Electric vehicles surge but peak oil is decades away

Subject Electric vehicles and oil demand. Significance There are now more than 2.5 million electric vehicles (EVs) on the roads across the world. Although this pales compared with more than 1 billion petrol and diesel vehicles worldwide, EV sales grew by more than 40% in 2016 and the first seven months of 2017. In recent months, the United Kingdom and France have announced that they will ban sales of internal combustion engine (ICE) vehicles by 2040, while China and India, far larger markets, have ambitions to end ICE vehicle sales sooner. Impacts Rising EV numbers will reduce the energy intensity of economic activity. Oil demand growth will remain low, constrained by rising fuel efficiency as well as EV adoption. Small increases initially in electricity generation will be required, becoming larger over time, allowing gradual adaptation. Authorities have little incentive to create charging networks; manufacturers are creating their own, but incompatibility may hit adoption. In unmanned EVs, regulation will lag development; country competition may speed progress but mass adoption is unlikely in the next decade.

Subject Impact of electric vehicles on oil demand. Significance Even with high sales, electric vehicles (EVs) will have limited impact on oil demand over the next decade. However, by 2040 the cumulative impact could be large, potentially representing more than 11 million barrels per day (b/d) of displaced fuel demand. While EVs are proving successful as light-duty vehicles (LDV), they are not yet penetrating the heavy-duty vehicle (HDV) sector where current EV ranges are a constraint. Growth in HDVs could offset any improvement in fuel efficiency on future oil demand. Impacts The belief that EVs are the technology of the future could affect investors' perception of the oil industry's growth prospects. Positive consumer reception of the new sub-40,000-dollar EV models could boost investment in lithium-ion battery production. High EV sales bode ill for alternative transport technologies such as hydrogen-fuel-cell cars Social mobilty services replacing private-vehicle ownership in the long term would transform EVs prospects.


Significance Countries that do not comply risk secondary sanctions. Impacts Indian refiners will maximise contracted volumes from other Middle Eastern producers. Promoting electric vehicles and compressed natural gas for transport may have a small impact on India’s oil demand growth in the short term. Tensions over sanctions could stymie deepening India-US security ties.


2021 ◽  
Vol 73 (06) ◽  
pp. 10-11
Author(s):  
Dwayne Purvis

As the world reaches a tipping point in its will to address climate change, the industry must find a new way forward, especially in the United States. Many are right to say that oil and gas are not going away; the transition is planned to take 30 years or more and will not decline to zero production. This fact, though, obscures the reality that peaking, then declining, demand for oil—gas is another story—will structurally change and globally redistribute the industry’s exploration and employment. The story of oil supply and demand began its race to the top 150 years ago. “Shortage” and “glut” have meant that paired growth got out of sync, not that there was a real loss of production. For many decades the world has needed about 1 million B/D more each year than the previous year, but on a percentage basis growth has slowed. At the same time supply from previous years declines about 5 to 6% per year, arguably higher in recent years. The treadmill for new supply has been running hot for decades. All major public forecasts in the past year call for oil demand to plateau between now and about 2030 when accounting for ongoing changes to policy. (To be clear, some show a peak in the 2030s in “business as usual” cases, but they also show even sooner peaks if policy and demand changes accelerate). BP’s Energy Outlook 2020 from last fall took the bold—and well-argued—position that peak oil demand is today and that it is only a question of how fast demand declines. “Peak” demand isn’t really a peak like the Matterhorn; it is flatter like a weathered jebel. We know this from the example of the peak oil demand experienced by the developed world. We also know from that experience that forecasting agencies failed to predict the peak OECD oil demand in 2005 literally by decades even as demand turned down. Reversal of demand growth presents a figurative and mathematical inflection point. Though existing production continues, growth becomes negative, and the pace of the new-supply treadmill plummets. When the need for new supply approximately halves, the Pareto principle tells us that the number of new projects required will fall more than half. Thus, the need for those industry professionals preferentially tasked with finding new oil supply—geophysicists, exploration geologists, drillers, reservoir engineers, landmen—may fall quickly. Other disciplines like operations that service existing production will face only the headwinds of cost reductions and then the long, slow slide toward mid-century targets. The United States via its swarm of large and small companies has dominated the global supply story for more than a decade with its unique shale revolution, but it had previously shriveled to a second-tier producer. Fig. 1 shows 55 years of oil production history. Fig. 1a shows the US supply deconstructed to its functional parts while Fig. 1b shows ascendent producers on the same scales.


