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The document outlines a framework for responsible mining of transition minerals, focusing on protecting carbon-rich ecosystems, upholding Indigenous rights through Free, Prior, and Informed Consent (FPIC), and implementing rigorous climate-integrated impact assessments. It advocates for standardized Scope 1-3 emissions reporting, digital traceability, and a shift toward a circular economy to reduce virgin metal demand. Additionally, it proposes equitable benefit-sharing models, such as co-ownership and sovereign wealth funds, to ensure a just energy transition.

The report highlights a growing 'e-mobility divide' where the Global North adopts high-value lithium-ion systems while the Global South relies on affordable but toxic lead-acid batteries. It identifies critical failures in traceability and international governance, specifically within the Basel Convention, which allow for 'waste colonialism' and hazardous informal recycling. The authors argue for mandatory extended producer responsibility, the creation of regional recycling hubs, and the integration of informal workers into formal systems to ensure a just energy transition.

The document details the global cobalt market, highlighting the extreme concentration of mine production in the Democratic Republic of the Congo (DRC) and refining in China. It examines the shift toward battery-enabled end-uses, the role of Chinese investment in global supply, and the social risks associated with artisanal mining in the DRC.

Nigeria is positioning itself as an African EV hub by leveraging high vehicle demand and private sector innovation in battery swapping and asset financing. The proposed Electric Vehicle Transition and Green Mobility Bill seeks to drive this shift by mandating 30% local content for EVs by 2030 and providing tax incentives for manufacturers and users. While companies like Spiro and MAX are scaling infrastructure and fleets, the report suggests Nigeria could adopt a more gradual transition from imports to local manufacturing, similar to Rwanda and Ethiopia, to avoid stalling adoption.

The CEO of Mighty Earth critiques the continued sale of internal combustion engines and the scaling back of EV investments by US automakers, contrasting this with China's aggressive expansion in EV production, supply chain decarbonization, and market share.

The report analyzes how the shift from internal combustion engine vehicles (ICEVs) to electric vehicles (EVs) will reshape India's automotive job market. It projects significant job creation in EV assembly, component manufacturing, service, and charging infrastructure, while highlighting the risk of obsolescence for ICE-specific roles. The document identifies critical skill gaps in battery engineering and power electronics and recommends a three-pronged strategy involving diverse financing, specialized courses, and supportive policies to ensure a just transition.

The document argues that electric micro-mobility is commercially viable for South African last-mile delivery, particularly on high-frequency urban routes. While higher upfront costs (CAPEX) are a barrier, they can be mitigated through leasing, Battery-as-a-Service (BaaS), and Electric Vehicle-as-a-Service (EVaaS) models. The brief highlights that E2Ws can achieve break-even within 7 to 24 months and reduce operating expenses by 30-50% per kilometre compared to internal combustion engine (ICE) motorcycles. To achieve significant emissions reductions of 40-60%, the document emphasizes integrating renewable energy into charging infrastructure to offset South Africa's coal-heavy grid. It also identifies the Western Cape's Atlantis SEZ as a developing hub for local micro-EV manufacturing to improve supply chain resilience and affordability.

The report identifies a ₹75,500 crore (US$9 billion) market opportunity in India's battery circularity, projecting significant potential for reuse (220 GWh by 2050) and repurposing (600 GWh by 2050). It argues that domestic recycling could meet over 40 percent of India's lithium, nickel, and cobalt needs by 2050, while creating 106,000 green jobs and avoiding 2.9 million tons of CO2 equivalent. Success depends on five enablers: policy reform, digital traceability, financing interventions, technology development, and workforce training.

The United States faces significant supply chain vulnerabilities due to heavy reliance on imports for critical minerals, with China dominating the supply of 60% of U.S.-designated critical minerals. To mitigate this, the document proposes a shift toward a circular economy focusing on recycling and secondary recovery. Battery recycling, particularly for electric vehicles, could reduce the demand for mined lithium, nickel, and cobalt by approximately 10%, though currently fewer than 15% of U.S. lithium-ion batteries are recycled. Secondary recovery opportunities include extracting rare earth elements from acid mine drainage (AMD) and phosphogypsum waste from phosphate fertilizer production. Recent federal actions, including a March 2025 executive order and nearly $1 billion in Department of Energy funding, aim to prioritize domestic production, though the author argues for further long-term support for infrastructure and clearer circular economy standards.

India's transition to zero-emission trucking (ZET) is presented as a critical lever for reducing road transport emissions and enhancing energy security. The briefing argues that achieving 85 percent ZET sales by 2050 could abate 2.8 gigatons of CO2 and save US$1.4 trillion in diesel costs. To achieve this, the document proposes five building blocks: aggregating demand in early-moving sectors, mobilizing blended finance, deploying charging infrastructure on priority corridors, scaling local manufacturing of batteries and fuel cells, and aligning national and state policy incentives.

Electric vehicle adoption is accelerating globally, with many markets passing critical tipping points. In the United States, the total cost of ownership for light-duty EVs is now lower than for gas-powered cars, despite a projected reduction in savings after September 30, 2025, due to the removal of the federal tax credit. Electric medium- and heavy-duty (MHD) trucks are trending toward cost parity with diesel, with some segments expected to reach it by 2028. Furthermore, advancements in battery recycling could potentially eliminate the need for additional mining by 2040 as minerals enter a circular supply chain.

