20 Oregon Trucking Association, Inc. Oregon Truck Dispatch New research from the American Transportation Research Institute (ATRI) analyzed the environmental impacts of Class 8 zero-emission trucks (ZETs). The research utilized federal and industry-sourced data to identify and compare full life-cycle CO2 emissions for a range of truck types: • Internal combustion engine (ICE) trucks powered by diesel • Battery electric vehicle (BEV) trucks powered by electricity • Fuel cell electric vehicle (FCEV) trucks powered by hydrogen ATRI’s analysis compared CO2 emissions across the full vehicle life-cycle: • Vehicle production • Energy production and consumption • Vehicle disposal/recycling The study found that full life-cycle CO2 emissions for the battery electric truck would only generate 30 percent fewer emissions than the standard diesel truck. The marginal environmental benefits of electric trucks are due, in large part, to lithium-ion battery production – which generates more than six times the carbon of diesel truck production. ATRI’s research concludes that hydrogen fuel cell trucks (FCEV) are ultimately the most environmentally friendly truck type, although the technology is not presently feasible for long-haul operations. 100% 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% ICE 30.0% Lower BEV 44.6% Lower FCEV Lifetime CO2 Emissions for Class 8 Diesel Truck (ICE) vs BEV & FCEV Understanding the CO2 Impacts of Zero-Emission Trucks VEHICLE COST ZET vehicle costs will be a strong barrier to entry. While a new Class 8 diesel truck tractor may cost roughly $135,000 to $150,000, the purchase price of a new Class 8 BEV can be as much as $450,000. The same issue will likely impact the FCEV. Estimates for fuel cell truck costs range from $200,000 to $600,000 with 60 percent of the overall cost solely credited to the fuel cell propulsion system. SOURCING OF MATERIALS AND SUPPLY CHAIN ISSUES There are several key raw materials needed for lithium-ion batteries; depending on the battery chemistry, these might include lithium, graphite, cobalt, manganese and nickel. While these materials are critical for batteries and for the production of a large BEV national fleet, the U.S. is almost entirely dependent on other countries for these materials. Over the past decade, the U.S. has imported nearly 100 percent of the critical minerals needed for battery production from countries including China, Australia, Chile and the Democratic Republic of Congo. REFUELING INFRASTRUCTURE There currently is no U.S. network where over-theroad trucks can stop for rest breaks and recharging at the same time. In a forthcoming report, ATRI is documenting the infrastructure requirements of a nationwide truck charging network and the electricity sector’s ability to power the U.S. truck fleet. BATTERY LIFE It is well understood that lithium-ion batteries begin to slowly degrade once the charging and discharging process commences, and battery degradation is greatly influenced by the number of charge cycles. Separate from the number of charging cycles, there is evidence that the rate at which a BEV is charged could impact battery life. Because of operational constraints – such as driver hours-ofservice – and the large energy capacity of a truck battery, faster charging may be necessary. Realities of Zero-Emission Trucks NEW REPORT! n CO 2 n CO 2 Decrease from ICE Baseline % if ICE CO2
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