Iêda de Oliveira sits at the wheel of one of the buses manufactured by the company she heads, Eletra, a pioneer in electric and hybrid buses in Brazil. She regrets that Brazil, due to a lack of adequate public policies, has lost the foreign market for buses and part of the domestic market to China, after having been a major exporter of buses to Latin America and other regions. CREDIT: Courtesy of Eletra

By Mario Osava
RIO DE JANEIRO, Jul 13 2020 (IPS)

Electric transport, still limited in Latin America despite its urban benefits, could expand during the post-pandemic economic recovery, says Adalberto Maluf, president of the Brazilian Association of Electric Vehicles (ABVE).

If there are major investments in the necessary reactivation of the economy, they should form part of “a transition towards a green economy, in an agenda for the future,” as some European countries have already decided, said Maluf, who is also director in Brazil of the Chinese company BYD, the world’s largest manufacturer of 100 percent electric vehicles.

“The transition to electric mobility powered by clean energy is beginning to generate growing interest among governments, and also among citizens,” notes the report “Electric Mobility 2019: Status and Opportunities for Regional Collaboration in Latin America and the Caribbean,” released in Spanish on Jul. 2 by UN Environment.

This is reflected in “the emergence of different civil society groups dedicated to this sector and made up of enthusiasts, early adopters and entrepreneurs,” according to the report, which points to a bigger push in public transport in the 20 countries studied.

In a region that has rapidly urbanised, with 80 percent of the population living in urban areas, and where the number of large cities has climbed, electric vehicles are improving the environment, transportation, quality of life and collective health, in addition to opening up new economic possibilities and generating jobs and technological innovations.

Transportation is responsible for 22 percent of the region’s emissions of short-lived climate pollutants and 15 percent of greenhouse gases, according to the report by the regional office of the agency also known as the United Nations Environment Programme (UNEP).

The electrification of 100 percent of urban transport would prevent 180,117 deaths from 2019 to 2050 in Mexico City, 207,672 in Buenos Aires and 13,003 in Santiago, by eliminating the gases and particulate matter emitted by conventional vehicles, the report estimates.

The efficiency of electricity, far superior to that of fossil fuels in vehicles, offers a great economic advantage in the medium term.

A bus manufactured by BYD, a Chinese company founded in 1995 that soon became a powerhouse in the production of rechargeable batteries, electric buses and cars and solar panels. In Brazil, the firm set up shop in the city of Campinas, 100 kilometres from São Paulo. Its production is focused on clean energy and transport. CREDIT: Courtesy of BYD Brazil

The electric vehicle is more expensive because of the battery, which can cost nearly half of the total for a bus that can run 200 kilometers without recharging, said Iêda de Oliveira, executive director of Eletra, an electric bus company founded in 1988 in São Bernardo do Campo, near the Brazilian metropolis of São Paulo.

The price difference, she told IPS from that city by phone, is recovered in a few years from savings in energy and maintenance, since electric motors have fewer parts and wear out less.

The economic advantages are accentuated in countries that, like Chile, depend on imported oil and therefore suffer the effects of international price swings and exchange rate fluctuations.

Chile stands out in the electrification of its urban transport. Santiago’s Metropolitan Mobility Network had 386 electric buses by the end of 2019. There will be almost 800 by the end of 2020. BYD (Build Your Dreams) is the largest supplier of electric buses in Chile, Maluf told IPS by telephone from São Paulo.

Furthermore, Chile has set a goal to electrify its entire public transport fleet and 40 percent of private transport by 2050, as part of the National Electromobility Strategy approved in 2016.

Colombia also stands out, with 483 electric buses in operation or on order in Bogotá and another 90 in the cities of Cali and Medellín as of late 2019. The national goal for 2030 is to have 600,000 electric vehicles of all types, according to the UNEP report.

Costa Rica and Panama are other countries in the region that have adopted national electric mobility plans. Argentina, Mexico and Paraguay are in the process of hammering out their own strategies.

