powertrain types and vehicle segments, using data from 2024. It shows that, on average, BEVs generate lower PM2.5 emissions in all six vehicle segments. However, the gap between BEVs and ICEVs is smaller for PM2.5 when compared to CO2 emissions, and in some cases, BEVs may generate more PM2.s pollutants than ICEVs on a per unit of travel basis. This is because BEVs still generate PM2.5 on the road due to wear and tear on tires, brake pads, and pavement, and the power sector generates significant PM2.s if it relies on coal or oil. On average, the results of 40 countries' analysis shows that e-buses generate about two-thirds of PM2.5 compared to diesel buses per unit of travel. NOx emissions even in countries that rely on fossil fuels for power generation, because the hot and NOx emissions per joule than power plants do (Heywood 2018). Second, BEV emission intensity declines over time as countries increase the share of renewables in their power sector. Third, BEVs shift emissions from city centers and major traffic corridors to more remote power plant locations, reducing environmental and public health damage. BEVs and ICEVs across the 40 countries in 2024. BEVs impose substantially lower environmental costs on average in all six vehicle segments. In the bus segment, for example, the environmental costs of local air pollutants for electric buses are less than half those of diesel buses.