Ugo Bardi on the end of cars…..

25 05 2017

The Coming Seneca Cliff of the Automotive Industry: the Converging Effect of Disruptive Technologies and Social Factors

This graph shows the projected demise of individual car ownership in the US, according to “RethinkX”. That will lead to the demise of the automotive industry as we know it since a much smaller number of cars will be needed. If this is not a Seneca collapse, what is? 

Decades of work in research and development taught me this:

Innovation does not solve problems, it creates them. 

Which I could call “the Golden Rule of Technological Innovation.” There are so many cases of this law at work that it is hard for me to decide where I should start from. Just think of nuclear energy; do you understand what I mean? So, I am always amazed at the naive faith of some people who think that more technology will save us from the trouble created by technology (the most common mistake people make is not to learn from mistakes).

That doesn’t mean that technological research is useless; not at all. R&D can normally generate small but useful improvements to existing processes, which is what it is meant to do. But when you deal with breakthroughs, well, it is another kettle of dynamite sticks; so to say. Most claimed breakthroughs turn out to be scams (cold fusion is a good example) but not all of them. And that leads to the second rule of technological innovation:

Successful innovations are always highly disruptive

You probably know the story of the Polish cavalry charging against the German tanks during WWII. It never happened, but the phrase “fighting tanks with horses” is a good metaphor for what technological breakthroughs can do. Some innovations impose themselves, literally, by marching over the dead bodies of their opponents. Even without such extremes, when an innovation becomes a marker of social success, it can diffuse extremely fast. Do you remember the role of status symbol that cell phones played in the 1990s?

Cars are an especially good example of how social factors can affect and amplify the effects of innovation. I discussed in a previous post on Cassandra’s Legacy how cars became the prime marker of social status in the West in the 1950s, becoming the bloated and inefficient objects we know today. They had a remarkable effect on society, creating the gigantic suburbs of today’s cities where life without a personal car is nearly impossible.

But the great wheel of technological innovation keeps turning and it is soon going to make individual cars as obsolete as would be wearing coats made of home-tanned bear skins. It is, again, the combination of technological innovation and socioeconomic factors creating a disruptive effect. For one thing, private car ownership is rapidly becoming too expensive for the poor. At the same time, the combination of global position systems (GPS), smartphones, and autonomous driving technologies makes possible a kind of “transportation on demand” or “transportation as a service” (TAAS) that was unthinkable just a decade ago. Electric cars are especially suitable (although not critically necessary) for this kind of transportation. In this scheme, all you need to do to get a transportation service is to push a button on your smartphone and the vehicle you requested will silently glide in front of you to take you wherever you want. (*)

The combination of these factors is likely to generate an unstoppable and disruptive social phenomenon. Owning a car will be increasingly seen as passé, whereas using the latest TAAS gadgetry will be seen as cool. People will scramble to get rid of their obsolete, clumsy, and unfashionable cars and move to TAAS. Then, TAAS can also play the role of social filter: with the ongoing trends of increasing social inequality, the poor will be able to use it only occasionally or not at all. The rich, instead, will use it to show that they can and that they have access to credit. Some TAAS services will be exclusive, just as some hotels and resorts are. Some rich people may still own cars as a hobby, but that wouldn’t change the trend.

To have some idea of what a TAAS-based world can be, you might read Hemingway’s “Movable Feast”, a story set in Paris in the 1920s. There, Hemingway describes how the rich Americans in Paris wouldn’t normally even dream of owning a car (**). Why should they have, while when they could simply ride the local taxis at a price that, for them, was a trifle? It was an early form of TAAS. Most of the Frenchmen living in Paris couldn’t afford that kind of easygoing life and that established an effective social barrier between the haves and the have-nots.

As usual, of course, the future is difficult to predict. But something that we can say about the future is that when changes occur, they occur fast. In this case, the end result of the development of individual TAAS will be the rapid collapse of the automotive industry as we know it: a much smaller number of vehicles will be needed and they won’t need to be of the kind that the present automotive industry can produce. This phenomenon has been correctly described by “RethinkX,” even though still within a paradigm of growth. In practice, the transition is likely to be even more rapid and brutal than what the RethinkX team propose. For the automotive industry, there applies the metaphor of “fighting tanks with horses.”

The demise of the automotive industry is an example of what I called the “Seneca Effect.” When some technology or way of life becomes obsolete and unsustainable, it tends to collapse very fast. Look at the data for the world production of motor vehicles, below (image from Wikipedia). We are getting close to producing a hundred million of them per year. If the trend continues, during the next ten years we’ll have produced a further billion of them. Can you really imagine that it would be possible? There is a Seneca Cliff waiting for the automotive industry.

(*) If the trend of increasing inequality continues, autonomous driven cars are not necessary. Human drivers would be inexpensive enough for the minority of rich people who can afford to hire them.

(**) Scott Fitzgerald, the author of “The Great Gatsby” is reported to have owned a car while living in France, but that was mainly an eccentricity.

How Do You Degrow an Economy, Without Causing Chaos?

16 05 2017

An article written by a Facebook friend of mine, Jonathan Rutherford, who is Coordinator of the New International Bookshop and a ‘Simpler Way’ activist. Originally published at the Resillience website.  The real challenge for those in charge is not ‘jobs and growth’, it is how to best manage the looming contraction……

‘Houston, we have a problem’. On the one hand, there is growing acceptance among environmentally conscious people that rich nations and affluent regions of the global economy must dramatically reduce overall resource and energy consumption levels – that is, undergo a process of ‘degrowth’ – if humanity is to bring about a sustainable world order. On the other hand, we have a growth economy that cannot go two steps in this direction without causing huge economic and social problems.

If you doubt the first part of this statement (i.e. the need for ‘degrowth’), consider just one metric – the material footprint (MF) indicator. This measures consumption of all natural resources (biomass, fossil fuels, metal ores and minerals) extracted from the environment. Humanity’s current MF is about 70 billion tonnes – a figure that has more than trebled since the 1970s. As we know, already this rate of consumption is generating waste, pollution and land-use change that are driving environmental problems such as global warming and species extinction. But now consider the fact that the per capita rich nation (i.e OECD) MF is about 30 tonnes. If the 9+ billion humans expected to be living on earth by 2050 rose to this level, we would need 270 billion tonnes per annum – that is, four times the present rate, which is unsustainable. Using similar figures in the 1990s Friedrich Schmidt Bleek estimated that rich nations need to make ‘factor 10’ reductions in overall resource use (renewable and non-renewable), if we are to move down to a globally fair share and at sustainable levels. And that estimate, it should be noted, does not factor in the likely increase in MF that, recent history suggests, will inevitably result from the continuous pursuit of economic growth by all nations, included the wealthiest.

Many people hope that we can make ‘factor 10’ reductions via technological advance and efficiency gains alone, without having to make cut overall rates of production, consumption (i.e. GDP). But, as argued in a recent peer reviewed article by Giorgos Kallis there are strong reasons to think that this will not be viable. Few want to admit it, but the kind of radical reductions we need to make will require GDP contraction i.e. de-growth.

But if we in the rich world need to degrow the economy, as it appears we do, how is that done without causing utter social chaos and breakdown?  The problem was recently illustrated in a series of articles run by the ABC. The first article highlighted the trend among some young Australians to adopt relatively frugal lifestyles of reduced income expenditure and increased savings. A follow up article, however, asked: what would happen to the economy if everyone did this? The answers were revealing, and implicitly revealed fundamental flaws in our existing economic system.

The article cited data which suggest every year Australians spend $955 billion on all forms of consumption. Of this about $416 billion (44%) is made up items such as ‘food, clothing, housing, utilities, health, transport, insurance’ which the article defined as ‘necessities’ (note: one, of course, may question whether i.e. all clothes consumption are truly ‘necessities’!). The other $523 billion was made up what the article defined as discretionary items. Economist, Saul Eslake pointed out that, even if we exclude from this discretionary figure the $100+ billion worth of imported goods & services, if  all Australian households ceased all the remaining discretionary spending, GDP would be immediately reduced by 25 per cent. But, as Eslake pointed out, the impact on the economy would eventually be far greater than this, due to knock-on effects. The reduced spending, for example, would result in firm bankruptcy and thus laid off workers which, in turn, would further reduce aggregate demand in a cycle of downward depression familiar to students of economic history.

