Monthly Archives: June 2021

From bioplastics to mushroom leather, the bioeconomy replaces materials from unrenewable sources, especially fossil-fuel based plastics, with bio-based ones. But a combination of circular economy processes and regenerative thinking brings the bioeconomy past just bio-based plastics and alternative leathers.

"In this new economic and industrial paradigm, its the use of agriculture, forestry and aquatic resources to replace the chemicals, materials, and energy that is needed by society," said Liz Corbin, research director at circular economy consulting company Metabolic, during a session last week at Circularity 21.

Yet that need for natural resources to replace fossil fuel-based materials adds to increasing competition across food, fuel, fiber and material for these finite resources. As a result, corporate strategies for preserving biodiversity and embracing the circular economy sometimes can be one step removed from (and even in conflict with) each other.

As Corbin continued, "One of the major challenges that we have to face now is that our bioeconomy is not mimicking natural systems in the way that it should." Meaning that the regenerative element key to the bioeconomy is left out when resources are not replaced at the rate that they are taken.

Addressing part of the problem of over-extraction will be solved by improving metrics and creating standardized approaches that help companies and governments gather data, such as the Science Based Targets Initiative, as brought up by Jim Goddin, circular economy director at New Zealand based consulting company thinkstep-anz.

One of the major challenges that we have to face now is that our bioeconomy is not mimicking natural systems in the way that it should.

The problem also can be addressed by bringing circular design into the bioeconomy, especially around creative ways to use untapped supplies of waste and avoid the need for new resource extraction, as explained by Corbin. This includes using massive amounts of unavoidable food waste (such as coffee grounds or fruit peels) to create new materials, such as fertilizers. Other examples include redeploying "waste" from existing industrial processes, such as capturing methane emissions for the creation of new polymers.

As an example of how the bioeconomy is being translated into practice at a major company, Dell Technologies prioritizes first designing out plastics and waste from new products and then maximizing recycled plastics before turning to virgin bio-based materials, said Nick Abbatiello, senior distinguished engineer at Dell, during the Circularity 21 session.

Certain materials, such as clear plastics for consumer technologies, require a level of quality that recycled content is not yet able to meet, described Abbatiello, so that is where Dell and others turn to bio-based materials to meet those needs.

To ensure that bioeconomy systems are truly regenerative means thinking about the methods of production, as well as the products themselves.

At Dell, this means bringing its supply chain along by using bio-based materials that act as one-to-one replacements for existing polymers and can be created with existing manufacturing processes. This strategy has avoided the need to build completely new industrial facilities for a novel material while supporting six of their suppliers on the journey towards making bio-based polymers. For Metabolic, a regenerative bioeconomy means moving toward distributed material production facilities to optimize extraction or waste reuse based on the unique conditions and resources of every ecosystem or urban area.

As Corbin described, "Nature constructs itself using a common set of nutrients. When something dies or is no longer needed, [it is] able to break down into common building blocks back into the system. That should be the premise through which we design our own bioeconomy."

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Regenerative thinking meets circular economy in the bioeconomy | Greenbiz - GreenBiz

MONTGOMERY Governor Kay Ivey announced Tuesday that Westwater Resources Inc. plans to build a first-of-its-kind advanced graphite processing plant in Coosa County, putting Alabama at the forefront in the production of an essential material in batteries that power electrical vehicles, electronics and other green energy products and equipment.

Westwater said its Alabama Graphite Products LLC subsidiary plans to make an initial investment of $80 million or more to build the graphite processing plant in Kellyton, near Alexander City. A second phase of the project will push the total investment to $124 million.

Centennial, Colorado-based Westwater a mineral resources company committed to exploring and developing materials for clean, sustainable energy production said construction will start later this year, with the graphite processing plant operating by the end of 2022.

This plant not only will make Alabama the U.S. leader in graphite production, the go-to place for this important resource in battery manufacturing, it also will elevate our standing even more as a major player in the fast-growing electric vehicle sector, Governor Ivey said. Were home to four major auto plants, and the ability to source precious materials in state for the lithium-ion batteries used in electric and hybrid vehicles will be a big plus in attracting other manufacturing jobs to the state.

The Coosa County graphite plant is expected to employ at least 100 full-time, permanent workers. Those jobs will pay an average hourly wage of $21.15.

