
Deployment of public charging infrastructure in anticipation of growth in EV sales is critical for widespread EV adoption. In Norway, for example, there were around 1.3 battery electric LDVs per public charging point in 2011, which supported further adoption. At the end of 2022, with over 17% of LDVs being BEVs, there. . While PHEVs are less reliant on public charging infrastructure than BEVs, policy-making relating to the sufficient availability of charging points should. . International Council on Clean Transportation (ICCT) analysis suggests that battery swapping for electric two-wheelers in taxi services (e.g. bike taxis) offers the most. [pdf]
Statistics show that the 2017 new-energy vehicle ownership, public charging pile number, car pile ratio compared with before 2012 decreased, but the rate of construction of charging piles is not keeping up with the manufacture of new-energy vehicles.
The number of new charging piles has increased significantly. In 2021, the number of new charging piles was 936,000, with the increment ratio of vehicle to pile being 3.7:1. The number of charging infrastructures and the sales of NEVs showed explosive growth in 2021. The sales of NEVs reached 3.521 million units, with a YoY increase of 157.5%.
With the continual progress of charging technology, the overall charging power of public charging piles has steadily increased. In the past three years, the average power of public DC charging piles has exceeded 100 kW to meet the requirements of long range and short charging duration of electric vehicles.
The capacity planning of charging piles is restricted by many factors. It not only needs to consider the construction investment cost, but also takes into account the charging demand, vehicle flow, charging price and the impact on the safe operation of the power grid (Bai & Feng, 2022; Campaa et al., 2021).
By the end of 2020, the units in operation (UIO) of public charging piles in China was 807,000, and the number of new charging piles had increased significantly. With the continuous development of the scale market of new energy vehicles, the number of public charging infrastructures in China have grown rapidly.
According to the taxi trajectory and the photovoltaic output characteristics in the power grid, Reference Shan et al. (2019) realized the matching of charging load and photovoltaic power output by planning fast charging piles, which promoted the consumption of new energy while satisfying the charging demand of EVs.

Most OEMs and battery manufacturers have built or are planning to build gigafactories to produce lithium-ion batteries at scale, either independently or through joint ventures, yet developing gigafactories is challenging. Even the most experienced battery manufacturers commonly encounter start-of. . A successful gigafactory project needs a highly competent and productive workforce, both during construction and in the subsequent operation of the factory. One of the most important practices here is to make the local labor. . To avoid delays and cost overruns, companies need to consider sourcing—particularly battery manufacturing equipment. [pdf]
This article focuses on three key measures for preventing or responding to EV battery shortages: industrialization and scale-up of gigafactories, strategies to find and retain talent, and establishment of a robust and efficient supply chain.
McKinsey’s report suggests the possibility of a slight shortage in 2030 as the battery sector continues to vie with steel and other sectors for Class 1 nickel.
In fact, the battery supply chain risks facing a situation similar to the current semiconductor chip shortage, where demand growth has outstripped capital investment in new supply. Furthermore, environmental, social, and governance (ESG) factors will play a more significant role—raising another set of issues that companies need to address.
All aspects of the battery value chain are expected to grow rapidly through 2030, with cell production and material extraction being the largest markets (Exhibit 2). That growth will likely create ongoing supply chain challenges.
The global demand for raw materials for batteries such as nickel, graphite and lithium is projected to increase in 2040 by 20, 19 and 14 times, respectively, compared to 2020. China will continue to be the major supplier of battery-grade raw materials over 2030, even though global supply of these materials will be increasingly diversified.
Ensuring a reliable supply of critical battery raw materials will be crucial to the global push to net-zero, especially with demand for battery electric vehicles (BEV) picking up pace towards the end of this decade, a new report by McKinsey finds.

Liquid fuels Natural gas Coal Nuclear Renewables (incl. hydroelectric) Source: EIA, Statista, KPMG analysis Depending on how energy is stored, storage technologies can be broadly divided into the following three categories: thermal, electrical and hydrogen (ammonia). The electrical category is further divided into. . Electrochemical Li-ion Lead accumulator Sodium-sulphur battery . When it comes to energy storage, there are specific application scenarios for generators, grids and consumers. Generators can use it to. . Electromagnetic Pumped storage Compressed air energy storage . Independent energy storage stations are a future trend among generators and grids in developing energy storage projects. They can be monitored and. [pdf]
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