But while all this is entirely correct, reducing societal consumption – degrowing the economy – need not necessarily result in chaotic economic breakdown, as the ABC article implicitly assumed. This is indeed an inevitable outcome within our present economic system, but possibly not others.

Our present system – both in Australia and now most of the world – is, of course, the capitalist market economy. This 500-year-old system has certain defining features that mark it out as unique compared to other economic systems humans have devised.  It is a system in which a) most (if not all) the major means of production are privately (these days corporately) owned by a small minority of the population; and b) where the fundamental economic problems (what, how, and for whom to produce) are solved “automatically”, through the price mechanism, rather than through conscious social decisions.

Importantly, for this discussion, the system is characterised by a growth compulsion. Due to competition, all firms – particularly large shareholder firms – are under constant pressure to invest in new techniques, methods of production and products, to improve competitiveness and their sales figures. If they fail to do this, they not only risk profits margins but also eventually being taken-over by other firms, or made bankrupt. Since no firm wants to perish, and since all must expand if they want to continue to exist, a general growth compulsion arises, not just for individual firms, but for the macro economy as whole. So, while almost everyone wants growth, it is also true that the system needs growth for its basic functioning.

In fact, the system cannot possibly tolerate even a slow-down in the rate of growth, let alone a contraction. Richard Smith points out that even when capitalism approaches a ‘steady state’ of zero GDP growth, such as what happened in the USA in the wake of the GFC, the outcome for society at large is ugly. The situation is characterised by “capital destruction, mass unemployment, devastated communities, growing poverty, foreclosures, homelessness and environmental considerations shunted aside in the all-out effort to restore growth.” Obviously, nobody wants this, including advocates of degrowth.

What then would be required to contract the economy, in an orderly and fair way? The influential ‘Steady-State’ theorist Herman Daly argues that we can do so, while retaining a basically capitalist system, on the condition that the state steps in to play a far more active regulatory role than at present. Among other policy suggestions, Daly proposes that the state impose escalating resource depletion quotes, that can be traded in a market, while retaining private enterprise and the market system.

An emerging school of eco-socialists argue, however, that this will not work. Saral Sarkar points out three flaws with Daly’s plan.

“1) The contraction of the economies of the world must occur in an orderly way. Otherwise there will be unbearable breakdowns of whole societies. An orderly contraction can only take place in a planned economy, not in a capitalist market economy. 2) Only a socialist political order can achieve, by means of egalitarian distribution of the costs and benefits, a broad acceptance of the necessary contraction, 3) Only in a planned socialist economy can the problem of unemployment be solved, which would otherwise become more and more acute in a contracting economy. To this end, a planned economy can consciously use labor-intensive technologies and methods, which, in addition, result in less use of resources.” (Sarkar, 2012, 325)

Let me just briefly elaborate on the first reason given by Sarkar (for greater detail see Sarkar 1999) – the idea that contracting the economy within a capitalist market system would result in chaotic breakdown. Sarkar points out that the famed ‘efficiency’ of the market system only works well (if at all) when there is a buyers’ market, leading to strong competition between suppliers to meet customer demand. But in a contractionary scenario, most markets would be ‘suppliers’ markets, as there would be, in general, a shortage of supply relative to demand. This would mean even poorly run, high cost firms would be able to survive. And, as with any market economy, you would still have a situation where increasingly scarce resources were tended to be allocated to meeting the money backed demands of the already wealthy, rather than to meeting the vital needs for all – a recipe for social chaos in a context of heightened scarcity.

For these reasons, and as unfashionable as it is today, Sarkar argues that a socialist economic framework will be necessary if we are to contract the economy in an orderly, peaceful and socially just way. This would involve a process in which the state nationalises and/or shuts down most large-scale firms in the economy and actively plans the process of contraction via mechanisms such as quantitative controls, price controls, a quota system etc. But what about smaller firms and co-ops, operating at the local level? Here, it is plausible that a quasi-market economy – albeit operating within a very different no-growth culture and firmly under social control –  would be viable. Another eco-socialist Richard Smith elaborates:

“In arguing for large-scale industrial planning, I’m not saying that we should nationalize family farms, farmers’ markets, artisans, groceries, bakeries, local restaurants, repair shops, workers’ cooperatives, and so on. Small producers aren’t destroying the world. But large-scale corporations are. If we want to save the planet, the corporations would have to be nationalized, socialized, and completely reorganized. Many will need to be closed down, others scaled back, others repurposed. But I don’t see any reason why small-scale, local, independent producers cannot carry on more or less as they are, within the framework of a larger planned economy.”

Eventually the goal will be to move to a situation in which most (if not all) people live and work within highly localised economies, using local resources to meet local needs. As Ted Trainer argues, this is not optional if we want to reduce our ecological footprint to sustainable one planet levels that all can share. Gladly, there is a case that the quality of life could be very high within such communities.

But herein lies a problem for the eco-socialist, and wider degrowth movement. Trainer points out that these new local communities will not work well unless they are based on the active participation and cooperation of most, if not all, ordinary citizens in the locality. This will be necessary to ensure that all are provided for and the economy works within local eco-system limits. Active and inclusive participation by all (or at least most), Trainer argues, is ‘the crucial prerequisite… that will be needed if ordinary citizens are to eventually run highly self-sufficient local communities well.’ Widespread civic participation and cooperation simply cannot be imposed ‘top-down’ via states, even if they wanted to. In any case, Trainer argues, only if movements for localism and simpler living emerge first, is there any chance of building the eventual political will that will make a process of societal degrowth at the national and global levels possible.

For this reason, we ‘Simpler Way’ advocates tend to see the eco-socialist state directed process described above as ‘only’ a final, albeit necessary, step in a long multi phased transition towards sustainability. The first (and hardest) phase of the revolution happens when ordinary citizens, not states or corporations, take it upon themselves to start building today, even in small ways, the new self-reliant economies in the towns and suburbs where they live.

Having said that, the above sets a parallel challenge for participants within existing localist movements such as Transition Towns, eco-village, permaculture, simpler living etc. For it is equally true that we will not make a successful transition to sustainability – and the new local communities and economies will not function well – unless participants within these movements become aware of, and begin advocating for, the eventual need for an orderly process of ‘de-growth’ – a process that, for reasons mentioned briefly above, is only likely to go well within an eco-socialist framework. Ultimately, unless both these local and national-global processors occur, will not make a successful transition to a sustainable society.

Of course, today, across the world we are miles away from the necessary political and cultural awareness needed for such a transition. It is likely that the coming oil crunch and global financial contraction will aid our cause and encourage more people to see the sense in localism and de-growth – but, until then, activists must doggedly go on raising awareness wherever they can. Even if it does not feel like it, every conversation counts!


Saral Sarkar, Eco-Socialism or Eco-Capitalism? – A Critical Analysis of Humanity’s Fundamental Choices. London: Zed Books. 1999.

Blindspots and Superheroes

14 05 2017

I haven’t heard much from Nate Hagens in recent times, but when he does come out of the woodwork, his communications skills certainly come through….. We who follow the collapse of the world as we know it probably know most of what’s in this admirable presentation, but it is absolutely captivating, and you will learn something new, or see it in a different perspective. It’s an hour and twenty minutes long (I actually drove down town to use the library’s free wi-fi to download it, my mobile phone data allowance won’t stretch to a quarter Gig for one video!), so make yourself a cup of your favourite poison, and enjoy the show……

Nathan John Hagens is a former Wall Street analyst, turned college professor and systems-science advocate. Nate has an MBA with Honors from the University of Chicago and a PhD in Natural Resources/Energy from the University of Vermont. He is on the Boards of Post Carbon Institute, Institute for Integrated Economic Research, and Institute for the Study of Energy and our Future. He teaches a class at the University of Minnesota called “Reality 101 – A Survey of the Human Predicament”.

