this post was submitted on 10 Nov 2023
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Near motorways where they go high speed the reduction will be negligible, but is material around lower speed streets.
Something not mentioned is the significantly reduced brake dust as most EV braking is regenerative.
I see this argument a lot about EV's being heavier. And while it is true (for now) the actual weight difference is fairly nominal when comparing two popular closely spec vehicles.
Curb Weight Toyota Camry 3310 lb. Tesla Model 3 3582 lb. +272 lb.
The report goes on to note that pm10 is still reduced in heavier EVs with a smaller tradeoff for increased pm2.5. There are nuances sure, but I still interpret this as a net positive on particulate matter and a step in the right direction. That is something we should not discourage in a world that is still struggling to stop pumping carbon into the atmosphere. Fuck cars, but let's try to make incremental improvements where we can.
Abstract: Assuming lightweight EVs (i.e. with battery packs enabling a driving range of about 100 miles), the report finds that EVs emit an estimated 11-13% less non-exhaust PM2.5 and 18-19% less PM10 than ICEVs. Assuming that EV models are heavier (with battery packs enabling a driving range of 300 miles or higher), however, the report finds that they reduce PM10 by only 4-7% and increase PM2.5 by 3-8% relative to conventional vehicles.
Is this really substantial? With a skilled manual driver or a clever automatic gearbox, the majority of braking should be engine braking. It seems to me that regenerative braking is typically replacing what would be engine braking, the unplanned stops still use friction brakes.
Regen braking can be significantly stronger than engine braking. Unless your battery is at 100%, it can essentially replace all friction braking outside of emergency stops.