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Robust Pareto optimal approach to sustainable heavy-duty truck fleet composition.

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Title: Robust Pareto optimal approach to sustainable heavy-duty truck fleet composition.
Authors: Sen, Burak1 (AUTHOR), Ercan, Tolga1 (AUTHOR), Tatari, Omer1 (AUTHOR) tatari@ucf.edu, Zheng, Qipeng Phil2 (AUTHOR)
Source: Resources, Conservation & Recycling. Jul2019, Vol. 146, p502-513. 12p.
Subject Terms: *Greenhouse gas mitigation, National Highway System
Geographic Terms: United States
Abstract: • CNG HDTs incur the highest LCAPECs due to higher amount tailpipe emissions of CO. • LCGHGs of newly composed fleets decrease more than their LCCs increase. • LCFCs of newly composed fleets are significantly lower than that of a conventional fleet. • No new fleet observed to include a biodiesel HDT or a CNG HDT. Heavy-duty trucks are the main carrier of the most of freight in the United States today. The U.S. Department of Energy's projections show that, under the reference case, the truck vehicle-miles-travelled (VMT) on the national highway system will further increase in the near future. This outlook with regard to U.S. Class 8 Heavy-Duty Trucks (HDTs) raises concerns regarding environmental, economic, and social impacts of these vehicles and HDT fleets. However, the transition to sustainable trucking is a challenging task for which multiple sustainability objectives must be considered and addressed, such as minimizing the life-cycle costs (LCCs), life-cycle GHGs (LCGHGs), and life-cycle air pollution externality costs (LCAPECs) of trucks while composing a truck fleet. This study proposes a hybrid life-cycle assessment-based robust Pareto optimal approach to developing a HDT fleet mix, accounting for the sector-specific average payloads of 5 U.S. economic sectors. The results of this study indicate that battery-electric, hybrid, and diesel HDTs make up most of the fleet mixes in the studied sectors in order to optimize their environmental, economic, and social impacts. It is therefore concluded that, given the relevant objectives and constraints, the current techno-economic circumstances in the U.S. and current forms of electricity generation should both be improved in order for HDT fleet mixes to achieve greenhouse gas emission reductions of 30% or greater. The findings of the study will support decision-making processes by public and private organizations and help them to develop environmentally, economically, and socially optimized fleet mixes for their operations. [ABSTRACT FROM AUTHOR]
Copyright of Resources, Conservation & Recycling is the property of Elsevier B.V. and its content may not be copied or emailed to multiple sites without the copyright holder's express written permission. Additionally, content may not be used with any artificial intelligence tools or machine learning technologies. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)
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  Data: *<searchLink fieldCode="DE" term="%22Greenhouse+gas+mitigation%22">Greenhouse gas mitigation</searchLink><br /><searchLink fieldCode="DE" term="%22National+Highway+System%22">National Highway System</searchLink>
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  Data: • CNG HDTs incur the highest LCAPECs due to higher amount tailpipe emissions of CO. • LCGHGs of newly composed fleets decrease more than their LCCs increase. • LCFCs of newly composed fleets are significantly lower than that of a conventional fleet. • No new fleet observed to include a biodiesel HDT or a CNG HDT. Heavy-duty trucks are the main carrier of the most of freight in the United States today. The U.S. Department of Energy's projections show that, under the reference case, the truck vehicle-miles-travelled (VMT) on the national highway system will further increase in the near future. This outlook with regard to U.S. Class 8 Heavy-Duty Trucks (HDTs) raises concerns regarding environmental, economic, and social impacts of these vehicles and HDT fleets. However, the transition to sustainable trucking is a challenging task for which multiple sustainability objectives must be considered and addressed, such as minimizing the life-cycle costs (LCCs), life-cycle GHGs (LCGHGs), and life-cycle air pollution externality costs (LCAPECs) of trucks while composing a truck fleet. This study proposes a hybrid life-cycle assessment-based robust Pareto optimal approach to developing a HDT fleet mix, accounting for the sector-specific average payloads of 5 U.S. economic sectors. The results of this study indicate that battery-electric, hybrid, and diesel HDTs make up most of the fleet mixes in the studied sectors in order to optimize their environmental, economic, and social impacts. It is therefore concluded that, given the relevant objectives and constraints, the current techno-economic circumstances in the U.S. and current forms of electricity generation should both be improved in order for HDT fleet mixes to achieve greenhouse gas emission reductions of 30% or greater. The findings of the study will support decision-making processes by public and private organizations and help them to develop environmentally, economically, and socially optimized fleet mixes for their operations. [ABSTRACT FROM AUTHOR]
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  Data: <i>Copyright of Resources, Conservation & Recycling is the property of Elsevier B.V. and its content may not be copied or emailed to multiple sites without the copyright holder's express written permission. Additionally, content may not be used with any artificial intelligence tools or machine learning technologies. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract.</i> (Copyright applies to all Abstracts.)
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        Value: 10.1016/j.resconrec.2019.03.042
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        Text: English
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        PageCount: 12
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              Text: Jul2019
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              Y: 2019
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