Nate, partnering with environmental strategist DJ White, has created the “Bottleneck Foundation”, a nonprofit initiative designed to help steer towards better human and ecological futures than would otherwise be attained. The “Bottlenecks” are the cultural, biological, and technological challenges which will arise as energy and terrestrial biomass begin their long fall back toward sustainable-flow baselines this century. The “Foundation” part of the name is a tip of the hat to Asimov’s “Foundation” series of novels, about an organization designed to mitigate the negative effects of societal simplification. BF is dedicated to making “synthesis science” accessible to a new generation of engaged people, through educational materials and projects which demonstrate that reality is a lot different from our culture currently thinks it is.

It’s simple. If we can’t change our economic system, our number’s up

30 04 2017

I occasionally publish articles by George monbiot. At times I have labelled them ‘Monbiot at his best’, even if I disagreed with bits of it….. but this time, he utterly nails it. There’s very little regulars to this site will learn from this, but it is a good piece of writing, and it needs to be shared far and wide, because we truly need this revolution. It’s two years old, but even more relevant now than when he wrote it.

Found on the Guardian’s website…..

'The mother narrative to all this is carbon-fuelled expansion. Our ideologies are mere subplots.'
‘The mother narrative to all this is carbon-fuelled expansion. Our ideologies are mere subplots.’ Photograph: Alamy

Let us imagine that in 3030BC the total possessions of the people of Egypt filled one cubic metre. Let us propose that these possessions grew by 4.5% a year. How big would that stash have been by the Battle of Actium in 30BC? This is the calculation performed by the investment banker Jeremy Grantham.

Go on, take a guess. Ten times the size of the pyramids? All the sand in the Sahara? The Atlantic ocean? The volume of the planet? A little more? It’s 2.5 billion billion solar systems. It does not take you long, pondering this outcome, to reach the paradoxical position that salvation lies in collapse.

To succeed is to destroy ourselves. To fail is to destroy ourselves. That is the bind we have created. Ignore if you must climate change, biodiversity collapse, the depletion of water, soil, minerals, oil; even if all these issues miraculously vanished, the mathematics of compound growth make continuity impossible.

Economic growth is an artefact of the use of fossil fuels. Before large amounts of coal were extracted, every upswing in industrial production would be met with a downswing in agricultural production, as the charcoal or horse power required by industry reduced the land available for growing food. Every prior industrial revolution collapsed, as growth could not be sustained. But coal broke this cycle and enabled – for a few hundred years – the phenomenon we now call sustained growth.

It was neither capitalism nor communism that made possible the progress and pathologies (total war, the unprecedented concentration of global wealth, planetary destruction) of the modern age. It was coal, followed by oil and gas. The meta-trend, the mother narrative, is carbon-fuelled expansion. Our ideologies are mere subplots. Now, with the accessible reserves exhausted, we must ransack the hidden corners of the planet to sustain our impossible proposition.

On Friday, a few days after scientists announced that the collapse of the west Antarctic ice sheet is now inevitable, the Ecuadorean government decided toallow oil drilling in the heart of the Yasuni national park. It had made an offer to other governments: if they gave it half the value of the oil in that part of the park, it would leave the stuff in the ground. You could see this as either blackmail or fair trade. Ecuador is poor, its oil deposits are rich. Why, the government argued, should it leave them untouched without compensation when everyone else is drilling down to the inner circle of hell? It asked for $3.6bn and received $13m. The result is that Petroamazonas, a company with a colourful record of destruction and spills, will now enter one of the most biodiverse places on the planet, in which a hectare of rainforest is said to contain more species than exist in the entire continent of North America.

Almost 45% of the Yasuni national park is overlapped by oil concessions.
Yasuni national park. Murray Cooper/Minden Pictures/Corbis

The UK oil firm Soco is now hoping to penetrate Africa’s oldest national park, Virunga, in the Democratic Republic of Congo; one of the last strongholds of the mountain gorilla and the okapi, of chimpanzees and forest elephants. In Britain, where a possible 4.4 billion barrels of shale oil has just been identified in the south-east, the government fantasises about turning the leafy suburbs into a new Niger delta. To this end it’s changing the trespass laws to enable drilling without consent and offering lavish bribes to local people. These new reserves solve nothing. They do not end our hunger for resources; they exacerbate it.

Look at the lives of the super-rich, who set the pace for global consumption. Are their yachts getting smaller? Their houses? Their artworks? Their purchase of rare woods, rare fish, rare stone? Those with the means buy ever bigger houses to store the growing stash of stuff they will not live long enough to use. By unremarked accretions, ever more of the surface of the planet is used to extract, manufacture and store things we don’t need. Perhaps it’s unsurprising that fantasies about colonising space – which tell us we can export our problems instead of solving them – have resurfaced.

As the philosopher Michael Rowan points out, the inevitabilities of compound growth mean that if last year’s predicted global growth rate for 2014 (3.1%) is sustained, even if we miraculously reduced the consumption of raw materials by 90%, we delay the inevitable by just 75 years. Efficiency solves nothing while growth continues.

The inescapable failure of a society built upon growth and its destruction of the Earth’s living systems are the overwhelming facts of our existence. As a result, they are mentioned almost nowhere. They are the 21st century’s great taboo, the subjects guaranteed to alienate your friends and neighbours. We live as if trapped inside a Sunday supplement: obsessed with fame, fashion and the three dreary staples of middle-class conversation: recipes, renovations and resorts. Anything but the topic that demands our attention.

Statements of the bleeding obvious, the outcomes of basic arithmetic, are treated as exotic and unpardonable distractions, while the impossible proposition by which we live is regarded as so sane and normal and unremarkable that it isn’t worthy of mention. That’s how you measure the depth of this problem: by our inability even to discuss it.

Life in a ‘degrowth’ economy, and why you might actually enjoy it

23 04 2017

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Time to get off the economic growth train?
Sergey Nivens/Shutterstock

Samuel Alexander, University of Melbourne

What does genuine economic progress look like? The orthodox answer is that a bigger economy is always better, but this idea is increasingly strained by the knowledge that, on a finite planet, the economy can’t grow for ever. The Conversation

This week’s Addicted to Growth conference in Sydney is exploring how to move beyond growth economics and towards a “steady-state” economy.

But what is a steady-state economy? Why it is it desirable or necessary? And what would it be like to live in?

The global predicament

We used to live on a planet that was relatively empty of humans; today it is full to overflowing, with more people consuming more resources. We would need one and a half Earths to sustain the existing economy into the future. Every year this ecological overshoot continues, the foundations of our existence, and that of other species, are undermined.

At the same time, there are great multitudes around the world who are, by any humane standard, under-consuming, and the humanitarian challenge of eliminating global poverty is likely to increase the burden on ecosystems still further.

Meanwhile the population is set to hit 11 billion this century. Despite this, the richest nations still seek to grow their economies without apparent limit.

Like a snake eating its own tail, our growth-orientated civilisation suffers from the delusion that there are no environmental limits to growth. But rethinking growth in an age of limits cannot be avoided. The only question is whether it will be by design or disaster.

Degrowth to a steady-state economy

The idea of the steady-state economy presents us with an alternative. This term is somewhat misleading, however, because it suggests that we simply need to maintain the size of the existing economy and stop seeking further growth.

But given the extent of ecological overshoot – and bearing in mind that the poorest nations still need some room to develop their economies and allow the poorest billions to attain a dignified level of existence – the transition will require the richest nations to downscale radically their resource and energy demands.

This realisation has given rise to calls for economic “degrowth”. To be distinguished from recession, degrowth means a phase of planned and equitable economic contraction in the richest nations, eventually reaching a steady state that operates within Earth’s biophysical limits.

In a world of 7.2 billion and counting, we need to think hard about our fair share.
Karpov Oleg/Shutterstock

At this point, mainstream economists will accuse degrowth advocates of misunderstanding the potential of technology, markets, and efficiency gains to “decouple” economic growth from environmental impact. But there is no misunderstanding here. Everyone knows that we could produce and consume more efficiently than we do today. The problem is that efficiency without sufficiency is lost.