The Dual Bus is an innovation developed by the Brazilian company Eletra, which has the advantage of adding more flexibility to the electric bus, which can operate in two configurations: as a hybrid or trolleybus (with electricity supplied by overhead wires) and hybrid or pure electric (battery). In the hybrid, the electricity is generated internally by a diesel engine. CREDIT: Courtesy of Eletra

Brazil, which could lead this process even as a manufacturer of electric vehicles, “lags behind” in electrification, said Maluf, adding that “BYD sold 1045 buses in Latin America in 2019, only four percent of which went to Brazil.”

“Chile is a case in point; it was already a major importer of conventional buses from the Brazilian industry,” said Oliveira, who leads ABVE’s Heavy Vehicle Group, in addition to heading Eletra. “Because of its shortsightedness, Brazil lost the Latin American market to China.

“We need a public policy on electric transport, which is not only an environmental but also an economic question, because Brazil could be a leader, given our large fleet, our national spare parts industry, and our national technology,” she said.

Clear goals, available financing, more favourable taxation that takes into account environmental, social and health benefits, incentives for local battery production and the expansion of recharging infrastructure should form part of this policy, Oliveira said.

Relying on imported batteries proved to be a trap. Suddenly they became outrageously expensive due to the 35 percent devaluation of the Brazilian currency, the real, this year, she pointed out.

In her view, the race for higher-capacity batteries is not the only path to take. Another option is to create more charging stations and use smaller batteries. “Expanding the infrastructure and using smaller batteries makes more sense, if you can charge them more often,” Oliveira said.

Adalberto Maluf, president of the Brazilian Association of Electric Vehicles and director of marketing and sustainability at BYD Brazil, a subsidiary of the Chinese company that is the world’s largest producer of electric buses and one of the largest makers of solar batteries and panels, hopes that public environmental and health awareness in the wake of the COVID-19 pandemic will drive the electrification of transportation, especially urban transport. CREDIT: Courtesy of Adalberto Maluf

Maluf asserted that claiming there are not enough charging stations to argue against increasing the number of electric vehicles in Brazil is no longer justified. There are at least two electric vehicle routes, one on the country’s busiest highway between Rio de Janeiro and São Paulo, and there are scattered charging stations elsewhere.

In addition, batteries can be charged quickly today, in half an hour, and in just 15 minutes 70 percent of capacity can be reached, he said.

Unfamiliarity with technology is the main factor curbing the spread of electromobility, Maluf said.

There is also resistance and political pressure from entrenched interests in the transportation industry, such as the traditional automotive industry, ethanol producers, fuel distributors and urban bus companies.

Nevertheless, electrification is progressing in different areas. Electric motorcycles, bicycles and scooters are mushrooming in cities that are adapting to new modalities.

Cargo transport is also gradually adhering to the new trend. The “retrofitting” of trucks to replace diesel engines with electric motors is Eletra’s new booming business.

In Brazil, hybrid electric vehicles predominate.

The UN Environment report recognises only 2045 electric vehicles registered in Brazil up to October 2019. But it only counts plug-in electric vehicles and excludes hybrids that run on an internal combustion engine and an electric motor that uses energy stored in batteries, which account for more than 90 percent of the electrified fleet.

ABVE statistics count a total of 30,092 electric vehicles registered from 2012 to June 2020. The number of vehicles registered rose threefold in 2019 from the previous year, to 11,858. Hybrids represented 95.4 percent of the total in 2018.

A diversity of options is the best route, given local needs and advantages, Oliveira argued. Adding a small battery to a trolleybus, for example, gives it flexibility that reduces the operating cost, she said.

New business models also promote solutions. Car-sharing, rental vehicles, electric generators, and associating energy distributors to urban transport are a few alternatives.

The Chilean model that separates the owner of the buses from their operators is interesting, as it attracts investment funds for the purchase of vehicles on a large scale, at lower costs, and facilitates solutions to conflicts, Maluf said.

Volunteers from the Peruvian Institute for the Protection of the Environment Vida clean up the waste washed up by the sea on the coast near Lima. Half of the 6,000 tonnes of marine debris collected by the organisation since 1998, with the support of 200,000 volunteers, is disposable plastic. Credit: Courtesy of Vida

By Fabiana Frayssinet
RIO DE JANEIRO, Jun 3 2018 (IPS)

Although Latin America produces just five percent of the world’s plastic, it imports billions of tons annually for the use of all kinds of products, some of which end up in the sea as garbage.