Graphite is a key component in lithium-ion batteries, as well as a conductivity enhancer for all types of batteries, including the common lead-acid batteries in traditional vehicles.

Governor Ivey joined Westwater President and CEO Chris Jones at a ceremony in the Old House Chamber at the State Capitol in Montgomery on Tuesday to announce the project. Also present were Commerce Secretary Greg Canfield, state Sen. Clyde Chambliss, Alexander City Mayor Woody Baird, and representatives of the Coosa County Commission and the Lake Martin Area Economic Development Alliance, as well as members of the Alabama Graphite Products team.

I want to thank Governor Ivey, Secretary Canfield, other state leaders and the many local officials in Alexander City and Coosa County who worked with us to make this vision come true, Jones said. The people of Alabama have been very welcoming since day one, and their cooperation has been integral in putting together the many pieces needed for us to build this innovative plant in Alabama. We look forward to being an active member of the business community here for many years to come.

An agreement signed by the governor will provide Alabama Graphite Products jobs and tax credits under the Alabama Jobs Act totaling an estimated $29.9 million over 15 years. In addition, AIDT, the states primary workforce development agency, is providing Alabama Graphite Products $925,000 in job-training and employee recruitment incentives.

This is a great project for Alabama for many reasons, Commerce Secretary Canfield said. It complements perfectly our auto industry and what these automakers are doing with EVs here in Alabama. Mercedes and Hyundai have announced major expansion projects specifically for the manufacturing of electric vehicles. Plus, these are well-paying, sustainable jobs that will spur additional economic development and even more jobs in the area.

Local incentives for the project, estimated to total approximately $4.7 million, are expected to include tax abatements and use of 80 acres at Lake Martin Industrial Park at no cost. In addition, a bridge will be built to provide additional access to the industrial park.

As part of the project, water and wastewater treatment will be provided by Alexander City. To support this effort, Alabama Graphite Products has entered into a public-private partnership to upgrade Alexander Citys wastewater treatment system with a contribution of $400,000 and prepayment of $100,000 in treatment fees.

Tallapoosa County Commissioner and Lake Martin Area Economic Development Alliance Chairman T.C. Coley Jr. said projects like this reinforce the alliances regional approach to economic development.

Attracting an operation like this means a great deal to the region, Coley said. I cant praise enough the multi-jurisdictional effort led by our staff, Executive Director Chad Odom and Assistant Director Denise Walls. Their creativity, knowledge and use of local, state and federal resources made this possible. The mayor of Alexander City, the City Council, city staff and the Coosa County Commission also are to be commended for their efforts to overcome various infrastructure challenges and make investments that secure the regions economic future.

In addition to making Alabama home to the first large-scale producer of refined graphite in the U.S., Alabama Graphite plans to mine raw graphite in western Coosa County in part of what was known as the Alabama Graphite Belt. Westwater Resources acquired mineral rights to 42,000 graphite-deposit-rich acres in 2018 and expects to begin mining operations by 2028.

Alabama Graphites processing plant will produce approximately 7,500 tons of battery-grade graphite a year initially, eventually expanding to 15,000. The battery in an average EV needs about 175-200 pounds of graphite. Fords new electric F-150 truck, the Lightning, is expected to need roughly 450 pounds of graphite.

Westwaters Jones noted that the U.S. government has declared graphite critical to the nations economy and national security.

All of the graphite used and needed in the United States, including by Americas auto industry, is imported, he said. Most of it is from China, where media have reported both worker and environmental issues. Domestic production of graphite reduces our dependence on foreign sources. Even though the raw graphite we will process into battery-grade material will be imported initially, none of it will be from China. We have secured agreements from other providers.

Alabama Graphite will use a proprietary process to purify the raw graphite and refine it into battery grade purity. That process is safer and more environmentally friendly and sustainable than the hydrofluoric acid-based process commonly used in China and elsewhere that use more water and produces more environment-damaging byproducts.

One of our core values is safety. Were protective of our workers, the community and the environment, Jones said. Whether its mining or processing graphite, our company is committed to doing it in an environmentally safe, sustainable manner. The biggest virtue of electric vehicles and other battery-powered products is they reduce carbon emissions and are better for the environment. Producing the key materials for those batteries, we believe, can and should be done in an environmentally responsible way as well.

