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Vehicle electrification has been rapidly promoted to aid the conventional energy shortage and reduce environmental pressures for light-duty passenger vehicles (LDPVs). Battery electric vehicles (BEVs) are well positioned in the electric vehicle market. This article presents a cradle-to-grave assessment of energy consumption, CO 2 emissions and emissions of VOC, CO, NO x , primary PM 2.5 and PM 10 for current (2015) and future (2020 and 2030) LDPVs in Hebei Province, China. The analysis addressed both the fuel life cycle and vehicle life cycle for conventional gasoline and battery electric LDPVs. A scenario analysis was carried out to evaluate the reduction potentials of different future policies. The results showed that the promotion of BEVs could effectively mitigate per-kilometer petroleum use by 98% and fossil fuel use by 25–50% relative to gasoline LDPVs. BEVs hold obvious advantages in CO 2 , VOCs, CO, NO x and PM 2.5 emissions reduction, while the PM 10 emissions of BEVs are higher than those of conventional internal combustion engine vehicles, mainly due to the high emission in the upstream industry process in electricity generation. The scenario analysis showed that the emissions of VOCs, CO, NO x , PM 2.5 and PM 10 will decrease by 56%, 70%, 27%, 24% and 17%, respectively, with the China Ⅵ oil standard coming into force in 2030 instead of 2020. The results stress that more stringent emission controls, higher BEV penetration, and cleaner electricity should be jointly applied to ensure a successful electrification future in China. • We conducted C2G analysis of energy use and pollutant emissions for ICEVs and BEVs. • Scenarios were designed to evaluate the reduction potentials. • BEVs could reduce fossil fuel use and CO 2 , VOCs, CO, NO x , PM 2.5 emissions. • Strict regulation, high BEV penetration, clean electricity could be applied jointly. [ABSTRACT FROM AUTHOR]

Using 2025 as the target year, we quantitatively assessed the reduction potentials of emissions of primary pollutants (including CO, HC, NO x , PM 2.5 and PM 10) under different vehicle control policies and the impacts of vehicle emission control policies in the BTH region on the regional PM 2.5 concentration in winter and the surface ozone (O 3) concentration in summer. Comparing the different scenarios, we found that (1) vehicle control policies will bring significant reductions in the emissions of primary pollutants. Among the individual policies, upgrading new vehicle emission standards and fuel quality in Beijing, Tianjin, and Hebei will be the most effective policy, with emission reductions of primary pollutants of 26.3%–54.7%, 38.0%–70.3% and 46.0%–81.6% in 2025, respectively; (2) for PM 2.5 in winter, the Combined Scenario (CS) will lead to a reduction of 0.5–3.9 μg m−3 (3.5%–11.6%) for the monthly average PM 2.5 concentrations in most areas. The monthly nitrate and ammonium concentrations would reduce by 5.8% and 5.3%, respectively, in the whole BTH region, indicating that vehicle emission control policies may play an important role in the reduction of PM 2.5 concentrations in winter, especially for nitrate aerosols; and (3) for O 3 concentrations in summer, vehicle emission control policies will lead to significant decreases. Under the CS scenario, the maximum reduction of monthly average O 3 concentrations in the summer is approximately 3.6 ppb (5.9%). Most areas in the BTH region have a decrease of 15 ppb (7.5%) in peak values compared to the base scenario. However, in some VOC-sensitive areas in the BTH region, such as the southern urban areas, significant reductions in NO x may lead to increases in ozone concentrations. Our results highlight that season- and location-specific vehicle emission control measures are needed to alleviate ambient PM 2.5 and O 3 pollution effectively in this region due to the complex meteorological conditions and atmospheric chemical reactions. • Emission reduction potentials under different vehicle control measures are estimated. • WRF-Chem model is used to simulate the emission control scenarios on PM 2.5 and O 3. • Upgrading new vehicle emission standards and fuel quality in the BTH region are the most effective. • Season- and location-specific vehicle control policies are needed. [ABSTRACT FROM AUTHOR]