It thus contributes to this kind of artificial tsunami that threatens the biodiversity of the oceans, where 13 million tons of waste, mostly disposable plastics, are dumped each year at a global level, according to UN Environment – enough to wrap around the Earth four times.

The impact is such that it also affects human health, as this resistant waste enters the food chain, and has led the United Nations to declare “Beat Plastic Pollution” as the theme for this year’s World Environment Day, on Jun. 5."Plastic discarded improperly on beaches, rivers and the sewers ends up in the sea and causes the death of thousands of marine animals every year. Drinking straws, cigarette butts, caps, plastic bags, improperly discarded, represent the highest percentage of environmentally hazardous materials for marine wildlife." -- Marcelo Szpilman

Favoured by a 3,000-km coastline on the Pacific Ocean, with one of the world’s most nutrient-rich waters, Peru was one of the first Latin American countries to join the Clean Seas campaign, launched a year ago by UN Environment.

The global campaign aims to eliminate by 2022 the main sources of marine debris, which can remain in ecosystems for 500 years. There are five identified ‘islands’ of plastic rubbish in the Pacific, Atlantic and Indian Oceans, one of them between Chile and Peru.

“We have witnessed firsthand the serious impacts of different types of waste, including plastic in our seas,” said Ursula Carrascal, project coordinator for the Institute for the Protection of the Environment Vida in Peru.

For 20 years, the organisation has been leading a campaign to clean up beaches and coastlines in this Andean country, involving all sectors of society.

According to Carrascal, the problem is exacerbated when the country suffers additional damage caused by natural disasters, such as the “La Niña” phenomenon that in 2017 caused flooding and the shifting of tons of waste accumulated on river banks.

“Marquez Beach in Callao was literally covered in garbage for three km. Many beaches are now gone, fishing boats and artisanal fishermen are affected by the damage to their nets or engines caused by plastic,” she told IPS from Lima.

The country, according to the Environment Ministry, generates 6.8 million tons of solid waste. Lima and the neighbouring port city of Callao alone generate an estimated three million tons per year. Of that total, 53 percent is organic waste, and in second place comes plastic, accounting for 11 percent, a percentage in line with the world average.

In fact, half of the 6,000 tons of marine debris collected by Vida since 1998, with the support of 200,000 volunteers, is plastic.

“There is a strong concern about the risk in the field of food safety due to the plastic accidentally ingested by fish,” Carrascal said.

The governmental Marine Institute of Peru has been studying the impact of microplastic (less than five mm long) on Peruvian beaches and in the digestive tract of fish for years. A 2017 report found 473 plastic fragments per square metre on a beach in Callao.

The British Ellen MacArthur Foundation, dedicated to promoting the circular economy – based on the reduction of both new materials and waste, to create loops of recycling – warns that by 2050 there will be more plastic than fish in the oceans and reminds us that all marine life eats this waste.

One of the consequences, say scientists at Ghent University in Belgium, is that when you eat fish and seafood, you ingest up to 11,000 tiny pieces of plastic, a material most commonly derived from petrochemicals, every year.

In Brazil, a country with more than 9,000 km of coastline on the Atlantic Ocean, a marine aquarium was inaugurated in October 2016 in Rio de Janeiro. AquaRío, which promotes environmental education and scientific research for biodiversity conservation, is the institution with which the Clean Seas campaign was launched.

Guanabara bay, a symbol of Río de Janeiro, Brazil which until recently was surrounded by waste, mainly plastic, along its shores, has changed thanks to new awareness among groups like fisherpersons, who are helping to keep it clean. Credit: Fabiana Frayssinet/IPS

“Plastic discarded improperly on beaches, rivers and the sewers ends up in the sea and causes the death of thousands of marine animals every year. Drinking straws, cigarette butts, caps, plastic bags, improperly discarded, represent the highest percentage of environmentally hazardous materials for marine wildlife,” director Marcelo Szpilman told IPS.

