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Mid-Nickel",103.5,99.73,3.78,13.78,6.78,[518,519,520,522,524,526,528,530,532,534,536,538],{"date":213,"value":512},{"date":216,"value":513},{"date":219,"value":521},99.19,{"date":222,"value":523},96.02,{"date":225,"value":525},98.23,{"date":467,"value":527},99.24,{"date":329,"value":529},101.29,{"date":339,"value":531},87.61,{"date":341,"value":533},92.44,{"date":344,"value":535},90.96,{"date":347,"value":537},92.24,{"date":350,"value":539},95.09,{"id":541,"uuid":542,"name":543,"slug":544,"full_slug":545,"content":546,"relatedArticles":724,"relatedVideos":725},112472009108395,"c4f00e92-c10c-4ef3-834c-c88887ee61ae","OPINION: to be a battery leader the UK needs to act quickly","opinion-to-be-a-battery-leader-the-uk-needs-to-act-quickly","article/opinion-to-be-a-battery-leader-the-uk-needs-to-act-quickly",{"_uid":547,"date":548,"tags":549,"editor":556,"content":566,"excerpt":696,"featured":51,"reporter":697,"_editable":701,"component":702,"seo_title":543,"categories":703,"visibility":713,"author_company":714,"featured_image":715,"seo_description":696,"author_full_name":720,"author_job_title":721,"formattedDate":722,"formattedArticleDate":723},"bdd76646-710c-4bba-b071-263f96ef5713","2023-01-11 00:00",[550,553],{"slug":551,"name":552},"opinion","Opinion",{"slug":554,"name":555},"uk","UK",[557],{"slug":558,"name":559,"content":560},"didi-bostock","Didi Bostock",{"job_title":561,"image":562,"bio":564,"linkedin":565},"Editor - Energy Transition & Economics",{"filename":563},"https://a.storyblok.com/f/287943243085208/512x512/2c5ca5c1a3/didi-bostock.jpeg","Didi is the Energy Transition & Economics Editor at Benchmark, covering a broad range of markets across the energy transition. His remit spans from downstream sectors such as BESS and EVs, through to midstream such as new technologies and battery production, to upstream critical minerals mining. He also leads on financial analysis across these supply chains, alongside in-depth policy analysis.\n","https://www.linkedin.com/in/didi-bostock-656342198/",{"type":567,"content":568},"doc",[569,576,581,586,591,596,601,606,611,616,623,638,643,648,653,666,671,676,681,686,691],{"type":570,"attrs":571,"content":572},"paragraph",{"textAlign":49},[573],{"text":574,"type":575},"The UK and the European Union have set targets for the abolition of internal combustion engines in new cars sold from 2035.","text",{"type":570,"attrs":577,"content":578},{"textAlign":49},[579],{"text":580,"type":575},"In November 2020, the UK government confirmed that the government was bringing the ban on the sale of petrol and diesel cars forward to 2030, though hybrids will be unaffected until 2035, provided they’re capable of achieving “significant” zero-emissions distances.",{"type":570,"attrs":582,"content":583},{"textAlign":49},[584],{"text":585,"type":575},"What do we know about car making in the UK?",{"type":570,"attrs":587,"content":588},{"textAlign":49},[589],{"text":590,"type":575},"Using data from the Society of Motor Manufacturers and Traders (SMMT) we can see that until 2019 and the impact of Covid-19 and chip shortages the UK made on average 1.5m cars and 80,000 light commercial vehicles.",{"type":570,"attrs":592,"content":593},{"textAlign":49},[594],{"text":595,"type":575},"If you assume that “significant” zero-emissions distance is 50 miles we know that a ballpark figure for EV performance is 4 miles per kWh, resulting in a 12.5 kWh battery. Allowing for winter a figure of 15kWh will be used.",{"type":570,"attrs":597,"content":598},{"textAlign":49},[599],{"text":600,"type":575},"If all 1.5m cars are PHEV (plug-in hybrid) with a 15kWh battery and supplied from within the UK, then the battery supply chain requirement will be – 22.5GWh.",{"type":570,"attrs":602,"content":603},{"textAlign":49},[604],{"text":605,"type":575},"The current capacity in the UK is just under 2GWh.",{"type":570,"attrs":607,"content":608},{"textAlign":49},[609],{"text":610,"type":575},"If all vehicles go to full BEV with a 50kWh battery and supplied from within the UK, then the battery supply chain requirement will be – 75GWh. The trend is to use larger batteries at 60/70kWh requiring 90GWh/105GWh.",{"type":570,"attrs":612,"content":613},{"textAlign":49},[614],{"text":615,"type":575},"What do we actually know is being installed in the way of capacity?",{"type":617,"attrs":618,"content":620},"heading",{"level":619,"textAlign":49},4,[621],{"text":622,"type":575},"UK battery capacity ",{"type":570,"attrs":624,"content":625},{"textAlign":49},[626,628,636],{"text":627,"type":575},"Currently ",{"text":629,"type":575,"marks":630},"Envision AESC",[631],{"type":632,"attrs":633},"link",{"href":634,"uuid":49,"anchor":49,"target":49,"linktype":635},"https://source.benchmarkminerals.com/article/nissan-envision-aesc-to-spearhead-uk-lithium-ion-economy-with-25-gwh-battery-gigafactory","url",{"text":637,"type":575}," is installing 12 GWh in Sunderland and Britishvolt has announced the intention to install 30GWh in three stages. It is also an assumption that Nissan will move all 500,000 capacity to BEV and Envision AESC will supply that capacity (i.e. 60GWh x 500,000 = 30GWh.)",{"type":570,"attrs":639,"content":640},{"textAlign":49},[641],{"text":642,"type":575},"This leaves about one million vehicles with no battery supply from the UK.",{"type":570,"attrs":644,"content":645},{"textAlign":49},[646],{"text":647,"type":575},"This does not include light commercial vehicles, large commercial vehicles, buses, trains and energy storage. The National Grid says the UK could need 13GW of energy storage by 2030 to enable net zero future.",{"type":570,"attrs":649,"content":650},{"textAlign":49},[651],{"text":652,"type":575},"It takes three to four years from announcement to a battery plant being in full volume with trained staff.",{"type":570,"attrs":654,"content":655},{"textAlign":49},[656,658,664],{"text":657,"type":575},"If the UK is to be self-sufficient in batteries for cars alone in 2030 we need 90GWh of confirmed installation by 2027 at the latest and currently we have 14 GWh with a possible total of 44 GWh if ",{"text":659,"type":575,"marks":660},"Britishvolt goes ahead",[661],{"type":632,"attrs":662},{"href":663,"uuid":49,"anchor":49,"target":49,"linktype":635},"https://source.benchmarkminerals.com/article/britishvolt-secures-government-funding-for-uk-gigafactory",{"text":665,"type":575},". Plus, any further announcements by Nissan/AESC.",{"type":570,"attrs":667,"content":668},{"textAlign":49},[669],{"text":670,"type":575},"What else needs to happen? Some 35,000 people will have to be trained. A supply chain has to be created. Manufacturing will have to be low carbon and low cost enough to ensure business viability.",{"type":617,"attrs":672,"content":673},{"level":619,"textAlign":49},[674],{"text":675,"type":575},"UK needs to act fast",{"type":570,"attrs":677,"content":678},{"textAlign":49},[679],{"text":680,"type":575},"To supply the whole UK car industry from the UK we will need between 22.5GWh and 90GWh with currently 2GWh installed and a 12GWh plant physically under construction.",{"type":570,"attrs":682,"content":683},{"textAlign":49},[684],{"text":685,"type":575},"In terms of value 1 kWh = circa £100 so 1 GWh = £100m product value plus salaries and supply chain values.",{"type":570,"attrs":687,"content":688},{"textAlign":49},[689],{"text":690,"type":575},"If there is no replacement for Britishvolt found, the UK could be left importing around 40 GWh of batteries by the end of the decade, at a cost of £4 billion.",{"type":570,"attrs":692,"content":693},{"textAlign":49},[694],{"text":695,"type":575},"The UK needs to decide if it wants to be a battery assembler or a battery leader, and it needs to do it quickly. The prize is clear but we need a clear implementation plan to achieve it.","The UK and the European Union have set targets for the abolition of internal combustion engines in new cars sold from 2035. In November 2020, the UK government confirmed that the government was bringing the ban on the sale of petrol and diesel cars forward to 2030, though hybrids will be unaffected until 2035, provided […]",[698],{"slug":558,"name":559,"content":699},{"job_title":561,"image":700,"bio":564,"linkedin":565},{"filename":563},"\u003C!--#storyblok#{\"name\": \"article\", \"space\": \"\", \"uid\": \"bdd76646-710c-4bba-b071-263f96ef5713\", \"id\": \"\"}-->","article",[704,707,710],{"slug":705,"name":706},"batteries","Batteries",{"slug":708,"name":709},"ev","EV",{"slug":711,"name":712},"geopolitics","Geopolitics","private","School of Engineering, Newcastle University",{"id":49,"alt":716,"name":716,"focus":716,"title":716,"source":716,"filename":717,"copyright":716,"fieldtype":718,"meta_data":719,"is_external_url":51},"","https://a.storyblok.com/f/287943243085208/6e1c26712e/bm-uk-taxi-ev.jpg","asset",{"alt":716,"title":716,"source":716,"copyright":716},"Colin Herron","Professor","Jan 11, 2023","11th January 2023",[],[],1781195708434]