Despite decades of extraordinary technological advancement and huge efficiency improvements, the energy and resource demands of the global economy are still increasing. This is because within a growth-orientated economy, efficiency gains tend to be reinvested in more consumption and more growth, rather than in reducing impact.

This is the defining, critical flaw in growth economics: the false assumption that all economies across the globe can continue growing while radically reducing environmental impact to a sustainable level. The extent of decoupling required is simply too great. As we try unsuccessfully to “green” capitalism, we see the face of Gaia vanishing.

The very lifestyles that were once considered the definition of success are now proving to be our greatest failure. Attempting to universalise affluence would be catastrophic. There is absolutely no way that today’s 7.2 billion people could live the Western way of life, let alone the 11 billion expected in the future. Genuine progress now lies beyond growth. Tinkering around the edges of capitalism will not cut it.

We need an alternative.

Enough for everyone, forever

When one first hears calls for degrowth, it is easy to think that this new economic vision must be about hardship and deprivation; that it means going back to the stone age, resigning ourselves to a stagnant culture, or being anti-progress. Not so.

Degrowth would liberate us from the burden of pursuing material excess. We simply don’t need so much stuff – certainly not if it comes at the cost of planetary health, social justice, and personal well-being. Consumerism is a gross failure of imagination, a debilitating addiction that degrades nature and doesn’t even satisfy the universal human craving for meaning.

Do we really need to buy all this stuff anyway?
Radu Bercan/Shutterstock

Degrowth, by contrast, would involve embracing what has been termed the “simpler way” – producing and consuming less.

This would be a way of life based on modest material and energy needs but nevertheless rich in other dimensions – a life of frugal abundance. It is about creating an economy based on sufficiency, knowing how much is enough to live well, and discovering that enough is plenty.

The lifestyle implications of degrowth and sufficiency are far more radical than the “light green” forms of sustainable consumption that are widely discussed today. Turning off the lights, taking shorter showers, and recycling are all necessary parts of what sustainability will require of us, but these measures are far from enough.

But this does not mean we must live a life of painful sacrifice. Most of our basic needs can be met in quite simple and low-impact ways, while maintaining a high quality of life.

What would life be like in a degrowth society?

In a degrowth society we would aspire to localise our economies as far and as appropriately as possible. This would assist with reducing carbon-intensive global trade, while also building resilience in the face of an uncertain and turbulent future.

Through forms of direct or participatory democracy we would organise our economies to ensure that everyone’s basic needs are met, and then redirect our energies away from economic expansion. This would be a relatively low-energy mode of living that ran primarily on renewable energy systems.

Renewable energy cannot sustain an energy-intensive global society of high-end consumers. A degrowth society embraces the necessity of “energy descent”, turning our energy crises into an opportunity for civilisational renewal.

We would tend to reduce our working hours in the formal economy in exchange for more home-production and leisure. We would have less income, but more freedom. Thus, in our simplicity, we would be rich.

Wherever possible, we would grow our own organic food, water our gardens with water tanks, and turn our neighbourhoods into edible landscapes as the Cubans have done in Havana. As my friend Adam Grubb so delightfully declares, we should “eat the suburbs”, while supplementing urban agriculture with food from local farmers’ markets.

Community gardens, like this one in San Francisco, can help achieve sufficiency.
Kevin Krejci/Wikimedia Commons, CC BY

We do not need to purchase so many new clothes. Let us mend or exchange the clothes we have, buy second-hand, or make our own. In a degrowth society, the fashion and marketing industries would quickly wither away. A new aesthetic of sufficiency would develop, where we creatively re-use and refashion the vast existing stock of clothing and materials, and explore less impactful ways of producing new clothes.

We would become radical recyclers and do-it-yourself experts. This would partly be driven by the fact that we would simply be living in an era of relative scarcity, with reduced discretionary income.

But human beings find creative projects fulfilling, and the challenge of building the new world within the shell of the old promises to be immensely meaningful, even if it will also entail times of trial. The apparent scarcity of goods can also be greatly reduced by scaling up the sharing economy, which would also enrich our communities.

One day, we might even live in cob houses that we build ourselves, but over the next few critical decades the fact is that most of us will be living within the poorly designed urban infrastructure that already exists. We are hardly going to knock it all down and start again. Instead, we must ‘retrofit the suburbs’, as leading permaculturalist David Holmgren argues. This would involve doing everything we can to make our homes more energy-efficient, more productive, and probably more densely inhabited.

This is not the eco-future that we are shown in glossy design magazines featuring million-dollar “green homes” that are prohibitively expensive.

Degrowth offers a more humble – and I would say more realistic – vision of a sustainable future.

Making the change

A degrowth transition to a steady-state economy could happen in a variety of ways. But the nature of this alternative vision suggests that the changes will need to be driven from the “bottom up”, rather than imposed from the “top down”.

What I have written above highlights a few of the personal and household aspects of a degrowth society based on sufficiency (for much more detail, see here and here). Meanwhile, the ‘transition towns’ movement shows how whole communities can engage with the idea.

But it is critical to acknowledge the social and structural constraints that currently make it much more difficult than it needs to be to adopt a lifestyle of sustainable consumption. For example, it is hard to drive less in the absence of safe bike lanes and good public transport; it is hard find a work-life balance if access to basic housing burdens us with excessive debt; and it is hard to re-imagine the good life if we are constantly bombarded with advertisements insisting that “nice stuff” is the key to happiness.

Actions at the personal and household levels will never be enough, on their own, to achieve a steady-state economy. We need to create new, post-capitalist structures and systems that promote, rather than inhibit, the simpler way of life. These wider changes will never emerge, however, until we have a culture that demands them. So first and foremost, the revolution that is needed is a revolution in consciousness.

I do not present these ideas under the illusion that they will be readily accepted. The ideology of growth clearly has a firm grip on our society and beyond. Rather, I hold up degrowth up as the most coherent framework for understanding the global predicament and signifying the only desirable way out of it.

The alternative is to consume ourselves to death under the false banner of “green growth”, which would not be smart economics.

Samuel Alexander, Research fellow, Melbourne Sustainable Society Institute, University of Melbourne

This article was originally published on The Conversation. Read the original article.

Why I am still anti Lithium and EV

13 04 2017

Originally published at Alice Friedemann’s excellent blog,

[This is by far the best paper explaining lithium reserves, lithium chemistry, recycling, political implications, and more. I’ve left out the charts, graphs, references, and much of the text, to see them go to the original paper in the link below.]


I personally don’t think that electric cars will ever be viable because battery development is too slow, and given that oil can be hundreds of times more energy dense than a battery of the same weight, the laws of physics will prevent them from ever achieving enough energy density — see my post at Who Killed the Electric Car. (and also my more-up-to-date version and utility-scale energy storage batteries in my book When Trains Stop Running: Energy and the Future of Transportation.  Some excerpts from my book about lithium and energy storage:

Li-ion energy storage batteries are more expensive than PbA or NaS, can be charged and discharged only a discrete number of times, can fail or lose capacity if overheated, and the cost of preventing overheating is expensive. Lithium does not grow on trees. The amount of lithium needed for utility-scale storage is likely to deplete known resources (Vazquez, S., et al. 2010. Energy storage systems for transport and grid applications. IEEE Transactions on Industrial Electronics 57(12): 3884).