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Gov. Ivey: Westwater Resources Plans First US Graphite Processing Plant in Alabama - Office of the Governor of Alabama - Governor Kay Ivey

A study by Ricardo and Environmental Defense Fund for the P4G Getting to Zero Coalition Partnership finds that South Africa holds an untapped opportunity to supply the global shipping industry with zero carbon fuels. The production of green hydrogen-derived fuels can help to meet decarbonization targets and act as a catalyst for the countrys economy opening new export markets, supporting an equitable transition, and creating the jobs of the future. The study explores the economic and environmental potential for the implementation of zero carbon shipping fuels through the shipping sector of South Africa.International maritime transport is on the verge of an energy revolution. Within this decade, the shipping industry must start to replace traditional heavy bunker fuel with new zero carbon shipping fuels generated from renewable energy to meet decarbonization targets. South Africa has vast renewable energy sources, and the country has committed to reach net zero emissions by 2050.

Our study shows that South Africa has an abundance of renewable energy potential. It is enough to supply the countrys domestic electrical demand as well as the production of zero carbon fuels to supply commercial vessels refueling in its international ports. The adoption of zero carbon propulsion technologies at South Africas ports could attract investment of between 122 and 175 billion Rand in onshore infrastructure by 2030. All that is needed to unlock this investment is the right policy incentives set at the International Maritime Organization, says Aoife OLeary, Director, International Climate, Environmental Defense Fund.

The report finds that South Africas geographical location and economic development make it particularly well suited to distribute zero carbon fuels for the South African shipping sector, and export to international markets.

South Africa has the opportunity feed into the growing global demand for decarbonized materials, products and services by offering bunkering capability for zero carbon fuels to vessels of all types. With access to busy shipping routes, abundant renewable energy potential, and experience handling these and other fuels, South Africa is in a great position to produce the shipping fuels of the future, access a growing global market, and thus catalyze a new low carbon economy, says Olivia Carpenter-Lomax, future energy specialist and project lead, Ricardo.

It is easy to make a generalization that many developing countries are positioned to gain from a future hydrogen economy and hydrogen derived fuel use in shipping. This report goes into the important specifics of that opportunity for South Africa and finds not just why this is necessary, but the numerous reasons to be optimistic and seek to accelerate progress towards this future, says Tristan Smith, Reader in Energy and Shipping, University College London.

Several zero carbon fuels can potentially be used in shipping. The abundance of renewable energy resource in South Africa means that shipping fuels can be derived from renewable electricity generation.

The report identifies hydrogen and ammonia as the most suitable options for large commercial vessels while South Africas small domestic vessels can be supplied through direct electrification using onboard batteries and motors. Shippings demand for zero carbon fuels could provide a constant long-term revenue stream, which is an attractive feature for investment, says Ingrid Sidenvall Jegou, Project Director, Global Maritime Forum.

The adoption of zero carbon shipping fuels depends on global market requirements. In order for a successful adoption of zero carbon shipping fuels, South Africa should look globally. Vessels adopting zero carbon fuels bunkering in various ports around the world must have the opportunity to refuel along their journey.

The transition to a zero emission future is for and about people. Achieving an inclusive, globally scalable transition requires a systems-oriented, transparent approach. This requires standards to be set by the maritime industry to encourage the zero carbon transition not only for vessels but for global ports. South Africa can be a part of driving international standards as an important player in the international shipping sector and as a pioneer in zero carbon fuels, says Margi Van Gogh, Head of Supply Chain & Transport, The World Economic Forum.

Adopting zero carbon shipping fuels has significant benefits and synergies for South Africa far beyond the shipping sector and is in line with South Africas commitment to reach net zero carbon by 2050.

Zero carbon fuels may also be used in wider industries such as fertilizer and steel production and could act as a catalyst to achieving South Africas overall carbon commitments. There is the potential to create a wide range of jobs within the supply chains of zero carbon fuels, which can support South Africas just and equitable transition as jobs in coal mining and coal-based electricity generation decrease.

The report highlights the ports of Saldanha Bay, Ngqura (Coega) and Richards Bay as great examples of how South African can capitalize on a zero carbon fuel transition due to established shipping routes and significant port export hubs.

