Jerameel Kevins Owuor Odhiambo
When Moja EV Kenya Limited recently celebrated preventing the release of 155 tonnes of carbon dioxide through their electric taxi fleet, the announcement painted a compelling picture of environmental progress. The company proudly declared that this achievement was equivalent to planting 2,580 mature trees, removing 35 petrol cars for an entire year, or offsetting 65,000 litres of petrol. While these figures capture headlines and resonate with environmentally conscious consumers, they represent only a partial truth in the complex equation of electric vehicle environmental impact. The question that demands scrutiny is whether these impressive numbers hold up when we examine the complete lifecycle of electric vehicles, from raw material extraction to manufacturing, and consider the source of electricity powering these supposedly clean machines.
The allure of electric vehicles lies in their promise of zero direct emissions, a stark contrast to their internal combustion engine counterparts that spew exhaust fumes directly into the atmosphere. All-electric vehicles produce zero direct emissions, making them appear as the perfect solution to urban air pollution and climate change. However, this zero-emission claim represents what environmental economists call “shifting the smokestack” – moving emissions from the tailpipe to the power plant and manufacturing facility. The International Council on Clean Transportation acknowledges that battery electric vehicles (BEVs) have by far the lowest life-cycle GHG emissions, but this conclusion requires careful examination of the underlying assumptions, particularly in the Kenyan context where Moja EV operates.
The manufacturing phase of electric vehicles presents the first major challenge to the simplistic carbon calculations promoted by companies like Moja EV. The production emissions for BEVs are approximately 40% higher than those of hybrid and ICE vehicles, primarily due to the energy-intensive process of battery production. This manufacturing penalty stems from the extraction and processing of lithium, cobalt, nickel, and other rare earth elements required for battery production. The Democratic Republic of Congo, which supplies approximately 70% of the world’s cobalt, relies heavily on artisanal mining operations that often use diesel generators for power, significantly increasing the carbon footprint of battery materials. Similarly, lithium extraction in Chile and Argentina requires massive amounts of water and energy, while nickel mining in Indonesia and the Philippines involves energy-intensive smelting processes that can emit substantial amounts of CO2.
The supply chain complexity extends far beyond raw material extraction to include the manufacturing of battery cells, typically concentrated in China, South Korea, and Japan. China’s dominance in battery manufacturing is particularly concerning from a carbon perspective, as the country’s electricity grid remains heavily dependent on coal power, despite recent renewable energy investments. According to research from the Massachusetts Institute of Technology, approximately 40-50% of an electric vehicle’s total lifecycle emissions can be attributed to the manufacturing phase, with the battery pack accounting for roughly half of these manufacturing emissions. When applied to Moja EV’s claimed 155-tonne CO2 savings, this manufacturing penalty could represent an additional 60-75 tonnes of CO2 equivalent emissions that were not factored into their calculation.
Kenya’s electricity grid presents a fascinating paradox that significantly impacts the true environmental benefits of electric vehicles in the country. Kenya’s energy mix predominantly consists of green energy with geothermal, hydro, wind, and solar accounting for 85% to 90% generation in 2023, making it one of the cleanest electricity grids in the world. This exceptional renewable energy profile means that electric vehicles in Kenya operate with a much lower carbon intensity than those in countries dependent on fossil fuel electricity generation. Low-emissions technologies are the cornerstone of Kenya’s electricity mix, with geothermal, hydro, wind and solar sources accounting for nearly 90% of power generation, creating an almost ideal environment for electric vehicle deployment from a carbon perspective.
However, this clean energy advantage comes with important caveats that complicate Moja EV’s carbon calculations. Kenya’s electricity demand is growing rapidly, and during peak periods or drought conditions that affect hydroelectric generation, the country relies on imported electricity from neighboring countries and backup thermal power plants that burn heavy fuel oil. The variability of renewable energy sources, particularly hydroelectric power during dry seasons, means that the marginal emissions associated with additional electricity demand (such as from electric vehicle charging) may be higher than the average grid emissions factor. Furthermore, the timing of vehicle charging plays a crucial role – charging during peak demand periods when thermal backup plants are operating results in higher emissions than charging during off-peak hours when renewable sources can meet demand.
The concept of “embedded carbon” in electric vehicles reveals additional layers of complexity that Moja EV’s straightforward calculation fails to address. Beyond the direct manufacturing emissions, electric vehicles carry embedded carbon from the steel, aluminum, plastics, and electronics that compose the vehicle structure and systems. The globalized nature of automotive supply chains means that components may travel thousands of kilometers before assembly, with each transportation step adding to the carbon footprint. For instance, if Moja EV imports vehicles or components from China, the shipping emissions alone could account for 1-2 tonnes of CO2 per vehicle, depending on the transportation method and distance.
The end-of-life phase presents another carbon accounting challenge that is often overlooked in promotional materials. While electric vehicle batteries can be recycled, the current recycling infrastructure is limited, and the process itself is energy-intensive. The disposal of internal combustion engine vehicles also carries environmental costs, but these are well-established and factored into existing lifecycle assessments. The recycling of lithium-ion batteries requires specialized facilities and processes that may not be available in Kenya, potentially requiring export of spent batteries to recycling facilities in other countries, adding transportation emissions to the end-of-life carbon footprint.
The temporal dimension of carbon emissions reveals perhaps the most critical flaw in Moja EV’s calculation methodology. Over the lifetime of the vehicle, total GHG emissions associated with manufacturing, charging, and driving an EV are typically lower than the total GHGs associated with a gasoline car, but this benefit is realized over time, not immediately upon vehicle deployment. It takes a typical EV about one year in operation to achieve “carbon parity” with an ICE vehicle, meaning that the upfront carbon debt from manufacturing must be paid back through cleaner operation. In electricity grids powered by fossil fuels, this payback period can extend to five years or more, though Kenya’s clean grid significantly shortens this timeframe.
The path forward requires a more nuanced approach to carbon accounting that acknowledges both the promise and limitations of electric vehicles in the Kenyan context. While Moja EV’s achievement in preventing 155 tonnes of CO2 emissions represents genuine environmental progress, the complete picture reveals a more complex story. The company’s calculations, while technically accurate for the operational phase, fail to account for the embedded carbon in vehicle manufacturing and the supply chain complexities that contribute to the total environmental impact. Kenya’s exceptionally clean electricity grid provides a significant advantage for electric vehicle deployment, but this advantage must be weighed against the carbon-intensive manufacturing processes that occur primarily in countries with less clean energy profiles. The future of sustainable transportation in Kenya depends not only on the continued expansion of electric vehicle adoption but also on the development of cleaner manufacturing processes, local assembly capabilities, and comprehensive lifecycle thinking that accounts for all phases of vehicle production and use. Only through such holistic analysis can companies like Moja EV make truly accurate claims about their environmental impact and guide consumers toward genuinely sustainable transportation choices.
The writer is a legal researcher and lawyer
Elizabeth Angira 
Twongirwe Ireen 
Mt Kenya Times