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The report argues that deep decarbonization of transportation requires a diverse set of solutions across technology, policy, and behavior, as no single technology can address all subsectors. Key strategies include the deployment of battery electric vehicles (BEVs) for light-duty and short-haul freight, hydrogen and ammonia for heavy-duty and marine transport, and sustainable aviation fuels (SAFs) for aircraft. The authors emphasize that efficiency improvements are a critical near-term tool across all modes. A central policy recommendation is the adoption of a performance-based, adaptive framework, specifically a Low Carbon Fuel Standard (LCFS) transitioning to a Zero-Carbon Fuel Standard (ZCFS) by 2050, to allow various fuels and vehicles to compete while reducing overall carbon intensity. The report also highlights the daunting nature of infrastructure transitions and the uncertainty of consumer behavior and automated vehicle impacts.

A coalition of environmental, health, and labor organizations urges the SCAQMD to reject natural gas trucks as a viable alternative to zero-emission vehicles (ZEVs) for heavy-duty fleets. The coalition argues that gas trucks do not provide sufficient air quality benefits, exacerbate climate change through methane leaks, and create stranded assets. They contend that battery electric trucks are already operationally suitable for most drayage and heavy-duty needs and offer a superior total cost of ownership (TCO) due to declining battery costs and lower maintenance requirements.

Analysis of 2017 and 2018 model year non-luxury used electric vehicles (EVs) in California shows that they deliver total ownership savings of $1,100 and $500 respectively over a 5.5-year period compared to similar gas cars. While EVs carry a purchase price premium, this is offset by lower fuel and maintenance costs. The report highlights that targeted incentives, such as the Clean Cars 4 All program's maximum $9,500 rebate, can reduce total ownership costs by nearly 40% for lower-income households. The author recommends expanded EV financing, electricity rate reductions using cap-and-trade revenue, and increased support for charging infrastructure in multi-unit dwellings to ensure an equitable transition.

The document explores low- and zero-emissions zones (LEZs and ZEZs) as tools for cities to reduce air pollution and greenhouse gas emissions. It compares international examples from Europe and Singapore with a voluntary pilot in Santa Monica, California. A significant portion of the guide is dedicated to ensuring equity, arguing that ZEZs in California must be designed to avoid regressive financial burdens on low-income residents and people of color, who are disproportionately exposed to vehicle-related PM2.5 pollution. The authors recommend that California provide enabling legislation for cities to implement these zones and suggest targeting high-pollution sectors, such as heavy-duty freight, to maximize public health benefits in disadvantaged communities.

The document examines the technological, economic, and environmental aspects of transitioning the U.S. transportation sector to electric vehicles. It highlights the role of falling battery costs, the necessity of expanding charging infrastructure, and the potential for significant public health improvements, particularly in marginalized communities. It also addresses challenges related to the sourcing of critical minerals like lithium and cobalt and the impact of regional climates on vehicle range.

The document argues that Zimbabwe can overcome high transport costs and fuel shortages by transitioning to electric vehicles (EVs) and micromobility. It highlights the potential for a 'campus model' of electrification in the mining sector, the use of used EV imports to lower entry barriers, and the opportunity to leverage Zimbabwe's rich deposits of battery minerals like lithium and nickel to move from mineral export to local battery manufacturing.

The document examines the critical materials required for battery electric vehicles (BEVs), highlighting the risks associated with concentrated mineral reserves and the environmental and human rights impacts of mining. It argues that while BEVs significantly reduce life cycle global warming emissions compared to gasoline vehicles, scaling their production requires a transition toward a circular economy. The author emphasizes that widespread recycling could meet 30% to 40% of the US material demand for passenger BEVs by 2035. The text identifies significant barriers to this transition, including a lack of recycling infrastructure—with fewer than a dozen global facilities—and a lack of comprehensive regulatory frameworks. It recommends policy actions such as setting recycled content targets, standardizing battery labeling, and enforcing international labor and environmental standards for mining.

Global climate finance reached USD 632 billion in 2019/2020, but growth has plateaued, with an increase of only 10% between 2017/2018 and 2019/2020. To meet 1.5 °C objectives by 2030, annual finance must increase by at least 590% to USD 4.35 trillion. Mitigation remains the primary recipient of funds, dominated by renewable energy, while adaptation finance is growing but remains almost exclusively public. Investment is heavily concentrated in East Asia and Pacific, Western Europe, and North America.

The analysis models three policy scenarios for Southern New England, ranging from the adoption of California's Advanced Clean Trucks (ACT) rule to a more aggressive '100 x 40 ZEV + Clean Grid' scenario. The findings indicate that transitioning the M/HD fleet to zero-emission vehicles (ZEVs) would yield significant net societal benefits, including reduced premature deaths, lower greenhouse gas emissions, and long-term cost savings for fleets and electricity customers. While initial purchase costs for ZEVs are higher, the report projects lifetime cost parity with combustion vehicles by 2035. Macroeconomic analysis suggests the transition would result in national net job gains and increased GDP, with new jobs in electrical component manufacturing and infrastructure construction offering higher average wages than the jobs they replace.