Zero carbon shipping presents South Africa with the opportunity to usher in a new economy in a new global reality, to quote President Ramaphosa in our national Economic Reconstruction and Recovery Plan. For this, the SBIDZ supports this research in its efforts to stimulate solutions and investment into a global megatrend that is becoming the agenda of our time. It will require sustainable capital investment into new technologies, new vessel designs, new landside infrastructure and a shake-up of the services and logistics sub-sectors. This is exactly the work the SBIDZ is vested in as a catalyst for economic growth and transformation, and the unique potential of the Port of Saldanha Bay as the first Freeport in South Africa, says Kaashifah Beukes, Chief Executive Officer, Saldanha Bay Industrial Development Zone.

Download the full report here: South Africa: fueling the future of shipping - South Africas role in the transformation of global shipping through green hydrogen-derived fuels.

ABOUT THE GETTING TO ZERO COALITION

The Getting to Zero Coalition, a partnership between the Global Maritime Forum, Friends of Ocean Action and World Economic Forum, is a community of ambitious stakeholders from across the maritime, energy, infrastructure and financial sectors, and supported by key governments, IGOs and other stakeholders, who are committed to the decarbonization of shipping. The ambition of the Getting to Zero Coalition is to have commercially viable zero emission vessels operating along deep-sea trade routes by 2030, supported by the necessary infrastructure for scalable net zero-carbon energy sources including production, distribution, storage, and bunkering.

ABOUT P4GP4G Partnering for Green Growth and the Global Goals 2030 - is a global delivery mechanism pioneering green partnerships to build sustainable and resilient economies. P4G mobilizes a global ecosystem of 12 partner countries and 5 organizational partners to unlock opportunities for more than 50 partnerships working in five SDG areas: food and agriculture, water, energy, cities and circular economy.

ABOUT THE GLOBAL MARITIME FORUMThe Global Maritime Forum is an international not-for-profit organization dedicated to shaping the future of global seaborne trade to increase sustainable long-term economic development and human wellbeing.

ABOUT FRIENDS OF OCEAN ACTIONFriends of Ocean Action is a unique group of over 55 global leaders from business, international organizations, civil society, science and academia who are fast-tracking scalable solutions to the most pressing challenges facing the ocean. It is hosted by the World Economic Forum in collaboration with the World Resources Institute.

ABOUT THE WORLD ECONOMIC FORUMThe World Economic Forum is the International Organization for Public-Private Cooperation. The Forum engages the foremost political, business, cultural and other leaders of society to shape global, regional and industry agendas. It was established in 1971 as a not-for-profit foundation and is headquartered in Geneva, Switzerland. It is independent, impartial and not tied to any special interests.

ABOUT ENVIRONMENTAL DEFENSE FUNDEnvironmental Defense Fund Europe is an affiliate of Environmental Defense Fund (EDF), a leading international non-profit organization that creates transformative solutions to the most serious environmental problems. Since 1967, EDF has used science, economics, law and innovative private-sector partnerships to bring a new voice for practical solutions.

ABOUT UNIVERSITY COLLEGE LONDON ENERGY INSTITUTEUniversity College London Energy Institute Shipping Group aims to accelerate shipping transition to an equitable, globally sustainable energy system through world-class shipping research, education and policy support. The group specializes in multi- disciplinary research anchored in data analytics and advanced modelling of the maritime sector.

ABOUT INTERNATIONAL ASSOCIATION OF PORTS AND HARBORSThe International Association of Ports and Harbors (IAPH) was formed in 1955 and over the last sixty years has grown into a global alliance representing over 180 members ports and 140 port related businesses in 90 countries. The principal aim of IAPH revolves around promotion of the interests of Ports worldwide, building strong member relationships and sharing best practices among our members.

ABOUT RICARDOAt Ricardo, our vision is to create a world where everyone can live sustainably: breathing clean air, using clean energy, travelling sustainably, accessing clean water and conserving resources. Adopting zero carbon shipping fuels would bring the world closer to these ideals. Since the 1950s, Ricardo has worked to deliver improvements in air quality and pioneered the use of renewable energy technologies. We are currently working on the implementation of the Paris Agreement on climate change, helping countries to realize their plans for reducing greenhouse gas emissions.

