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Greenhouse Gas Emissions Performance of Electric, Hydrogen and Fossil-Fuelled Freight Trucks with Uncertainty Estimates Using a Probabilistic Life-Cycle Assessment (pLCA)

Author

Listed:
  • Robin Smit

    (Transport Energy/Emission Research (TER), Launceston, TAS 7249, Australia)

  • Eckard Helmers

    (Environmental Planning and Technology Department, University of Applied Sciences Trier, Umwelt Campus Birkenfeld, P.O. Box 1380, 55761 Birkenfeld, Germany)

  • Michael Schwingshackl

    (Footprint-Consult e.U., 3335 Weyer, Austria)

  • Martin Opetnik

    (Institute of Thermodynamics and Sustainable Propulsion Systems, Graz University of Technology, 8010 Graz, Austria)

  • Daniel Kennedy

    (Transport Energy/Emission Research (TER), Launceston, TAS 7249, Australia)

Abstract

This research conducted a probabilistic life-cycle assessment (pLCA) into the greenhouse gas (GHG) emissions performance of nine combinations of truck size and powertrain technology for a recent past and a future (largely decarbonised) situation in Australia. This study finds that the relative and absolute life-cycle GHG emissions performance strongly depends on the vehicle class, powertrain and year of assessment. Life-cycle emission factor distributions vary substantially in their magnitude, range and shape. Diesel trucks had lower life-cycle GHG emissions in 2019 than electric trucks (battery, hydrogen fuel cell), mainly due to the high carbon-emission intensity of the Australian electricity grid (mainly coal) and hydrogen production (mainly through steam–methane reforming). The picture is, however, very different for a more decarbonised situation, where battery electric trucks, in particular, provide deep reductions (about 75–85%) in life-cycle GHG emissions. Fuel-cell electric (hydrogen) trucks also provide substantial reductions (about 50–70%), but not as deep as those for battery electric trucks. Moreover, hydrogen trucks exhibit the largest uncertainty in emissions performance, which reflects the uncertainty and general lack of information for this technology. They therefore carry an elevated risk of not achieving the expected emission reductions. Battery electric trucks show the smallest (absolute) uncertainty, which suggests that these trucks are expected to deliver the deepest and most robust emission reductions. Operational emissions (on-road driving and vehicle maintenance combined) dominate life-cycle emissions for all vehicle classes. Vehicle manufacturing and upstream emissions make a relatively small contribution to life-cycle emissions from diesel trucks (<5% each), but these are important aspects for electric trucks (5% to 30%).

Suggested Citation

  • Robin Smit & Eckard Helmers & Michael Schwingshackl & Martin Opetnik & Daniel Kennedy, 2024. "Greenhouse Gas Emissions Performance of Electric, Hydrogen and Fossil-Fuelled Freight Trucks with Uncertainty Estimates Using a Probabilistic Life-Cycle Assessment (pLCA)," Sustainability, MDPI, vol. 16(2), pages 1-38, January.
    • Handle: RePEc:gam:jsusta:v:16:y:2024:i:2:p:762-:d:1319979
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    References listed on IDEAS

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    Cited by:

    1. Xu, Hao & Chen, Feng & Cheng, Jinping & Bai, Yucai & Zhao, Shuqing & Wu, Yiheng & Lu, Yin, 2025. "Hydrogen powered heavy-duty trucks may contribute CO2 emission increase instead of reduction under current hydrogen production structure in China," Energy, Elsevier, vol. 315(C).
    2. Abbas, Sohail & Kashif, Uzma & Kousar, Shazia & Noor, Shameen & Lu, Heli & Lu, Siqi, 2025. "Machine learning-based prediction analysis for Australia sustainable transport: Optimal transportation mix equation for long-term policy planning and environmental impact mitigation," Energy, Elsevier, vol. 337(C).
    3. Maciej Matczak & Andrzej S. Grzelakowski, 2025. "Impact of EU Decarbonization Policy on Polish International Road Freight Competitiveness," Energies, MDPI, vol. 18(7), pages 1-19, April.

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