Trends in life cycle greenhouse gas emissions of future light duty electric vehicles

Ambrose, Hanjiro; Kendall, Alissa; Lozano, Mark; Wachche, Sadanand; Fulton, Lew

doi:10.1016/j.trd.2020.102287

Cited by 70 publications

(31 citation statements)

References 53 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…Policies in this category can target changes to the fuel directly or support or require the uptake of vehicle drivetrains that use low-carbon fuels, namely plug-in hybrid vehicles, battery electric vehicles or hydrogen fuel-cell vehicles-often collectively referred to as ZEVs. From a well-to-wheels perspective, ZEVs reduce GHG emissions compared to conventional and hybrid vehicles in many present and future scenarios in most regions globally [51][52][53][54] . For this reason, the IEA organized the Clean Energy Ministerial's EV30@30 campaign to promote the goal of ZEVs accounting for at least 30% of new light-duty vehicle sales by 2030 (ref.…”

Section: Fuel-switching Regulations Can Lead the MIXmentioning

confidence: 99%

Crafting strong, integrated policy mixes for deep CO2 mitigation in road transport

Axsen

Plötz

Wolinetz³

2020

Nat. Clim. Chang.

197

View full text Add to dashboard Cite

hile present transport systems provide numerous benefits, the negative societal impacts are enormous. In particular, the global transportation sector is responsible for almost one-quarter of greenhouse gas (GHG) emissions (mostly CO 2), with about 72% thereof from road transport 1. Despite decades of progress for alternative and low-carbon fuels and technologies, most developed countries remain locked-in to the dominance of privately owned, fossil fuel-powered vehicles 2,3. Transport emissions are expected to grow further in scenarios produced by the International Energy Agency (IEA), even if currently announced policies are implemented (Fig. 1) 4-6. This Perspective summarizes available evidence for which policy mixes can be highly effective in reducing GHG emissions within road transport in the long-term while pointing out directions for further policy and research development. Clearly the transportation sector needs to carry its weight in meeting deep decarbonization goals. Compared to 2019, both the 1.5 °C and 2.0 °C Paris Agreement scenarios require global GHG reductions of about 30-40% by 2030, 60-80% by 2050 and likely close to 100% (or zero net emissions) thereafter 5,7. GHG mitigation ambitions are higher in Organisation for Economic Cooperation and Development (OECD) countries because they are the source of most historical emissions and are thought to have more flexibility for large-scale investment in low-carbon technologies 8. Because expected mitigation costs are lower in road transport than in aviation or shipping 9-11 , we start with the assumption that road transport should at least proportionally fulfil the ambition of the total mitigation targets noted above. That said, emissions from aviation and shipping are growing more quickly and require additional GHG mitigation policies 2. We focus on national and regional policymaking. Cities are important in the transition towards more sustainable transport, but their scope for governmental climate change action tends to be smaller than on the national level 12. While we identify insights with global relevance, most of the available literature analyses developed countries, mainly in Europe and North Americapointing to a clear research need to better understand climate policy design for developing countries. Further, our analysis focuses more on passenger travel which is responsible for most GHG emissions in transport, though we call for more attention to road freight.

show abstract

Section: Fuel-switching Regulations Can Lead the MIXmentioning

confidence: 99%

Crafting strong, integrated policy mixes for deep CO2 mitigation in road transport

Axsen

Plötz

Wolinetz³

2020

Nat. Clim. Chang.

197

View full text Add to dashboard Cite

show abstract

“…Considering GHG emissions, for the electric vehicles there are a significant number of studies evaluating lifecycle emissions for light-duty vehicles. A summary of this work is presented in [61] which shows the potential for 44-80% reduction in Life Cycle GHG emissions for electric passenger cars. This work also highlights key uncertainties in Life Cycle Analysis (LCA) for electric vehicles, particularly in assessment of battery manufacturing emissions.…”

Section: Discussionmentioning

confidence: 99%

A Local Ecosystem Assessment of the Potential for Net Negative Heavy-Duty Truck Greenhouse Gas Emissions through Biomethane Upcycling

et al. 2021

View full text Add to dashboard Cite

Decarbonising heavy-duty trucks is challenging due to high journey power and energy requirements. With a growing fleet of commercial vehicles in the UK, biomethane can provide significant reductions in greenhouse gas (GHG) emissions compared to fossil diesel. Methane is a potent GHG with a global warming potential (GWP) of 23–36, therefore reducing levels in the atmosphere can have a significant impact on climate change. There are a range of anthropogenic sources of methane that could be collected and processed to provide sustainable energy (upcycled), e.g., agricultural waste and the waste water system. This paper explores the impact of using upcycled methane in transport in South East England, evaluating local sources of anthropogenic methane and the environmental and economic impact of its use for a heavy-duty truck compared to fossil and battery electric alternatives. Analysis concludes that the use of upcycled methane in transport can provide significant reductions in lifecycle GHG emissions compared to diesel, fossil natural gas or battery electric trucks, and give net negative GHG emissions where avoided environmental methane emissions are considered. Furthermore, upcycling solutions can offer a lower cost route to GHG reduction compared to electrification.

show abstract

“…Constraint (2) shows that the number of pull-out EBs is equal to that of pull-in EBs in order to maintain the same daily operational plan. Constraint (3) ensures that each service trip is executed by exactly one bus.…”

Section: Vehicle Scheduling Constraintsmentioning

confidence: 99%

“…With the development of electric powertrain technologies, electric vehicles have been adopted worldwide. is new type of vehicle is environmentally friendly due to its low-level air pollution and noise generation and has been regarded as a potential alternative to conventional diesel automotive [1][2][3][4][5][6].…”

Section: Introductionmentioning

confidence: 99%

Joint Optimization of Regular Charging Electric Bus Transit Network Schedule and Stationary Charger Deployment considering Partial Charging Policy and Time-of-Use Electricity Prices

Wang

et al. 2020

Journal of Advanced Transportation

View full text Add to dashboard Cite

Electric buses (EBs) have been implemented worldwide and exhibited great potential for air pollution reduction and traffic noise control. In regular charging scenarios, the deployment of charging facilities and the operational scheduling of the transit system is crucial to bus transit system management. In this paper, we proposed a joint optimization model of regular charging electric bus transit network schedule and stationary charger deployment considering partial charging policy and time-of-use electricity prices. The objective of the model is to minimize the total investment cost of the transit system including the capital and maintenance cost of EBs and chargers, the power consumption cost, and time-related in-service cost. A solving procedure based on the improved adaptive genetic algorithm (AGA) is further designed and a transit network at inner Anting Town, Shanghai, with 8 individual bus routes and 867 daily service trips is adopted for the model validation. The validation results illustrated that the methodology considering the partial charging policy can arrange the charging schedule adaptive to the time-of-use electricity prices. Compared with the benchmark of single line separate scheduling, the proposed model can yield 3 million RMB investment saving by highly utilizing EBs and battery chargers.

show abstract

Trends in life cycle greenhouse gas emissions of future light duty electric vehicles

Cited by 70 publications

References 53 publications

Crafting strong, integrated policy mixes for deep CO2 mitigation in road transport

Crafting strong, integrated policy mixes for deep CO2 mitigation in road transport

A Local Ecosystem Assessment of the Potential for Net Negative Heavy-Duty Truck Greenhouse Gas Emissions through Biomethane Upcycling

Joint Optimization of Regular Charging Electric Bus Transit Network Schedule and Stationary Charger Deployment considering Partial Charging Policy and Time-of-Use Electricity Prices

Contact Info

Product

Resources

About