The role of pickup truck electrification in the decarbonization of light-duty vehicles

Abstract

Electrification can reduce the greenhouse gas (GHG) emissions of light-duty vehicles. Previous studies have focused on comparing battery electric vehicle (BEV) sedans to their conventional internal combustion engine vehicle (ICEV) or hybrid electric vehicle (HEV) counterparts. We extend the analysis to different vehicle classes by conducting a cradle-to-grave life cycle GHG assessment of model year 2020 ICEV, HEV, and BEV sedans, sports utility vehicles (SUVs), and pickup trucks in the United States. We show that the proportional emissions benefit of electrification is approximately independent of vehicle class. For sedans, SUVs, and pickup trucks we find HEVs and BEVs have approximately 28% and 64% lower cradle-to-grave life cycle emissions, respectively, than ICEVs in our base case model. This results in a lifetime BEV over ICEV GHG emissions benefit of approximately 45 tonnes CO2e for sedans, 56 tonnes CO2e for SUVs, and 74 tonnes CO2e for pickup trucks. The benefits of electrification remain significant with increased battery size, reduced BEV lifetime, and across a variety of drive cycles and decarbonization scenarios. However, there is substantial variation in emissions based on where and when a vehicle is charged and operated, due to the impact of ambient temperature on fuel economy and the spatiotemporal variability in grid carbon intensity across the United States. Regionally, BEV pickup GHG emissions are 13%–118% of their ICEV counterparts and 14%–134% of their HEV counterparts across U.S. counties. BEVs have lower GHG emissions than HEVs in 95%–96% of counties and lower GHG emissions than ICEVs in 98%–99% of counties. As consumers migrate from ICEVs and HEVs to BEVs, accounting for these spatiotemporal factors and the wide range of available vehicle classes is an important consideration for electric vehicle deployment, operation, policymaking, and planning.

The Effectiveness Of ICEV Phase Out At 2035 In Terms Of CO2 Emission Reduction In The Italian Scenario

“…The final aim of the Paper is to make a comparison between different powertrains (ICEV, HEV and BEV) with respect to CO2 emissions (expected for 2035) calculated for each car segment (A, B, C and M), both in case of production of the vehicle and of its subsequent road use in Italy. To achieve this result, five of the most up-to-date LCA analyses were taken into consideration [11,[24][25][26][27], as they focused on the comparison between ICEVs, HEVs and BEVs as whole vehicles in order to determine the so-called "cradle to grave" impact. In particular, within the research mentioned above, the production phase related to battery systems was considered, as the emissions deriving from the sourcing of materials, from the manufacture of the cells and from the compiling of the battery pack are those more significant and, therefore, most of interest [30,31].…”

“…In fact, these vehicles present favourable advantages compared to ICEV or HEV counterparts in terms of higher energy efficiency and of lower CO2 emissions, especially for large cars (e.g. sedans belonging to D and E Segments), as highlighted in various Papers [11][12][13]. However, it has to be underlined that the advantages related to CO2 emissions within the previously cited Papers could be considered overestimated, as only the use-phase emissions (also known as "fuel cycle" or "tank-to-wheel" TTW emissions) are taken into account.…”

“…The latter are related to the vehicle's utilization, depending on the model category (power, efficiency and weight) [14], electric grid generation mix [15], electric grid emissions factor [16], ambient temperature [17], battery degradation [18], driving patterns [19], charging patterns [20] and the many combinations of these factors [21][22][23]. In order to have, in fact, a more complete picture of the global emissions, a "cradle-to-grave life cycle CO2 assessment" (referred to the so called "production-phase emissions" or vehicle cycle emissions) should be carried out, so as performed by some Authors [11,[24][25][26][27], since it takes into account the CO2 emissions, along with other pollutants, related to the construction of the entire vehicle. In detail, this kind of analysis considers the emissions coming from materials extraction and transformation, part manufacturing, vehicle assembly and disposal, especially those referred to battery life cycle and rare earth materials adopted for some electric engines.…”

“…For example, it takes into account the grid energy mix, regional and temporal variations, average vs. marginal emission factors, historic or projected factors, etc. [11] along with the evolution of future grids and the typology of electricity production systems. These two latter are considered as crucial aspects toward a severe reduction of carbon intensity [11,26] and, therefore, towards the evaluation of the real advantage in adopting BEVs instead of conventional ICEV or HEV vehicles in the future.…”

“…[11] along with the evolution of future grids and the typology of electricity production systems. These two latter are considered as crucial aspects toward a severe reduction of carbon intensity [11,26] and, therefore, towards the evaluation of the real advantage in adopting BEVs instead of conventional ICEV or HEV vehicles in the future. However, they are taken into account only in few recent Papers [id.].…”