To provide enough energy for 1 day of storage for the United states, li-ion batteries would cost $11.9 trillion dollars, take up 345 square miles and weigh 74 million tons (DOE/EPRI. 2013. Electricity storage handbook in collaboration with NRECA. USA: Sandia National Laboratories and Electric Power Research Institute) 

Barnhart et al. (2013) looked at how much materials and energy it would take to make batteries that could store up to 12 hours of average daily world power demand, 25.3 TWh. Eighteen months of world-wide primary energy production would be needed to mine and manufacture these batteries, and material production limits were reached for many minerals even when energy storage devices got all of the world’s production (with zinc, sodium, and sulfur being the exceptions). Annual production by mass would have to double for lead, triple for lithium, and go up by a factor of 10 or more for cobalt and vanadium, driving up prices. The best to worst in terms of material availability are: CAES, NaS, ZnBr, PbA, PHS, Li-ion, and VRB (Barnhart, C., et al. 2013. On the importance of reducing the energetic and material demands of electrical energy storage. Energy Environment Science 2013(6): 1083–1092). ]

Vikström, H., Davidsson, S., Höök, M. 2013. Lithium availability and future production outlooks. Applied Energy, 110(10): 252-266. 28 pages



Lithium is a highly interesting metal, in part due to the increasing interest in lithium-ion batteries. Several recent studies have used different methods to estimate whether the lithium production can meet an increasing demand, especially from the transport sector, where lithium-ion batteries are the most likely technology for electric cars. The reserve and resource estimates of lithium vary greatly between different studies and the question whether the annual production rates of lithium can meet a growing demand is seldom adequately explained. This study presents a review and compilation of recent estimates of quantities of lithium available for exploitation and discusses the uncertainty and differences between these estimates. Also, mathematical curve fitting models are used to estimate possible future annual production rates. This estimation of possible production rates are compared to a potential increased demand of lithium if the International Energy Agency’s Blue Map Scenarios are fulfilled regarding electrification of the car fleet. We find that the availability of lithium could in fact be a problem for fulfilling this scenario if lithium-ion batteries are to be used. This indicates that other battery technologies might have to be implemented for enabling an electrification of road transports.


  • Review of reserves, resources and key properties of 112 lithium deposits
  • Discussions of widely diverging results from recent lithium supply estimates
  • Forecasting future lithium production by resource-constrained models
  • Exploring implications for future deployment of electric cars


Global transportation mainly relies on one single fossil resource, namely petroleum, which supplies 95% of the total energy [1]. In fact, about 62% of all world oil consumption takes place in the transport sector [2]. Oil prices have oscillated dramatically over the last few years, and the price of oil reached $100 per barrel in January 2008, before skyrocketing to nearly $150/barrel in July 2008. A dramatic price collapse followed in late 2008, but oil prices have at present time returned to over $100/barrel. Also, peak oil concerns, resulting in imminent oil production limitations, have been voiced by various studies [3–6].

It has been found that continued oil dependence is environmentally, economically and socially unsustainable [7].

The price uncertainty and decreasing supply might result in severe challenges for different transporters. Nygren et al. [8] showed that even the most optimistic oil production forecasts implied pessimistic futures for the aviation industry. Curtis [9] found that globalization may be undermined by peak oil’s effect on transportation costs and reliability of freight.

Barely 2% of the world electricity is used by transportation [2], where most of this is made up by trains, trams, and trolley buses.

A high future demand of Li for battery applications may arise if society choses to employ Li-ion technologies for a decarbonization of the road transport sector.

Batteries are at present time the second most common use, but are increasing rapidly as the use of li-ion batteries for portable electronics [12], as well as electric and hybrid cars, are becoming more frequent. For example, the lithium consumption for batteries in the U.S increased with 194 % from 2005 to 2010 [12]. Relatively few academic studies have focused on the very abundance of raw materials needed to supply a potential increase in Li demand from transport sector [13]. Lithium demand is growing and it is important to investigate whether this could lead to a shortfall in the future.


[My comment: utility scale energy storage batteries in commercial production are lithium, and if this continues, this sector alone would quickly consume all available lithium supplies: see Barnhart, C., et al. 2013. On the importance of reducing the energetic and material demands of electrical energy storage. Energy Environment Science 2013(6): 1083–1092.]

Aim of this study

Recently, a number of studies have investigated future supply prospects for lithium [13–16]. However, these studies reach widely different results in terms of available quantities, possible production trajectories, as well as expected future demand. The most striking difference is perhaps the widely different estimates for available resources and reserves, where different numbers of deposits are included and different types of resources are assessed. It has been suggested that mineral resources will be a future constraint for society [17], but a great deal of this debate is often spent on the concept of geological availability, which can be presented as the size of the tank. What is frequently not reflected upon is that society can only use the quantities that can be extracted at a certain pace and be delivered to consumers by mining operations, which can be described as the tap. The key concept here is that the size of the tank and the size of the tap are two fundamentally different things.

This study attempts to present a comprehensive review of known lithium deposits and their estimated quantities of lithium available for exploitation and discuss the uncertainty and differences among published studies, in order to bring clarity to the subject. The estimated reserves are then used as a constraint in a model of possible future production of lithium and the results of the model are compared to possible future demand from an electrification of the car fleet. The forecasts are based on open, public data and should be used for estimating long term growth and trends. This is not a substitute for economical short-term prognoses, but rather a complementary vision.

Data sources

The United States Geological Survey (USGS) has been particularly useful for obtaining production data series, but also the Swedish Geological Survey (SGU) and the British Geological Survey (BGS) deserves honourable mention for providing useful material. Kushnir and Sandén [18], Tahil [19, 20] along with many other recent lithium works have also been useful. Kesler et al. [21] helped to provide a broad overview of general lithium geology.

Information on individual lithium deposits has been compiled from numerous sources, primarily building on the tables found in [13–16]. In addition, several specialized articles about individual deposits have been used, for instance [22–26]. Public industry reports and annual yearbooks from mining operators and lithium producers, such as SQM [27], Roskill [28] or Talison Lithium [29], also helped to create a holistic data base.

In this study, we collected information on global lithium deposits. Country of occurrence, deposit type, main mineral, and lithium content were gathered as well as published estimates for reserves and resources. Some deposits had detailed data available for all parameters, while others had very little information available. Widely diverging estimates for reserves and resources could sometimes be found for the same deposit, and in such cases the full interval between the minimum and maximum estimates is presented. Deposits without reserve or resource estimates are included in the data set, but do not contribute to the total. Only available data and information that could be found in the public and academic spheres were compiled in this study. It is likely that undisclosed and/or proprietary data could contribute to the world’s lithium volume but due to data availability no conclusions on to which extent could be made.

Geological overview

In order to properly estimate global lithium availability, and a feasible reserve estimate for modelling future production, this section presents an overview of lithium geology. Lithium is named after the Greek word “lithos” meaning “stone”, represented by the symbol Li and has the atomic number 3. Under standard conditions, lithium is the lightest metal and the least dense solid element. Lithium is a soft, silver-white metal that belongs to the alkali group of elements.

As all alkali elements, Li is highly reactive and flammable. For this reason, it never occurs freely in nature and only appears in compounds, usually ionic compounds. The nuclear properties of Li are peculiar since its nuclei verge on instability and two stable isotopes have among the lowest binding energies per nucleon of all stable nuclides. Due to this nuclear instability, lithium is less abundant in the solar system than 25 of the first 32 chemical elements [30].

Resources and reserves

An important frequent shortcoming in the discussion on availability of lithium is the lack of proper terminology and standardized concepts for assessing the available amounts of lithium. Published studies talk about “reserves”, “resources”, “recoverable resources”, “broad-based reserves”, “in-situ resources”, and “reserve base”.

A wide range of reporting systems minerals exist, such as NI 43-101, USGS, Crirsco, SAMREC and the JORC code, and further discussion and references concerning this can be found in Vikström [31]. Definitions and classifications used are often similar, but not always consistent, adding to the confusion when aggregating data. Consistent definitions may be used in individual studies, but frequently figures from different methodologies are combined as there is no universal and standardized framework. In essence, published literature is a jumble of inconsistent figures. If one does not know what the numbers really mean, they are not simply useless – they are worse, since they tend to mislead.

Broadly speaking, resources are generally defined as the geologically assured quantity that is available for exploitation, while reserves are the quantity that is exploitable with current technical and socioeconomic conditions. The reserves are what are important for production, while resources are largely an academic figure with little relevance for real supply. For example, usually less than one tenth of the coal resources are considered economically recoverable [32, 33]. Kesler et al. [21] stress that available resources needs to be converted into reserves before they can be produced and used by society. Still, some analysts seemingly use the terms ‘resources’ and ‘reserves’ synonymously.