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Study Shows South Africa is Well Placed to Lead the Production of Zero Carbon Shipping Fuels - Environmental Defense Fund

WASHINGTON, June 23, 2021 The World Bank's Board of Executive Directors today approved a $35 million Development Policy Credit to support Bhutan's efforts to alleviate the health, social and economic impact of COVID-19, and sustainable and inclusive growth in the aftermath of the pandemic.

"COVID-19 has significantly affected Bhutans economy and peoples livelihoods ", stated Mercy Tembon, World Bank Country Director for Bangladesh and Bhutan. Through this operation, we provide direct support to the relief and resilient recovery efforts of the country.

The Bhutan COVID-19 Crisis Response Development Policy Credit will help strengthen economic resilience and environmental sustainability through a focus on domestic resource mobilization, debt transparency and management. It will also support immediate relief measures through actions aimed at providing credit to the private sector, establishing the institutional framework to distribute COVID-19 vaccines, and mitigating the risks of gender-based violence.

The operation builds on the previous Strengthening Fiscal Management and Private Sector Employment Opportunities Development Policy Credit series, which supported critical reforms focused on fiscal management and growth and was approved in April 2020.

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World Bank Helps Bhutan Alleviate Impacts of COVID 19 and Achieve Economic Resilience and Environment Sustainability - World Bank Group

Editor's Note:The Role Of Battery Recycling In The Circular Economy is a three-part series. Part 1 focuses on Key Technologies. Part 2 focuses on the Battery Supply Chain, Logistics and Profitability. Part 3 focuses on Challenges and the Role of Policy.

The current battery supply chain is shown in red in Figure 2. Low grade (e.g. 50%) material from mines is refined by a smelter to 97-99%, and further upgraded to battery specifications (99.9% or greater), before being sent to cathode manufacturers. As of 2019, upstream/mining (23%), midstream chemical refining (80%), cathode/anode production (66%), and downstream lithium ion battery cell production (73%) are all primarily located in China [10], with Europe slowly becoming the second largest Li-ion battery producer. In Europe, more than 1,000 GWh of cell manufacturing capacities have been announced as of March 2021. Elements such as nickel and cobalt are increasingly mined in the Democratic Republic of the Congo (DRC) by Chinese-owned companies, with forced child labor issues at many mines [11]. By 2030, cathodes made of NMC-811 and LFP will likely dominate production to increase nickel content in order to achieve high energy density and lower reliance on cobalt. Nonetheless, there is an anticipated 50% deficit for elements like cobalt in the next 5-10 years as low cobalt and cobalt-free cathodes are still under development.

The companies discussed in this article are shifting away from the traditional supply chain and working towards a more circular, diversified supply chain to decrease waste output, gain more price control, and avoid geopolitical negotiations. By collecting multiple materials that are inputs to batteries, recycling facilities can be set up like the perfect mines, with better unit economics and co-location of all the critical materials (see Figure 2 in green).

Figure 2. Incumbent battery production chain compared to the circular loop explored by companies in this article.Note battery manufacturing, high-volume users, and aggregators

While all focused on the same challenge, the companies interviewed have adopted multiple different approaches to their business models and value proposition. Key considerations for profitability and scope include: rate and volume of take-back and adoption, transportation costs (shipping, handling, storage), safety requirements (shredding, separation, purification, need for inert conditions), value of waste output (disposal tipping fee) and recycled inputs (grade, purity), and location of buyers and sellers. For some companies (Nth Cycle), modularity allows for flexibility in location, low initial take-back volume, and customization to each customers feedstock. For others (American Battery Metals Corporation, Redwood Materials), centralization near battery producers or car manufacturers allows for large volume processing, ease of coordination, and onsite recycling.

Li-Cycle relies on a spoke and hub model, distributing the pre-processing into different collection points and centralizing the post-processing (see Figure 3). The spoke portion feeds in batteries and outputs black mass, and the hub portion feeds in black mass and outputs battery-grade materials. Compared to Li-ion batteries, black mass is easier to transport and safer due to fewer hazardous waste concerns. Li-Cycle has developed extensive IP around their spoke development to avoid dismantling, sorting, and discharging batteries. Instead, they shred under a neutralizing solution to absorb the energy generated in a safe manner. The current spokes located in Kingston, ON and Rochester, NY have 5,000 tons/yr capacity for an estimate of recycling demand of ~100,000-500,000/yr now (largely from manufacturing scrap), approaching 1-5 million tons in 2030. Note that based on Li-Cycle estimates, manufacturing scrap currently represents 29% of the battery waste stream, but is expected to increase to 68% by 2025, with auto OEMs also representing a high percentage (16 to 25%).

