Prioritizing electric miles over electric vehicles will deliver greater benefits at lower cost

Rajagopal, Deepak; Phadke, Amol

doi:10.1088/1748-9326/ab3ab8

Cited by 8 publications

(9 citation statements)

References 11 publications

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“…BEVs could be deployed on routes that are longer than average such that the 20% of BEVs in the fleet could account for 25% of the fleet's miles, for example. 30 BEVs could be charged during hours of the day with lower than average emissions 31 and using charging strategies that maximize battery life span. 32 Shorter routes could be served by vehicles with smaller batteries (reducing emissions from battery production and improving fuel economy by reducing weight).…”

Section: ■ Results and Discussionmentioning

confidence: 99%

“…These strategies apply to both the USPS and the many private companies electrifying their fleets. BEVs could be deployed on routes that are longer than average such that the 20% of BEVs in the fleet could account for 25% of the fleet’s miles, for example . BEVs could be charged during hours of the day with lower than average emissions and using charging strategies that maximize battery life span .…”

Section: Resultsmentioning

confidence: 99%

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Life Cycle Greenhouse Gas Emissions of the USPS Next-Generation Delivery Vehicle Fleet

Woody

Vaishnav

Craig

et al. 2022

Environ. Sci. Technol.

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The United States Postal Service (USPS) plans to purchase 165,000 next-generation delivery vehicles (NGDVs) between 2023 and 2032. The USPS submitted an environmental impact statement (EIS) for two NGDV procurement scenarios: (1) 90% internal combustion engine vehicles (ICEVs) and 10% battery electric vehicles (BEVs) (“ICEV scenario”) and (2) 100% BEVs (“BEV scenario”). To correct several significant deficiencies in the EIS, we conduct a cradle-to-grave life cycle greenhouse gas (GHG) assessment of these two scenarios. Our analysis improves upon the USPS’s EIS by including vehicle production and end-of-life emissions, future grid decarbonization, and more accurate vehicle operating emissions. In our base case, we find that the ICEV and BEV scenarios would result in 15% greater and 8% fewer GHG emissions, respectively, than the USPS estimate. Favorable vehicle and grid development would result in 63% lower BEV scenario emissions than the USPS estimate. Consequently, we calculate a cumulative lifetime emission reduction of 57–82% (14.7–21.4 Mt CO2e) from procuring 100% BEVs instead of 10% BEVs, compared to the USPS’s estimate of 10.3 Mt. Given the long NGDV lifetimes, committing to the ICEV scenario squanders an ideal use case for BEVs, jeopardizes meeting our climate goals, and forgoes potential climate and environmental justice co-benefits.

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Section: ■ Results and Discussionmentioning

confidence: 99%

Section: Resultsmentioning

confidence: 99%

Life Cycle Greenhouse Gas Emissions of the USPS Next-Generation Delivery Vehicle Fleet

Woody

Vaishnav

Craig

et al. 2022

Environ. Sci. Technol.

View full text Add to dashboard Cite

show abstract

“…16 EPA's online fuel economy database 4 44 Regardless, it seems advisible that PHEVs offer at least an electric range comparable to the average daily US travel distance, which is about 43 km (27 miles). 3 Sun et al showed that PHEV drivers tend not to charge when PHEVs' electric range is below drivers' daily driving distance. 16 Doubling the electric range from 18 to 35 km (11 to 22 miles), which is near the average daily distance driven, can raise the UF of a Prius from about 0.28 to about 0.42, an increase of about 50%.…”

Section: Discussionmentioning

confidence: 99%

“…Zoepf et al find that high charger availability has a stronger impact on UFs than larger battery capacities . Regardless, it seems advisible that PHEVs offer at least an electric range comparable to the average daily US travel distance, which is about 43 km (27 miles) . Sun et al showed that PHEV drivers tend not to charge when PHEVs’ electric range is below drivers’ daily driving distance .…”

Section: Discussionmentioning

confidence: 99%

“…1 This positive development has been contrasted by steadily growing GHG emissions from the transport sector in the same period, 1 despite substantial efficiency gains. 2 Thus, one promising measure to reduce transport GHG emissions, especially in the LDV sector, is to increasingly electrify transport, 3 capitalizing on the falling carbon intensity of electricity.…”

Section: Introductionmentioning

confidence: 99%

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Potential Climate Impact Variations Due to Fueling Behavior of Plug-in Hybrid Vehicle Owners in the US

Wolfram

Hertwich

2020

Environ. Sci. Technol.

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With the expected rapid growth of renewable electricity generation, charging plug-in hybrid electric vehicles (PHEVs) from the grid promise ever higher reductions in CO 2 emissions. Previous analyses have found that the share that PHEVs are driven in electric mode can differ substantially depending on region, battery size, and trip purpose. Here, we provide a first fleet-wide emissions mitigation potential of US-based PHEV drivers adopting high or low shares of electric driving. Specifically, we illustrate scenarios of different combinations of PHEV uptake, renewable electricity generation shares, and PHEV fueling behavior. Across 21 analyzed scenarios, annual greenhouse gas (GHG) emissions of the light-duty vehicle (LDV) fleet could differ by an average of 21% (5–43% range) in 2050 depending alone on the fueling behavior of PHEV drivers. This behavior could further determine the discharge of about 1.3 (0.7–1.9) Gt CO 2 (or roughly one year of current emissions) over the next three decades, significantly influencing the feasibility of reaching an 80% emission reduction target for the LDV sector. Governments can nudge PHEV drivers toward environmentally favorable fueling behavior. We discuss several options for nudging, including charging infrastructure availability, battery design, and consumer education.

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Getting to India's electric vehicle targets cost-effectively: To subsidize or not, and how?

Shrimali

2021

Energy Policy

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Prioritizing electric miles over electric vehicles will deliver greater benefits at lower cost

Cited by 8 publications

References 11 publications

Life Cycle Greenhouse Gas Emissions of the USPS Next-Generation Delivery Vehicle Fleet

Life Cycle Greenhouse Gas Emissions of the USPS Next-Generation Delivery Vehicle Fleet

Potential Climate Impact Variations Due to Fueling Behavior of Plug-in Hybrid Vehicle Owners in the US

Getting to India's electric vehicle targets cost-effectively: To subsidize or not, and how?

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