It should be noted that the actual reserves are dynamic and vary depending on many factors such as the available technology, economic demand, political issues and social factors. Technological improvements may increase reserves by opening new deposit types for exploitation or by lowering production costs. Deposits that have been mined for some time can increase or decrease their reserves due to difficulties with determining the ore grade and tonnage in advance [34]. Depletion and decreasing concentrations may increase recovery costs, thus lowering reserves. Declining demand and prices may also reduce reserves, while rising prices or demand may increase them. Political decisions, legal issues or environmental policies may prohibit exploitation of certain deposits, despite the fact significant resources may be available.

For lithium, resource/reserve classifications were typically developed for solid ore deposits. However, brine – presently the main lithium source – is a fluid and commonly used definitions can be difficult to apply due to pumping complications and varying concentrations.

Houston et al. [35] describes the problem in detail and suggest a change in NI 43-101 to account for these problems. If better standards were available for brines then estimations could be more reliable and accurate, as discussed in Kushnir and Sandén [18].

Environmental aspects and policy changes can also significantly influence recoverability. Introduction of clean air requirements and public resistance to surface mining in the USA played a major role in the decreasing coal reserves [33].

It is entirely possible that public outcries against surface mining or concerns for the environment in lithium producing will lead to restrictions that affect the reserves. As an example, the water consumption of brine production is very high and Tahil [19] estimates that brine operations consume 65% of the fresh water in the Salar de Atacama region. [ The Atacama only gets 0.6 inches of rain a year ]

Regarding future developments of recoverability, Fasel and Tran [36] monotonously assumes that increasing lithium demand will result in more reserves being found as prices rise. So called cumulative availability curves are sometimes used to estimate how reserves will change with changing prices, displaying the estimated amount of resource against the average unit cost ranked from lowest to highest cost. This method is used by Yaksic and Tilton [14] to address lithium availability. This concept has its merits for describing theoretical availability, but the fact that the concept is based on average cost, not marginal cost, has been described as a major weakness, making cumulative availability curves disregard the real cost structure and has little – if any – relevance for future price and production rate [37].

Production and occurrence of lithium

The high reactivity of lithium makes it geochemistry complex and interesting. Lithium-minerals are generally formed in magmatic processes. The small ionic size makes it difficult for lithium to be included in early stages of mineral crystallization, and resultantly lithium remains in the molten parts where it gets enriched until it can be solidified in the final stages [38].

At present, over 120 lithium-containing minerals are known, but few of them contain high concentrations or are frequently occurring. Lithium can also be found in naturally occurring salt solutions as brines in dry salt lake environments. Compared to the fairly large number of lithium mineral and brine deposits, few of them are of actual or potential commercial value. Many are very small, while others are too low in grade [39]. This chapter will briefly review the properties of those deposits and present a compilation of the known deposits.

Lithium mineral deposits

Lithium extraction from minerals is primarily done with minerals occurring in pegmatite formations. However, pegmatite is rather challenging to exploit due to its hardness in conjunction with generally problematic access to the belt-like deposits they usually occur in. Table 1 describes some typical lithium-bearing minerals and their characteristics. Australia is currently the world’s largest producer of lithium from minerals, mainly from spodumene [39]. Petalite is commonly used for glass manufacture due to its high iron content, while lepidolite was earlier used as a lithium source but presently has lost its importance due to high fluorine content. Exploitation must generally be tailor-made for a certain mineral as they differ quite significantly in chemical composition, hardness and other properties[13]. Table 2 presents some mineral deposits and their properties.

Recovery rates for mining typically range from 60 to 70%, although significant treatment is required for transforming the produced Li into a marketable form. For example, [40, 41] describe how lithium are produced from spodumene. The costs of acid, soda ash, and energy are a very significant part of the total production cost but may be partially alleviated by the market demand for the sodium sulphate by-products.

Lithium brine deposits

Lithium can also be found in salt lake brines that have high concentrations of mineral salts. Such brines can be reachable directly from the surface or deep underground in saline expanses located in very dry regions that allow salts to persist. High concentration lithium brine is mainly found in high altitude locations such as the Andes and south-western China. Chile, the world largest lithium producer, derives most of the production from brines located at the large salt flat of Salar de Atacama.

Lithium has similar ionic properties as magnesium since their ionic size is nearly identical; making is difficult to separate lithium from magnesium. A low Mg/Li ratio in brine means that it is easier, and therefore more economical to extract lithium.

Lithium Market Research SISThe ratio differs significant at currently producing brine deposits and range from less than 1 to over 30 [14]. The lithium concentration in known brine deposits is usually quite low and range from 0.017–0.15% with significant variability among the known deposits in the world (Table 3).

Exploitation of lithium brines starts with the brine being pumped from the ground into evaporation ponds. The actual evaporation is enabled by incoming solar radiation, so it is desirable for the operation to be located in sunny areas with low annual precipitation rate. The net evaporation rate determines the area of the required ponds [42].

It can easily take between one and two years before the final product is ready to be used, and even longer in cold and rainy areas.

The long timescales required for production can make brine deposits ill fit for sudden changes in demand. Table 3. Properties of known brine deposits in the world.

Lithium from sea water

The world’s oceans contain a wide number of metals, such as gold, lithium or uranium, dispersed at low concentrations. The mass of the world’s oceans is approximately 1.35*1012 Mt [47], making vast amounts of theoretical resources seemingly available. Eckhardt [48] and Fasel and Tran [36] announce that more than 2,000,000 Mt lithium is available from the seas, essentially making it an “unlimited” source given its geological abundance. Tahil [20] also notes that oceans have been proclaimed as an unlimited Li-source since the 1970s.

The world’s oceans and some highly saline lakes do in fact contain very large quantities of lithium, but if it will become practical and economical to produce lithium from this source is highly questionable.

For example, consider gold in sea water – in total nearly 7,000,000 Mt. This is an enormous amount compared to the cumulative world production of 0.17 Mt accumulated since the dawn of civilization [49]. There are also several technical options available for gold extraction. However, the average gold concentration range from <0.001 to 0.005 ppb [50]. This means that one km3 of sea water would give only 5.5 kg of gold. The gold is simply too dilute to be viable for commercial extraction and it is not surprising that all attempts to achieve success – including those of the Nobel laureate Fritz Haber – has failed to date.

Average lithium concentration in the oceans has been estimated to 0.17 ppm [14, 36]. Kushnir and Sandén [18] argue that it is theoretically possible to use a wide range of advanced technologies to extract lithium from seawater – just like the case for gold. However, no convincing methods have been demonstrated this far. A small scale Japanese experiment managed to produce 750 g of lithium metal from processing 4,200 m3 water with a recovery efficiency of 19.7% [36]. This approach has been described in more detail by others [51–53].

Grosjean et al. [13] points to the fact that even after decades of improvement, recovery from seawater is still more than 10–30 times more costly than production from pegmatites and brines. It is evident that huge quantities of water would have to be processed to produce any significant amounts of lithium. Bardi [54] presents theoretical calculations on this, stating that a production volume of lithium comparable to present world production (~25 kt annually) would require 1.5*103 TWh of electrical energy for pumping through separation membranes in addition to colossal volumes of seawater. Furthermore, Tahil [20] estimated that a seawater processing flow equivalent to the average discharge of the River Nile – 300,000,000 m3/day or over 22 times the global petroleum industry flow of 85 million barrels per day – would only give 62 tons of lithium per day or roughly 20 kt per year. Furthermore, a significant amount of fresh water and hydrochloric acid will be required to flush out unwanted minerals (Mg, K, etc.) and extract lithium from the adsorption columns [20].

In summary, extraction from seawater appears not feasible and not something that should be considered viable in practice, at least not in the near future.

Estimated lithium availability

From data compilation and analysis of 112 deposits, this study concludes that 15 Mt areImage result for lithium reasonable as a reference case for the global reserves in the near and medium term. 30 Mt is seen as a high case estimate for available lithium reserves and this number is also found in the upper range in literature. These two estimates are used as constraints in the models of future production in this study.