Figure 3. Spoke and Hub model for discarded Li-ion batteries.

Li-Cycle will soon have a network of three spokes to feed the $175 million commercial hub at the Eastman Business Park (formerly housing Eastman Kodak, Xerox and Bausch & Lomb) in Rochester, with the plan to eventually hit economies of scale at one hub per continent. The locations of where spokes and hubs are built are related to where batteries are, EV penetration, and proximity to battery manufacturing to collect scrap. At their hubs, Li-Cycle utilizes hydrometallurgy to produce battery-grade lithium, nickel, and cobalt at >95% recovery rate. Li-Cycle has 12 formalized trade secrets in converting black mass into battery grade materials, with cobalt, nickel, and lithium all undergoing crystallization processes. In addition to the battery materials, significant revenue can also be obtained by building a fully circular loop of all key components. For example, Li-Cycle is also able to collect plastics for reuse or fuel production as well as copper and aluminum foils. These materials provide additional revenue streams which help the companies buffer themselves against changes in commodity pricing that impact the core cathode/battery materials.

American Battery Metals Corporation (ABMC) is currently exploring both mechanical-hydrometallurgical-based battery recycling and primary extraction of battery metals from virgin resources. This relies on the assumption that low-impact extraction methods for battery metals from virgin primary resources, in addition to recycling, will be necessary to meet demand at scale. ABMC is currently constructing a plant in Nevada with the ability to recycle 20,000 tons of batteries annually. Redwood Materials also operates in Nevada, close to Teslas Gigafactory and the expected high volume of end-of-life EVs from California.

Table 1. Comparison metrics for companies and organizations interviewed. Note hydro refers to hydrometallurgy and electro refers to Nth Cycles electrochemical extraction process.

Although recycling is crucial for sustainability, mining will continue to play a central role in providing minerals for Li-ion batteries as long as the rate of new batteries being manufactured and entering the market is greater than the rate of batteries reaching end-of-life and leaving the field. This is expected to be the case for several more decades. As a result, new mines will need to be established, a lengthy procedure of exploration and discovery, excavations, resource estimation, feasibility studies, pilot plants, obtaining environmental permits, and construction of processing plants. This whole process can take over a decade. The Cauchari-Olaroz lithium brine, for example, began construction in 2010 and anticipates first production in 2022. To improve the pace and efficacy of natural resources exploration, KoBold Metals, founded in 2018, plans to apply statistical modeling, big data aggregation, and foundational ore-deposit science.

Even after a mine is established, extraction of the minerals can also be a very slow process. For lithium brines, for example, the brines are pumped from underground aquifers into shallow holding ponds to be evaporated under sunlight which can take several months. To expedite this process, Lilac Solutions, founded in 2016, developed a new ion exchange technology which uses hydrochloric acid to produce lithium chloride. This direct lithium extraction method drastically reduces the extraction time and can increase the lithium recovery rate from 40% (using evaporation ponds) to 99% [12].

Avoiding the costs of exploration and excavation, battery recycling plants are expected to have lower CAPEX than conventional mines. Moreover, given the high concentration of the minerals, recyclers should also have lower operating costs. Additionally, battery recycling plants can optimize their location near consumers, whereas mines tend to be in remote areas, increasing transportation costs. While a mine typically only produces one or two elements per location, a battery recycling facility can produce all of the elements needed to manufacture a new battery in the exact ratio of elements needed. These economic disadvantages are in addition to the geopolitical considerations and labor practice issues for many mines. Furthermore, recycling is estimated to reduce GHG emissions by 90% (using hydrometallurgical processes or electro-extraction, closer to 50% for pyrometallurgy).

