Figure shows the Well-to-Wheel emissions for BETs for the three time scenarios considered. We compare GHG emissions against the diesel baseline taken from Jones et al. , which projects improved engine efficiencies over time, thus reducing the Pump-to-Wheel GHG emissions. Given the current carbon intensity of the U.S. grid, we do not obtain any GHG emission benefits in switching to battery-electric powertrains today. However, BETs provide about a factor of 2 improvement in GHG emissions over diesel trucks in the long term. This can be attributed to a cleaner future electric grid, and the projected improvements in battery efficiency and energy density, which reduces the need for additional trucks to maintain fleet cargo capacity. Comparing LFP and NMC, we project that LFP has a lower GHG emission intensity in the mid and long-term. NMC benefits from the higher battery energy densities leading to lower payload penalty and average truck mass, however, these advantages are outweighed by the lower battery efficiencies throughout the truck's lifetime due to the higher degradation rates of NMC. The emission benefits of LFP over NMC increase in the long-term scenario where both battery chemistries have higher energy densities but the same lifetime as the present scenario. Therefore, we note that results will be different if there is an improvement in the NMC lifetime such that better efficiencies can be sustained over the truck's life. 3.4 Charging infrastructure and electricity prices