Estimates on world reserves and resources vary significantly among published studies. One main reason for this is likely the fact that different deposits, as well as different number of deposits, are aggregated in different studies. Many studies, such as the ones presented by the USGS, do not give explicitly state the number of deposits included and just presents aggregated figures on a national level. Even when the number and which deposits that have been used are specified, analysts can arrive to wide different estimates (Table 5). It should be noted that a trend towards increasing reserves and resources with time can generally be found, in particularly in USGS assessments. Early reports, such as Evans [56] or USGS [59], excluded several countries from the reserve estimates due to a lack of available information. This was mitigated in USGS [73] when reserves estimates for Argentina, Australia, and Chile have been revised based on new information from governmental and industry sources. However, there are still relatively few assessments on reserves, in particular for Russia, and it is concluded that much future work is required to handle this shortcoming. Gruber et al. [16] noted that 83% of global lithium resources can be found in six brine, two pegmatite and two sedimentary deposits. From our compilation, it can also be found that the distribution of global lithium reserves and resources are very uneven.

Three quarters of everything can typically be found in the ten largest deposits (Figure 1 and 2). USGS [12] pinpoint that 85% of the global reserves are situated in Chile and China (Figure 3) and that Chile and Australia accounted for 70 % of the world production of 28,100 tonnes in 2011 [12]. From Table 2 and 3, one can note a significant spread in estimated reserves and resources for the deposits. This divergence is much smaller for minerals (5.6–8.2 Mt) than for brines (6.5– 29.4 Mt), probably resulting from the difficulty associated with estimating brine accumulations consistently. Evans [75] also points to the problem of using these frameworks on brine deposits, which are fundamentally different from solid ores. Table 5. Comparison of published lithium assessments.


One thing that may or may not have a large implication for future production is recycling. The projections presented in the production model of this study describe production of lithium from virgin materials. The total production of lithium could potentially increase significantly if high rates of recycling were implemented of the used lithium, which is mentioned in many studies.

USGS [12] state that recycling of lithium has been insignificant historically, but that it is increasing as the use of lithium for batteries are growing. However, the recycling of lithium from batteries is still more or less non-existent, with a collection rate of used Li-ion batteries of only about 3% [93]. When the Li-ion batteries are in fact recycled, it is usually not the lithium that is recycled, but other more precious metals such as cobalt [18].

If this will change in the future is uncertain and highly dependent on future metal prices, but it is still commonly argued for and assumed that the recycling of lithium will grow significantly, very soon. Goonan [94] claims that recycling rates will increase from vehicle batteries in vehicles since such recycling systems already exist for lead-acid batteries. Kushnir and Sandén [18] argue that large automotive batteries will be technically easier to recycle than smaller batteries and also claims that economies of scale will emerge when the use for batteries for vehicles increase. According to the IEA [95], full recycling systems are projected to be in place sometime between 2020 and 2030. Similar assumptions are made by more or less all studies dealing with future lithium production and use for electric vehicles and Kushnir and Sandén [18] state that it is commonly assumed that recycling will take place, enabling recycled lithium to make up for a big part of the demand but also conclude that the future recycling rate is highly uncertain.

There are several reasons to question the probability of high recycling shares for Li-ion batteries. Kushnir and Sandén [18] state that lithium recycling economy is currently not good and claims that the economic conditions could decrease even more in the future. Sullivan and Gaines [96] argue that the Li-ion battery chemistry is complex and still evolving, thus making it difficult for the industry to develop profitable pathways. Georgi-Maschler [93] highlight that two established recycling processes exist for recycling Li-ion batteries, but one of them lose most of the lithium in the process of recovering the other valuable metals. Ziemann et al. [97] states that lithium recovery from rechargeable batteries is not efficient at present time, mainly due to the low lithium content of around 2% and the rather low price of lithium.

In this study we choose not to include recycling in the projected future supply for several reasons. In a short perspective, looking towards 2015-2020, it cannot be considered likely that any considerable amount of lithium will be recycled from batteries since it is currently not economical to do so and no proven methods to do it on a large scale industrial level appear to exist. If it becomes economical to recycle lithium from batteries it will take time to build the capacity for the recycling to take place. Also, the battery lifetime is often projected to be 10 years or more, and to expect any significant amounts of lithium to be recycled within this period of time is simply not realistic for that reason either.

The recycling capacity is expected to be far from reaching significant levels before 2025 according to Wanger [92]. It is also important to separate the recycling rates of products to the recycled content in new products. Even if a percentage of the product is recycled at the end of the life cycle, this is no guarantee that the use of recycled content in new products will be as high. The use of Li-ion batteries is projected to grow fast. If the growth happens linearly, and high recycling rates are accomplished, recycling could start constituting a large part of the lithium demand, but if the growth happens exponentially, recycling can never keep up with the growth that has occurred during the 10 years lag during the battery lifetime. In a longer time perspective, the inclusion of recycling could be argued for with expected technological refinement, but certainties regarding technology development are highly uncertain. Still, most studies include recycling as a major part of future lithium production, which can have very large implications on the results and conclusions drawn. Kushnir and Sandén [18] suggest that an 80% lithium recovery rate is achievable over a medium time frame. The scenarios in Gruber et al. [16], assumes recycling participation rates of 90 %, 96% and 100%. In their scenario using the highest assumed recycling, the quantities of lithium needed to be mined are decreased to only about 37% of the demand. Wanger [92] looks at a shorter time perspective and estimates that a 40% or 100% recycling rate would reduce the lithium consumption with 10% or 25% respectively by 2030. Mohr et al. [15] assume that the recycling rate starts at 0%, approaching a limit of 80%, resulting in recycled lithium making up significant parts of production, but only several decades into the future. IEA [95] projects that full recycling systems will be in place around 2020–2030.

The impact of assumed recycling rates can indeed be very significant, and the use of this should be handled with care and be well motivated.

Future demand for lithium

To estimate whether the projected future production levels will be sufficient, it isImage result for lithiuminteresting to compare possible production levels with potential future demand. The use of lithium is currently dominated by use for ceramics and glass closely followed by batteries. The current lithium demand for different markets can be seen in Figure 7. USGS [12] state that the lithium use in batteries have grown significantly in recent years as the use of lithium batteries in portable electronics have become increasingly common. Figure 7 (Ceramics and glass 29%, Batteries 27%, Other uses 16%, Lubrication greases 12%, Continuous casting 5%, Air treatment 4%, Polymers 3%, Primary aluminum production 2%, Pharmaceuticals 2%).

Global lithium demand for different end-use markets. Source: USGS [12] USGS [12] state that the total lithium consumption in 2011 was between 22,500 and 24,500 tonnes. This is often projected to grow, especially as the use of Li-ion batteries for electric cars could potentially increase demand significantly. This study presents a simple example of possible future demand of lithium, assuming a constant demand for other uses and demand for electric cars to grow according to a scenario of future sales of

electric cars. The current car fleet consists of about 600 million passenger cars. The sale of new passenger cars in 2011 was about 60 million cars [98]. This existing vehicle park is almost entirely dependent on fossil fuels, primarily gasoline and diesel, but also natural gas to a smaller extent. Increasing oil prices, concerns about a possible peak in oil production and problems with anthropogenic global warming makes it desirable to move away from fossil energy dependence. As a mitigation and pathway to a fossil-fuel free mobility, cars running partially or totally on electrical energy are commonly proposed. This includes electric vehicles (EVs), hybrid vehicles (HEVs) and PHEVs (plug-in hybrid vehicles), all on the verge of large-scale commercialization and implementation. IEA [99] concluded that a total of 1.5 million hybrid and electric vehicles had been sold worldwide between the year 2000 and 2010.

Both the expected number of cars as well as the amount of lithium required per vehicle is important. As can be seen from Table 9, the estimates of lithium demand for PEHV and EVs differ significantly between studies. Also, some studies do not differentiate between different technical options and only gives a single Li-consumption estimate for an “electric vehicle”, for instance the 3 kg/car found by Mohr et al. [15]. The mean values from Table 9 are found to be 4.9 kg for an EV and 1.9 kg for a PHEV.

