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AstraZeneca has transitioned over 80% of its global fleet of more than 22,000 vehicles to zero-emission models, with 37 markets now fully electrified. By prioritizing battery electric vehicles (BEVs) over hybrids from 2022 and implementing a market-by-market assessment, the company reduced its fleet emissions from 92.5 kTCO₂e in 2015 to 15.9 kTCO₂e in 2025. The strategy combined top-down targets, embedded in senior managers' objectives, with bottom-up change management, including training and funding for home charging, to overcome operational concerns among the sales force.

Uber transitioned from a market disruptor to a government partner in London by implementing a Clean Air Fee, negotiating vehicle discounts, and investing in charging infrastructure to help self-employed drivers adopt EVs. This local strategy, sparked by the introduction of the Ultra Low Emission Zone (ULEZ), informed Uber's global goal to become a zero-emission mobility platform by 2040.

The Canadian Climate Institute proposes a Powering Canada Forward Fund (PCFF) to address the financial challenge of scaling Canada's electricity grid. Because current regulatory models pass the cost of new infrastructure immediately to ratepayers, there is a risk that rising bills will deter the electrification needed for climate goals. The PCFF would use federal funding to cover the gap between utility costs and customer receipts, deferring the cost of anticipatory build-out until new demand arrives to share the burden. This mechanism shifts demand risk from ratepayers to the federal government and ensures that the benefits of a larger, more efficient system are shared across generations of users.

Over 100 companies, representing more than $1.5 trillion USD in annual revenue, call for governments to accelerate the transition to clean electrification. They argue that reliance on volatile fuel markets undermines competitiveness and that electrifying transport, buildings, and industry is a cost-effective way to strengthen energy security. The statement urges international cooperation through bodies like the G7 and G20, and national policies focused on affordability, electricity market design, grid modernization, and clear electrification timelines.

The document argues that curbside charging is a critical alternative for renters and multifamily housing residents who lack private off-street parking. It emphasizes that successful deployment requires early engagement with 'program stakeholders' (government and private entities) and 'community stakeholders' (residents and local organizations) to navigate the complexities of urban infrastructure. The guide outlines four business models—'own and operate', 'lease', 'external operator', and 'concession'—noting that the choice depends on whether the city prioritizes program control, financial risk mitigation, or specific goals like addressing 'EV charging deserts'. It also suggests community engagement tools such as surveys, pop-ups, and dedicated websites to build trust and correct EV misconceptions.

The guide outlines ten ways US cities can advance electric mobility through permitting reform, building codes, targeted public charging, and shared e-mobility services to ensure an equitable transition.

Earthjustice's Counter/Act report details its multifaceted legal and advocacy response to the second Trump administration's environmental policy rollbacks. The organization has scaled up litigation, launched a dedicated enforcement team to fill gaps in federal oversight, and shifted focus toward state-level protections for clean energy and public health. Key achievements include defending electric vehicle infrastructure, challenging the repeal of the endangerment finding, and securing state-level wins on landfill emissions in Colorado and environmental justice laws in New Jersey.

The report identifies that approximately 80% of residential EV charger projects in Chile are rejected by co-owner communities because electrical networks are classified as common property under Law No. 21.442, requiring high assembly quorums for any intervention. While technical standards (RIC N°15) and urban ordinances (OGUC) provide pathways for installation, they do not override the need for community consent. Comparing jurisdictions in the US, Europe, and Brazil, the report finds a global trend toward recognizing an individual's right to install charging infrastructure. It concludes that the only scalable solution for Chile is a punctual modification of Law No. 21.442 to allow installations via simple notification, provided the owner bears all costs and adheres to safety standards.

The document outlines the role of EV carshare in addressing urban mobility, affordability, and air quality. It compares three primary business models—cooperative, for-profit, and nonprofit—and details operational considerations such as site selection, reservation structures, and the critical challenge of insurance. It highlights the potential for EV carshare to reduce private vehicle ownership and development costs, citing a specific example from Austin, Texas, where parking requirement reductions saved $38.5 million in housing costs. The guide emphasizes the need for strategic partnerships, diversified revenue streams, and iterative program design to ensure long-term financial viability and equitable access.