The briefing outlines a path for the United States to achieve mineral self-sufficiency for electric vehicle (EV) batteries by 2050. It proposes six strategies to reduce mineral demand—including shifting battery chemistries, increasing energy density, and changing mobility patterns—stating that these could limit cumulative mining to 125 million tons. The author argues that while battery recycling currently faces low financial returns due to market volatility and high capital costs, it offers a higher return on investment when social and environmental externalities are priced in. To realize these benefits, the document calls for policy interventions to value recycled materials and investment in domestic midstream manufacturing (refining and processing) to avoid exporting recycled materials and to create between 84,000 and 125,000 US jobs by 2032.

The report analyzes the environmental, health, and economic impacts of medium- and heavy-duty vehicle (MHDV) pollution in the US and advocates for an accelerated transition to battery-electric trucks. It highlights that while MHDVs make up a small fraction of road vehicles, they contribute a disproportionate share of NOx, PM2.5, and greenhouse gas emissions. The document argues that battery-electric vehicles (BETs) are technically and economically superior to hydrogen fuel-cell alternatives for most duty cycles. It details the role of state policies like California's Advanced Clean Trucks (ACT) regulation and federal investments from the Inflation Reduction Act (IRA) in driving adoption. The report concludes with recommendations for expanding charging infrastructure, implementing indirect source rules for warehouses, and maintaining high-road labor standards during the transition.

The Latino Climate Justice Framework 2025-2028 outlines systemic inequities facing Latino/a/e communities, including higher energy burdens, exposure to fossil fuel pollution, and lack of access to nature. It proposes specific policy objectives across energy justice, climate resilience, worker protections, and migration rights, while warning against 'false solutions' like carbon capture and storage. The framework emphasizes the need for equitable clean energy transitions, the protection of climate-displaced persons, and the liberation of Puerto Rico from restrictive energy and economic policies.

The report examines the criticality of six priority minerals—copper, lithium, manganese, neodymium, nickel, and silicon—essential for India's clean energy transition. It analyzes the global value chain, highlighting China's dominance in midstream processing and the geographical concentration of reserves. The document forecasts India's CETM demand up to 2050, identifies systemic gaps in domestic exploration and refining, and evaluates international policy responses. It concludes with strategic recommendations to enhance India's mineral security through domestic exploration, international cooperation via partnerships like the Mineral Security Partnership (MSP), and the promotion of circular economy practices and ESG standards.

The Union of Concerned Scientists finds that implementing battery recycling, improving vehicle efficiency, right-sizing battery range, and increasing non-vehicle transportation options could reduce newly mined lithium demand in the US by 48% between 2025 and 2050. This reduction equals 1.5 million metric tons of lithium. The report argues that high recovery rates (90%) could allow recycled content to meet nearly 60% of lithium demand by 2050. Key recommendations include federal recycling requirements, efficiency standards, and expanded public charging infrastructure to reduce the need for oversized batteries.

The report argues that the US can significantly reduce its reliance on newly mined minerals for electric vehicle (EV) batteries by prioritizing energy efficiency, right-sizing battery range, and implementing robust recycling policies. Through a 'Very Low Demand Scenario,' the authors demonstrate that newly mined lithium needs could be reduced by 48% from 2025 to 2050, saving 1.5 million metric tons of material. The analysis emphasizes that while electrification is essential for decarbonization, a systems-wide approach—including investments in public transit and rail to reduce vehicle miles traveled (VMT)—is necessary to create a sustainable and just supply chain.

The report analyzes challenges in localizing EV battery production in India, emphasizing the need for backward integration into high-value cell components and equipment manufacturing. It recommends prioritizing the production of synthetic anodes, electrolytes, and LFP cathodes to reduce reliance on critical mineral imports and leverage India's chemical sector expertise. Additionally, it suggests investing in next-generation battery R&D, establishing circular economy frameworks for battery recycling, and creating cell fabrication and testing centers to ensure quality.

India aims to indigenize battery manufacturing through the PLI-ACC scheme to install 50 GWh of capacity by 2026, yet remains heavily reliant on imports for cells, components, and machinery. The report identifies six primary challenges: skilled labour shortages, a lack of testing and validation centres, dependence on imported critical minerals, insufficient recycling infrastructure, the need for ESG standards to ensure export competitiveness, and high import dependence for manufacturing equipment. It recommends prioritizing the localization of synthetic anodes, electrolytes, and LFP cathodes, while expanding R&D for next-generation technologies like sodium-ion batteries.

The US electric school bus (ESB) market is expanding rapidly, with 12,167 commitments across 1,514 districts as of June 2024. While upfront costs remain three to four times higher than diesel buses, federal programs like the EPA's Clean School Bus Program and the Inflation Reduction Act provide significant subsidies. The market now offers 26 models across Types A, C, and D, with nameplate ranges between 100 and 300 miles. The transition involves complex integration of high-voltage vehicle systems, charging hardware (Level 2 and Level 3 DCFC), and charge management software to optimize costs and grid impact. Emerging solutions like repowering existing diesel buses offer a lower-cost alternative, typically ranging from $110,000 to $180,000.