“The remains of nets, fishing lines, ropes and plastic bags abandoned in the sea remain in the environment for many years due to their low biodegradability and end up injuring or killing countless animals that end up entangled and die by asphyxiation or starvation,” added the marine biologist.

To raise awareness among children about this silent killing at sea, the aquarium uses the image of mermaids dying from the ingestion of plastic.

This happens in reality in the oceans to fish, birds, seals, turtles and dolphins that confuse floating plastic waste with octopuses, squid, jellyfish and other species that they eat.

“Dolphins have been found with their stomachs full of city trash. Cigarette butts, the most widely collected item in all beach clean-up campaigns, have caused the death of animals that swallow them mistaking them for fish eggs,” Szpilman said.

In addition, he noted, “a plastic bag drifting at sea is easily mistaken for a jellyfish, which is a food for several species of sea turtles, which as a result can die from asphyxiation.

According to experts, in Brazil and other Latin American countries, the problem is combated with isolated initiatives, such as the banning of plastic bags in supermarkets, when what is needed is a broader change in the model of plastic production and consumption.

But some things have started to be done.

In Peru, for example, Vida has coordinated actions with the waste management industry to promote the circular economy model through recycling chains with the waste collected in coastal cleanups throughout the country.

This work has been carried out not only with large industry but also with small and medium-sized enterprises and the National Movement of Recyclers of Peru.

“Greater efforts and investment in recycling technology are needed to solve the plastic problem. In Peru, much of the plastic waste collected, although it could be 100 percent recycled, is not recycled because there are no recycling plants, due to lack of knowledge or lack of adequate technology,” Carrascal said.

In his opinion, “great progress is being made in the separation of waste from primary sources, but this cycle ends when the waste ends again in a landfill.”

The Peruvian model of waste management in the marine ecosystem has been used as a reference point in other countries of the Southeast Pacific, including Chile, Ecuador, Colombia and Panama.

Excerpt:

The podium at the conference in Argentina’s lower house of Congress, where representatives of UN Environment assured that public transport, which in Latin America has the highest rate of use in the world per capita, will lead the transition to electric mobility. Credit: Daniel Gutman / IPS

By Daniel Gutman
BUENOS AIRES, May 31 2018 (IPS)

With 80 percent of the population living in urban areas and a vehicle fleet that is growing at the fastest rate in the world, Latin America has the conditions to begin the transition to electric mobility – but public policies are not, at least for now, up to the task.

That is the assessment of UN Environment, according to a conference that two of its officials gave on May 29 in Argentina’s lower house of Congress, in Buenos Aires.

The shift towards electric mobility, however, will come inexorably in a few years, and in Latin America it will begin with public passenger transport, said the United Nations agency’s regional climate change coordinator, Gustavo Máñez, who used two photographs of New York’s Fifth Avenue to illustrate his prediction.

The first photo, from 1900, showed horse-drawn carriages. The second was taken only 13 years later and only cars were visible."As at other times in history, this time the transition will happen very quickly. I am seeing all over the world that car manufacturers are looking to join this wave of electric mobility because they know that, if not, they are going to be left out of the market." -- Gustavo Máñez

“As at other times in history, this time the transition will happen very quickly. I am seeing all over the world that car manufacturers are looking to join this wave of electric mobility because they know that, if not, they are going to be left out of the market,” said Máñez.

Projections indicate that Latin America could, over the next 25 years, see its car fleet triple, to more than 200 million vehicles by 2050, according to the International Energy Agency (IEA).

This growth, if the transition to sustainable mobility does not pick up speed, will seriously jeopardise compliance with the intended nationally determined contributions adopted under the global Paris Agreement on climate change, according to Máñez.

The reason is that the transport sector is responsible for nearly 20 percent of the region’s greenhouse gas (GHG) emissions.

In this regard, the official praised the new president of Costa Rica, Carlos Alvarado, who called for the elimination of fossil fuel use and for the decarbonisation of the economy. Máñez also highlighted that “Chile, Colombia and Mexico are working to tax transport for its carbon emissions.