A recycling facility [is] essentially the "perfect mine" from which to harvest materials at a lower cost, lower environmental footprint, and enhanced security of supply compared to primary mines. - Ryan Melsert, CTO, ABMC

Resources

[10] China controls sway of electric vehicle power through battery chemicals, cathode and anodeproduction. (2020, May 6). Benchmark Mineral Intelligence.https://www.benchmarkminerals.com/membership/china-controls-sway-of-electric-vehicle-power-through-battery-chemicals-cathode-and-anode-production/

[11] Findings on the Worst Forms of Child Labor - Democratic Republic of the Congo | U.S.Department of Labor. (2019). Bureau of International Labor Affairs.https://www.dol.gov/agencies/ilab/resources/reports/child-labor/congo-democratic-republic-drc#:%7E:text=Children%20in%20the%20Democratic%20Republic,or%20abduction%20by%20non%2Dstate

[12] Corporation, L. S. D. (2021, April 13). Lilac Solutions Achieves 99% Lithium Recovery With IonExchange Process. PRNewswire.https://www.prnewswire.com/news-releases/lilac-solutions-achieves-99-lithium-recovery-with-ion-exchange-process-301267282.html

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Lithium-Ion Battery Supply Chain, Logistics and Profitability - waste360

The construction sector may hold the key to reviving the economy ravaged by the fallout from COVID-19. Though it suffered some setbacks, the construction industry on a more significant level has remained resilient amidst the barrage of economic disruptions.

With an average of 7.7% in GVA in the last five years, the construction and infrastructure sector are fundamental in initiating economic recovery measures. Being the livelihood of more than 50 million people, it directly impacts various industries, stimulates demand, creates jobs, and revives the economy back to normalcy.

Infrastructure and Economic Growth

Infrastructure is recognised as a prominent enabler of economic growth. It triggers a big multiplier effect, churning the development cycle through industries like steel, cement, technology, construction equipment, etc. This, in turn, increases employment and improves supply chain efficiency while developing robust public infrastructure. In order to nurse the economy back to health, the government of India has increased capital spending to 26%, with special emphasis on the infrastructure sector.

Balancing the Scales

Focusing on large-scale construction initiatives will keep local businesses and workforces engaged. This can be facilitated by reviving the large projects halted due to lockdown restrictions. Construction projects can directly impact local businesses by hiring native workers to join the labour teams and obtaining raw materials from local sources. This provides more income for the employed firms to pass on to others around the area. Also, the local businesses in the particular locality can cater to the project needs better without tedious supply networks and logistics.

Focusing on Maintenance Infrastructure

For quick recovery, it is highly beneficial for the government to focus on maintenance-based projects and backlogs. Maintenance projects are approved faster, hastens mobilisation of funds and rewards the communities in the area. Diverting attention to maintenance based projects in different locations will ensure infrastructure development and citizen growth on a grassroots level.

Accelerating Green Infrastructure

Investments in green infrastructure can play a vital role in kickstarting economic recovery post-COVID-19. Construction firms can aid recovery by embracing green infrastructure. However, there must be an adoption of eco-friendly projects on the national level, influencing the transport sector towards adopting electrified transportation systems and promoting the restoration of the ecosystem.

Challenges

Financing infrastructure development is one of the most challenging and critical issues, especially in the post-COVID scenario due to the scarcity of resources.

In the absence of a robust and deep bond market in India, many construction projects have so far been funded by commercial banks limiting the scope for long term PPP (Public Private Partnership) projects. Also, with the increasing NPA (Non-Performing Assets) accounts in the infra sector, the capital lending by the commercial banks for infra projects has been at an all-time low. The post covid world is expected to increase NPA further, restricting investments from commercial banks.

Technology the Juice to Infrastructure Growth

Technology has become an absolute necessity in the pandemic. Not just it has ensured continuity, but it has laid a premise for the future of the workplace through profound technological enhancements. Large scale Engineering, Construction & Infrastructure enterprises (EC&O) have tasted the potential of technology in the form of IoT, ERP implementation and other on-premise and off-premise enhancements through innovation. Once these enterprise technologies are viewed as a necessity and adopted into the daily running of businesses, all post-covid projects will endure less time and cost for completion.

Other technological innovations for infrastructure like automation are reducing compliance work and managing efficiency, real-time resource analysis and planning. Dependence on technology in the new reality will prompt decision making processes and enhance project profitability.

Quick economic recovery is the ultimate priority today. This has underlined the urgency and importance of infra sector development and requires prominent actions with a clear intent and commitment to achieve sustainable economic growth.Source: Financial Express

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Role of the infrastructure and construction sectors in a recovering economy - Hellenic Shipping News Worldwide