de energía utilizada. Como se ha explicado antes, Latinoamérica cuenta con matrices de generación eléctrica conun alto componente de energías limpias. Incluso en países como México, donde aproximadamente el 75% de la capacidad eléctrica instalada proviene de fuentes fósiles, el vehículo eléctrico reduce en un 40% las emisiones de GEI comparado con el vehículo convencional, cuando se analizan las emisiones a lo largo de todo el ciclo de vida4. Engeneral, existendos barreras principales a la adopciónmasiva de vehículos eléctricos: altos costos de adquisición e inexistencia de infraestructura de recarga eléctrica en muchas regiones. La política pública juega un papel primordial en superar estas dos barreras, y los casos de éxito a nivel global en la implementación de vehículos eléctricos (por ejemplo en Noruega, Holanda, California) demuestran cómo una Area 2. Improving fuel quality and emissions standards for vehicular technologies Improving the quality of fossil fuels and promoting more efficient conventional motor technologies is a key aspect in the short-term, as the incorporation of electric vehicles into Latin America’s vehicle fleet is a process that will probably take some years to achieve significant market participation. By 2023, it is hoped that EVs will have a market penetration (sale of new vehicles) of between just 0.3% and 2.5% in Brazil, Mexico, Chile, Argentina, Colombia and Peru3. In Latin America, only Mexico has adopted currently valid EU and US standards to limit vehicle emissions (Euro VI and EPA 2010), while the rest of the countries lag far behind, barely generating regulations to adopt the Euro IV standard, with the long-term objective of migrating towards Euro V and Euro VI. Alongside these standards is the use of better quality fuels, and in this area, Latin America is similarly trailing the field by some distance. In 2016, only Chile had adopted the requirement of fuels with less than 15 ppm of sulphur, while the EU has required less than 10 ppm since 2009. Area 3. Fostering the electrification of transport Finally, the Latin American region has to commit to the widespread use of electrified transport. Electric vehicles offer, of course, a huge environmental benefit compared to internal combustion engine vehicles, as they generate no exhaust emissions as opposed to diesel and petrol vehicles that emit GHG and the local contaminants that affect both health and the environment, including CO, NOx, HC and particulate matter. The emissions attributed to EVs originate from electricity generation and depend on the energy source used. As mentioned above, Latin America has power generation grids with a high component of clean energies. Even in countries such as Mexico, where approximately 75% of installed electricity capacity originates from fossil fuel sources, the electric vehicle reduces GHG emissions by 40% compared to a conventional vehicle when the emissions are analysed throughout the entire life cycle4. There are, generally-speaking, two main barriers to the widespread adoption of EVs: high acquisition costs and the lack of a charging infrastructure in many regions. Public policy plays a key role in overcoming these barriers. Success stories at global level in the deployment of EVs (for example in Norway, the Netherlands and California) demonstrate how a coordinated incentives strategy, direct state investment and consumer education have resulted in electric vehicles enjoying a significant participation in the vehicle fleets of these countries. In Latin America, countries such as Mexico, Chile, Colombia, Brazil and Costa Rica have already launched economic and tax incentives, along with public policies to improve the deployment of this technology in the market. In addition, several e-mobility pilot projects are already underway in the region, most of which are applied to public transport (urban buses and taxis). Figura 4. Porcentaje de viajes realizados en bicicleta por ciudad, contrastado con la extensión de la infraestructura para bicicletas, por ciudad. Ciclo-inclusión para Latinoamérica y el Caribe, BID Figure 4. Percentage of journeys made by bicycle by city, compared with the extent of the bicycle infrastructure by city. Bicycle inclusion in Latin America and the Caribbean, IDB Figura 5. Comparativa de los estándares vigentes para emisiones en países latinoamericanos, comparados con referentes a nivel global | Figure 5. Comparison of current emissions standards in Latin American countries compared with global benchmarks 4 Análisis de ciclo de vida para tecnologías de transporte seleccionadas bajas en carbono, INECC 2017 | Life cycle analysis for selected low carbon transport technologies, Mexico’s National Institute of Ecology and Climate Change, 2017.
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