Subject US oil demand growth. Significance The oil price collapse from mid-2014 that has caused pain for producers has been a boon to US consumers. With pump prices for gasoline at record lows, US motorists covered 3.186 trillion miles from July 2015 to July this year, smashing the previous record for any previous twelve-month period. This, along with a relatively strong job market and economic growth, has fuelled a resurgence in US oil demand growth after years of post-recession stagnation, and has been a major contributor to the modest price recovery seen over the past six months. Impacts Weaker demand should see a decline in US oil and refined product imports from OPEC and other producers. US refiners may see margins shrink and will look abroad for new customers. However, Latin America is likely to be the most attractive destination for refined product exports from the United States. Weaker demand growth will keep storage levels elevated despite production falls, acting as a drag on US oil and fuel prices. Increases in US freight travel from renewed economic activity will push up diesel prices.


Significance Electric vehicles (EVs) remain a tiny fraction of the overall auto fleet, but sales are growing thanks to falling costs, enticing new models and government support such as the EV tax credit. How quickly EVs take over the roads has implications for a host of industries, but especially for the future of oil demand. Oil producers are watching closely to see how quickly consumers take up EVs. Impacts Lithium, nickel and cobalt will see strong demand as EV production increases, putting supplies under pressure. More EVs will boost efforts to build ‘smart grids’ that integrate EV batteries into the power network. Democratic-controlled US states and cities will provide more generous EV support, leading to a patchy overall rollout. Autonomous vehicles are more likely to be electric-powered so their adoption rate will be material to overall EV demand.


2021 ◽  
Vol 12 (4) ◽  
pp. 161
Author(s):  
Karim Hamza ◽  
Kang-Ching Chu ◽  
Matthew Favetti ◽  
Peter Keene Benoliel ◽  
Vaishnavi Karanam ◽  
...  

Software tools for fuel economy simulations play an important role during design stages of advanced powertrains. However, calibration of vehicle models versus real-world driving data faces challenges owing to inherent variations in vehicle energy efficiency across different driving conditions and different vehicle owners. This work utilizes datasets of vehicles equipped with OBD/GPS loggers to validate and calibrate FASTSim (software originally developed by NREL) vehicle models. The results show that window-sticker ratings (derived from dynamometer tests) can be reasonably accurate when averaged across many trips by different vehicle owners, but successfully calibrated FASTSim models can have better fidelity. The results in this paper are shown for nine vehicle models, including the following: three battery-electric vehicles (BEVs), four plug-in hybrid electric vehicles (PHEVs), one hybrid electric vehicle (HEV), and one conventional internal combustion engine (CICE) vehicle. The calibrated vehicle models are able to successfully predict the average trip energy intensity within ±3% for an aggregate of trips across multiple vehicle owners, as opposed to within ±10% via window-sticker ratings or baseline FASTSim.


2013 ◽  
Vol 47 (14) ◽  
pp. 8031-8041 ◽  
Author(s):  
Adam R. Brandt ◽  
Adam Millard-Ball ◽  
Matthew Ganser ◽  
Steven M. Gorelick

Significance This would feed an already oversupplied market, exacerbating the contango market structure, with prices for future delivery exceeding spot rates. Prices have not returned to their January low thanks to strong US demand, as consumers capitalise on lower prices. Elsewhere, the picture is weaker. OPEC expects global oil demand to grow by an average 1.17 million barrels per day (b/d) to 92.45 million b/d in 2015. Impacts The United States will be the leading contributor to projected OECD demand growth, as lower prices boost economic activity. Weaker-than-expected Asian demand and product stock-builds in the first quarter of 2015 will curtail demand ahead. The pace of China's imports will decelerate as its storage approaches its limits. India and Indonesia might have replaced China's demand volumes, but they have abolished subsidies, holding back demand growth. The EU is unlikely to support global demand growth, at least in the short term.


2020 ◽  
Vol 119 (820) ◽  
pp. 317-322
Author(s):  
Michael T. Klare

By transforming patterns of travel and work around the world, the COVID-19 pandemic is accelerating the transition to renewable energy and the decline of fossil fuels. Lockdowns brought car commuting and plane travel to a near halt, and the mass experiment in which white-collar employees have been working from home may permanently reduce energy consumption for business travel. Renewable energy and electric vehicles were already gaining market share before the pandemic. Under pressure from investors, major energy companies have started writing off fossil fuel reserves as stranded assets that are no longer worth the cost of extracting. These shifts may indicate that “peak oil demand” has arrived earlier than expected.


Sign in / Sign up

Export Citation Format

Share Document