国际能源机构预计回收利用可满足大量电池材料需求
Recycling to meet significant battery materials demand: IEA
国际能源机构（IEA）估计，到2050年，电池回收可满足25%的锂和镍需求，以及40%的钴需求。
Battery recycling could meet 25% of lithium and nickel demand, and 40% of cobalt demand in 2050, estimates the International Energy Agency (IEA).
这有望缓解电池材料供应链的压力，但仍需要对新矿山进行大量投资，以满足不断增长的需求并弥补老矿山的衰退。
This is expected to relieve pressure on the battery materials supply chain, although large investments for new mines will still be needed to meet growing demand and compensate for declines from older mines.
在短期内，回收利用对于从制造废料中回收材料“至关重要”，重点是2035年之后的报废电池。
Recycling will be “critical” to recover materials from manufacturing scrap in the short term, with a focus on end-of-life batteries after 2035.
Kallanish（开阑商务信息咨询）获悉，如果能有效扩大回收规模，就能实现国家气候目标。这就需要扩大回收设施的规模，提高报废电池的收集率。
If recycling is scaled effectively, it will meet national climate targets, Kallanish understands. This will require scaling up recycling facilities and increasing collection rates of end-of-life batteries.
国际能源机构认为，减少电动汽车中与电池相关的排放“非常重要”，尽管这些排放并不是汽车总碳足迹的最大贡献者。
Reducing battery-related emissions in EVs is “important,” the IEA argues, even though they are not the largest contributor to a vehicle’s total carbon footprint.
从生命周期的角度来看，一辆中型纯电动汽车的全球平均排放量是同等内燃机汽车的一半。这因地区而异，取决于当地电网的排放强度、年平均行驶距离和内燃机汽车的燃油经济性。
From a life cycle perspective, a medium-size BEV car generates half of the emissions of an equivalent ICE car as a global average. This varies by region, based on the local grid emissions intensity, average annual driving distance, and fuel economy of ICE vehicles.
例如，国际能源机构估计，在英国和智利，纯电动汽车生命周期内的排放量比内燃机汽车低60%，而在中国则低40%。
For example, in the UK and Chile, BEV life cycle emissions are 60% lower than ICE equivalents, while in China the figure is 40%, the IEA estimates.
该机构总结说：“加强国际合作对于支持二手电动汽车的国际贸易，同时确保为车辆及其电池制定适当的报废策略至关重要。”
“Strengthening international co-operation is central to support international trade of second-hand EVs while ensuring adequate end-of-life strategies for the vehicles and their batteries,” the agency concludes.
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