As the battery size determines the vehicles range, it is likely that the range will continue to increase in the future, which could increase the lithium demand. On the other hand, it is also reasonable to assume that the technology will improve, thus reducing the lithium requirements. In this study a lithium demand of 160 g Li/kWh is assumed, an assumption discussed in detail by Kushnir and Sandén [18]. It is then assumed that typical batteries capacities will be 9 kWh in a PHEV and 25 kWh in an EV. This gives a resulting lithium requirement of 1.4 kg for a PHEV and 4 kg for an EV, which is used as an estimate in this study. Many current electrified cars have a lower capacity than 24 kWh, but to become more attractive to consumers the range of the vehicles will likely have to increase, creating a need for larger batteries [104]. It should be added that the values used are at the lower end compared to other assessments (Table 9) and should most likely not be seen as overestimates future lithium requirements.

Figure 8 shows the span of the different production forecasts up until 2050 made in this study, together with an estimated demand based on the demand staying constant on the high estimate of 2010– 2011, adding an estimated demand created by the electric car projections done by IEA [101]. This is a very simplistic estimation future demand, but compared to the production projections it indicates that lithium availability should not be automatically disregarded as a potential issue for future electric car production. The amount of electric cars could very well be smaller or larger that this scenario, but the scenario used does not assume a complete electrification of the car fleet by 2050 and such scenarios would mean even larger demand of lithium. It is likely that lithium demand for other uses will also grow in the coming decades, why total demand might increase more that indicated here. This study does not attempt to estimate the evolution of demand for other uses, and the demand estimate for other uses can be considered a conservative one. Figure 8. The total lithium demand of a constant current lithium demand combined with growth of electric vehicles according to IEA’s blue map scenario [101] assuming a demand for 1.4 kg of lithium per PHEV and 4.0 kg per EV. The span of forecasted production levels range from the base case Gompertz model

Concluding discussion

Potential future production of lithium was modeled with three different production curves. In a short perspective, until 2015–2020, the three models do not differ much, but in the longer perspective the Richards and Logistic curves show a growth at a vastly higher pace than the Gompertz curve. The Richards model gives the best fit to the historic data, and lies in between the other two and might be the most likely development. A faster growth than the logistic model cannot be ruled out, but should be considered unlikely, since it usually mimics plausible free market exploitation [89]. Other factors, such as decreased lithium concentration in mined material, economics, political and environmental problems could also limit production.

It can be debated whether this kind of forecasting should be used for short term projections, and the actual production in coming years can very well differ from our models, but it does at least indicate that lithium availability could be a potential problem in the coming decades. In a longer time perspective up to 2050, the projected lithium demand for alternative vehicles far exceeds our most optimistic production prognoses.

If 100 million alternative vehicles, as projected in IEA [101] are produced annually using lithium battery technology, the lithium reserves would be exhausted in just a few years, even if the production could be cranked up faster than the models in this study. This indicates that it is important that other battery technologies should be investigated as well.

It should be added that these projections do not consider potential recycling of the lithium, which is discussed further earlier in this paper. On the other hand, it appears it is highly unlikely that recycling will become common as soon as 2020, while total demand appears to potentially rise over maximum production around that date. If, when, and to what extent recycling will take place is hard to predict, although it appears more likely that high recycling rates will take place in electric cars than other uses.

Much could change before 2050. The spread between the different production curves are much larger and it is hard to estimate what happens with technology over such a long time frame. However, the Blue Map Scenario would in fact create a demand of lithium that is higher than the peak production of the logistic curve for the standard case, and close to the peak production in the high URR case.

Improved efficiency can decrease the lithium demand in the batteries, but as Kushnir and Sandén [18] point out, there is a minimum amount of lithium required tied to the cell voltage and chemistry of the battery.

IEA [95] acknowledges that technologies that are not available today must be developed to reach the Blue Map scenarios and that technology development is uncertain. This does not quite coincide with other studies claiming that lithium availability will not be a problem for production of electric cars in the future.

It is also possible that other uses will raise the demand for lithium even further. One industry that in a longer time perspective could potentially increase the demand for lithium is fusion, where lithium is used to breed tritium in the reactors. If fusion were commercialized, which currently seems highly uncertain, it would demand large volumes of lithium [36].

Further problems with the lithium industry are that the production and reserves are situated in a few countries (USGS [12] in Mt: Chile 7.5, China 3.5, Australia 0.97, Argentina 0.85, Other 0.135]. One can also note that most of the lithium is concentrated to a fairly small amount of deposits, nearly 50% of both reserves and resources can be found in Salar de Atacama alone. Kesler et al. [21] note that Argentina, Bolivia, Chile and China hold 70% of the brine deposits. Grosjean et al. [13] even points to the ABC triangle (i.e. Argentina, Bolivia and Chile) and its control of well over 40% of the world resources and raises concern for resource nationalism and monopolistic behavior. Even though Bolivia has large resources, there are many political and technical problems, such as transportation and limited amount of available fresh water, in need of solutions [18].

Regardless of global resource size, the high concentration of reserves and production to very few countries is not something that bode well for future supplies. The world is currently largely dependent on OPEC for oil, and that creates possibilities of political conflicts. The lithium reserves are situated in mainly two countries. It could be considered problematic for countries like the US to be dependent on Bolivia, Chile and Argentina for political reasons [105]. Abell and Oppenheimer [105] discuss the absurdity in switching from dependence to dependence since resources are finite. Also, Kushnir and Sandén [18] discusses the problems with being dependent on a few producers, if a problem unexpectedly occurs at the production site it may not be possible to continue the production and the demand cannot be satisfied.

Final remarks

Although there are quite a few uncertainties with the projected production of lithium and demand for lithium for electric vehicles, this study indicates that the possible lithium production could be a limiting factor for the number of electric vehicles that can be produced, and how fast they can be produced. If large parts of the car fleet will run on electricity and rely on lithium based batteries in the coming decades, it is possible, and maybe even likely, that lithium availability will be a limiting factor.

To decrease the impact of this, as much lithium as possible must be recycled and possibly other battery technologies not relying on lithium needs to be developed. It is not certain how big the recoverable reserves of lithium are in the world and estimations in different studies differ significantly. Especially the estimations for brine need to be further investigated. Some estimates include production from seawater, making the reserves more or less infinitely large. We suggest that it is very unlikely that seawater or lakes will become a practical and economic source of lithium, mainly due to the high Mg/Li ratio and low concentrations if lithium, meaning that large quantities of water would have to be processed. Until otherwise is proved lithium reserves from seawater and lakes should not be included in the reserve estimations. Although the reserve estimates differ, this appears to have marginal impact on resulting projections of production, especially in a shorter time perspective. What are limiting are not the estimated reserves, but likely maximum annual production, which is often missed in similar studies.

If electric vehicles with li-ion batteries will be used to a very high extent, there are other problems to account for. Instead of being dependent on oil we could become dependent on lithium if li-ion batteries, with lithium reserves mainly located in two countries. It is important to plan for this to avoid bottlenecks or unnecessarily high prices. Lithium is a finite resource and the production cannot be infinitely large due to geological, technical and economical restraints. The concentration of lithium metal appears to be decreasing, which could make it more expensive and difficult to extract the lithium in the future. To enable a transition towards a car fleet based on electrical energy, other types of batteries should also be considered and a continued development of battery types using less lithium and/or other metals are encouraged. High recycling rates should also be aimed for if possible and continued investigations of recoverable resources and possible production of lithium are called for. Acknowledgements We would like to thank Steve Mohr for helpful comments and ideas. Sergey Yachenkov has our sincerest appreciation for providing assistance with translation of Russian material.

Tom Murphy: Growth has an Expiration Date

20 02 2017

While searching for Tom Murphy’s latest post over at do the math (and he hasn’t posted anything new in months now, after promising to write an article on Nickel Iron batteries which I assume he must be testing…) I found the following video on youtube. probably not much new for most people here, but he has a talent for explaining things very clearly, and it’s definitely worth sharing.