Electric cars are often seen as one of the great hopes for arrest altitude change. With new models accession in showrooms, major carmakers retooling for an electric future, and a small but growing number of consumers eager to catechumen from gas guzzlers, EVs appear to offer a way for us to decarbonize with little change to our way of life.

Yet there is a danger that fixating on electric cars leaves a large blind spot. Electrification would be very big-ticket for the awkward lorries that haul goods across continents or is currently technically prohibitive for long-distance air travel.

Beyond all the activity surrounding electrification, currently light-duty commuter cartage only comprise 50 percent of total global demand for energy in the busline sector compared to 28 percent for heavy road vehicles, 10 percent for air, 9 percent for sea and 2 percent for rail.

Put simply, the accepted focus on absorbing commuter cartage – though acceptable – represents only part of the answer. For most other segments, fuels will be needed for the accountable future. And even for cars, electric cartage are not a cure-all.

The adverse truth is that, on their own, array electric cartage (BEVs) cannot solve what we call the “100 EJ problem”. Demand for carriage casework are accepted to rise badly in the coming decades. So the International Energy Agency (IEA) projects that we need to decidedly reduce the amount of energy each agent uses just to keep total global energy demand in the carriage sector almost flat at accepted levels of 100 exajoules (EJ) by 2050. More than half of that 100 EJ is still accepted to come from petroleum articles and, by then, the share of light-duty cartage in carriage sector energy demand is accepted to abatement from 50 percent to 34 percent.

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