The analysis finds that 2018 U.S. light vehicle investments are critically misaligned with Paris Agreement goals, particularly in the private sector. While government spending shows better alignment, overall progress is hindered by the 'lock-in' effect of the existing fleet and the dominance of internal combustion engine vehicles. The report emphasizes that achieving climate targets requires higher fuel efficiency standards, mass EV adoption, and a transition to a low-carbon power sector.

The document discusses the California Air Resources Board's (CARB) Advanced Clean Trucks regulation, which mandates that 50% of trucks in the state be zero-emission by 2035 and 100% by 2045. It suggests prioritizing battery electric vehicles (BEV) for short-haul and regional routes, while utilizing hydrogen fuel cell electric vehicles (HFCEV) for long-haul trucking due to range and fueling speed requirements. The author emphasizes that the transition requires massive infrastructure investment, specifically DC fast charging up to 1 MW, which can cost $100,000 per vehicle. The text advocates for collaboration between government, utilities, and industry, highlighting California's 'make ready' infrastructure support as a model for other states.

The document compares four categories of electrified vehicles. Conventional hybrids use regenerative braking to charge batteries and improve fuel economy. PHEVs combine an internal combustion engine with a plug-in battery, allowing for short distances of gasoline-free driving. BEVs run exclusively on electricity, producing no tailpipe emissions and offering the longest electric ranges. FCEVs use hydrogen gas to generate electricity, emitting only water from the tailpipe, though their environmental impact depends on the hydrogen production method and infrastructure is currently limited primarily to California.

The document outlines a collaborative project involving the Stockholm Environment Institute, Skogforsk, Einride, and various forest industry stakeholders to identify viable fossil-free transport alternatives for Swedish forest biomass and products. It highlights that forest transport accounts for approximately 25% of heavy truck work on Swedish roads, often utilizing vehicles weighing 64 tons or more. The project focuses on assessing novel battery-electric HGVs against state-of-the-art biofuel solutions, such as HVO100 and liquified biogas (LBG), across three primary use cases: direct transport from forests to industry, trans-shipment logistics, and internal industrial site movements. The evaluation will consider technological fit, full implementation costs, and lifecycle greenhouse gas emissions to recommend solutions for future piloting and demonstration.

The research identifies 61 consumption options with positive mitigation potential by synthesizing 53 studies. The highest potentials are found in transport (car-free living, electric vehicles, reduced flying), housing (renewable electricity, renovation), and food (vegan diets). The top 10 options combined offer an average mitigation potential of 9.2 tCO2eq/cap, which the authors suggest can significantly contribute to 1.5-2°C targets, especially in high-income contexts.

The document details how District Watch Group, a Cape Town-based security company, integrated eight BMW i3 battery-electric vehicles (BEVs) into its 60-vehicle fleet. The transition resulted in an overall cost reduction of approximately 80% over the vehicle's life, primarily driven by significantly lower maintenance and fuel costs, despite higher upfront capital, insurance, and tyre expenses. The case study highlights the role of green innovation in enhancing the resilience of small and medium-sized enterprises (SMEs) against acute shocks and chronic stresses.

The report examines the technical and economic feasibility of electrifying heavy-duty vehicles (HDVs) in the US, highlighting their potential to significantly reduce NOx, PM2.5, and greenhouse gas emissions. It argues that current battery technology is sufficient for the majority of HDV operating ranges and that total cost of ownership is becoming competitive with diesel. The document recommends a combination of financial incentives, infrastructure investment, and regulatory standards to drive the transition.

The document identifies a strategic dilemma for Sweden: relying on biofuels to meet near-term 2030 goals may hinder the transition to electrification, which is viewed as the more cost-effective long-term strategy for 2045. While biofuels currently provide about 20% of truck energy and are expected to remain the primary mid-term solution, stakeholders anticipate a shift toward battery electric, hydrogen fuel cell, and electric road system technologies starting in the 2030s.

The Union of Concerned Scientists finds that PM2.5 pollution from cars, trucks, and buses in California is inequitably distributed, with African American, Latino, and Asian residents, as well as low-income households, facing significantly higher exposure than white and wealthier residents. The analysis identifies Southern California, particularly Los Angeles County, as having the highest average exposure, and estimates that on-road transportation leads to approximately 3,100 premature deaths annually in the state.

Heavy-duty vehicles, while comprising only 5% of US road vehicles, contribute over 25% of vehicle-based global warming emissions and significant air pollution. The document advocates for the adoption of battery- and fuel cell-electric trucks and buses to eliminate tailpipe emissions and improve public health, particularly in low-income communities and communities of color. It highlights that battery-electric buses are currently the lowest-carbon option across the US and calls for government policies, including adoption targets and manufacturer standards, to accelerate this transition.

The report argues that the UK's current vehicle taxation system is insufficient to meet legal air quality limits and the 2040 target for banning new internal combustion engine vehicles. It proposes a three-tiered strategy: mandating charging Clean Air Zones in the short term, replacing the plug-in grant with a time-limited VAT rebate for ULEVs in the medium term, and developing a road-user charging system in the long term to replace eroding fuel duty revenues.