“This is an example of public policies aimed at generating demand for electric vehicles,” said Máñez, while another positive case is that of Uruguay, one of the countries in the region that has made the most progress in electric mobility, stimulating it with tax benefits.

“But the region still needs to do a great deal of work developing incentives for electric mobility and removing subsidies for fossil fuels,” he added.

In this respect, he asked Latin America to look to the example of Scandinavian countries, where electric vehicles already play an important role, thanks to the fact that their drivers enjoy parking privileges or use the lanes for public transport, in addition to other sustained measures.

There are very disparate realities in the region.

Thus, while electric vehicles have been sold in Brazil for years, the country hosting the conference is lagging far behind and only began selling one model this year.

An electric bus parked on a downtown street in Montevideo. Credit: Inés Acosta / IPS

In fact, the meeting was led by Argentine lawmaker Juan Carlos Villalonga, of the governing alliance Cambiemos and author of a bill that promotes the installation of electric vehicle charging stations, which is currently not on the legislative agenda.

“The first objective is to generate a debate in society about sustainable mobility,” said Villalonga, who acknowledged that Argentina is lagging behind other countries in the region in the transition to clean energy.

Argentina only started a couple of years ago developing non-conventional renewable energies, which in the country’s electricity generation mix are still negligible.

As for electric mobility, the government of the city of Buenos Aires hopes to put eight experimental buses into operation by the end of the year, as a pilot plan, in a fleet of 13,000 buses.

Combating climate change is not the only reason why electric mobility should be encouraged.

“Health is another powerful reason, because internal combustion engines generate a lot of air pollution. In Argentina alone, almost 15,000 people die prematurely each year due to poor air quality,” said José Dallo, head of the UN Environment’s Office for the Southern Cone, based in Montevideo.

“There is also the issue of energy security, as electricity prices are more stable than the price of oil,” he added.

In 2016, UN Environment presented an 84-page report entitled “Electric Mobility. Opportunities for Latin America,” which noted the change would mean a reduction of 1.4 gigatons in carbon dioxide emissions, responsible for 80 percent of GHG emissions, and savings of 85 billion dollars in fuels until 2050.

The report acknowledges that among the region’s obstacles are fossil fuel subsidies “and a lower electricity supply than in developed countries, where the boom in electric mobility has been concentrated so far.”

It also notes that Latin America is the region with the highest use of buses per person in the world, and that public transport “has a strategic potential to spearhead electric mobility.”

Along these lines, the experience of Chile through the Consortium Electric Mobility, a mixed initiative with the participation of the Ministry of Transport and scientific institutions from Chile and Finland, was also shared during the conference in Buenos Aires.

Engineer Gianni López, former director of the government’s National Environment Commission and a member of the Mario Molina Research and Development Centre, said that “in Chile the decision has already been taken to move public transport towards electric mobility.”

He explained that there will be 120 electric buses operating next year in Santiago and that the goal is 1,500 by 2025 – more than 25 percent of a total fleet of nearly 7,000 public transportation units.

“There are many aspects that make it easier to start with public buses than private cars,” Lopez said.

“On the one hand, buses run many hours a day so the return on investment is much faster; on the other hand, since they have fixed routes, it is easier to install recharging systems; and autonomy is not a problem because you know exactly how far they are going to travel each day,” he said.

One example of this is Uruguay, where electric taxis have been operating since 2014, and since 2016 a private mass transit company has a regular service with electric buses. In addition, a 400-km “green route,” with refueling stations every 60 km, was inaugurated last December.

As for the cost of electric vehicles, Máñez assured that China, which leads the production and sale of electric vehicles, is now close to reaching cost parity with conventional vehicles.

In this sense, the official also spoke of the need for Latin America to develop a technology that is currently underdeveloped.

He highlighted the case of Argentina, which is not only a producer of conventional vehicles, but in the north of the country has world-renowned reserves of lithium, a mineral used in batteries for electric vehicles.

The question is that lithium is exported as a primary product because this South American country has not developed the technology to manufacture and assemble the batteries locally.