The report argues that traditional conservative utility planning, which bases connection decisions on worst-case load scenarios, creates lengthy delays for electric truck charging sites. Flexible service connections (FSCs) offer an alternative where customers agree to limit charging during peak hours to ensure grid safety, reducing energization timelines from years to months. RMI's analysis of Pacific Gas & Electric (PG&E) and National Grid data shows that FSCs are most effective on feeders with sharp, narrow late-afternoon peaks, typically near large population centers. In PG&E territory, just four hours of load shifting could theoretically support more medium- and heavy-duty electric vehicles than have been sold to date in California. The report highlights the role of managed charging and on-site battery storage in making FSCs operationally viable for fleets and calls for regulators to standardize these offerings.

The Union of Concerned Scientists (UCS) developed a spatial analysis using dasymetric mapping and source-specific buffers to quantify population exposure to freight pollution in the contiguous US. The research found that over 66 million people live near freight facilities and corridors, with higher concentrations of facilities strongly correlating with increased cancer risk, diesel particulate matter, and social inequities. To address this, the document reviews indirect source rules (ISRs), which require facilities to mitigate the pollution attracted by their operations through options such as zero-emission vehicle deployment, charging infrastructure, and on-site renewable energy.

After a record year in 2024, the U.S. EV market experienced a 4% sales decline in 2025, driven by the expiration of federal tax credits and a volatile regulatory environment. While charging infrastructure continues to grow through private investment, nearly $20 billion in manufacturing projects have been canceled, particularly in the Midwest and South. Major automakers are shifting strategies toward hybrids and affordable models to mitigate losses, while workers face increased layoffs and production pauses. Despite these setbacks, long-term forecasts from BloombergNEF and the IEA suggest continued, albeit slower, EV adoption through 2030.

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 report provides a 2025 baseline of corporate vehicle fleets in Chile, finding that while current electric vehicle (EV) adoption is low at 7%, there is significant interest in transitioning due to operational savings and environmental benefits. Adoption is highest among larger companies and specific sectors like tourism and mining, though it is hindered by limited model availability, insufficient charging infrastructure, and financing gaps. The study introduces an Electromobility Predisposition Index (IPE) to segment companies by their readiness to adopt EVs, noting that companies in regions show higher predisposition than those in the Metropolitan Region.

The briefing critiques Sweden's Social Climate Plan for its limited focus on a single electric vehicle premium, arguing that it ignores 120,000 heating-poor households and fails to address the root causes of transport poverty. Using the Transitional Assistance Framework, the authors categorize the plan as 'adaptive' but 'narrow' because it provides financial aid without addressing structural barriers like charging infrastructure or public transport. The document contrasts Sweden's approach with more comprehensive proposals from Greece, Latvia, and Poland, and recommends that EU member states prioritize structural investments over short-term technology subsidies to ensure a truly just transition.

India's transport sector, the country's third-largest GHG emitter, is shifting toward electrification to meet climate commitments. While the transition supports goals like a 30% EV sales share by 2030 and creates jobs in battery manufacturing and charging infrastructure, it necessitates a coordinated strategy for reskilling the workforce to handle complex electric drivetrains and software integration.

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 highlights the transition to electric vehicles (EVs) as a method to eliminate tailpipe emissions, citing Shenzhen's replacement of internal combustion engine buses with 16,000 electric buses. While the transition in Shenzhen reduced transportation emissions by an estimated 1.4 million tonnes CO2e annually, it also increased emissions within the electricity sector due to charging demand. The report notes a total project impact of 1 MtCO2e and a global emissions reduction potential for EV transitions of 3 BtCO2e.

The document outlines outcomes from a May 2025 workshop involving 27 Swedish stakeholders to address vulnerabilities in electric bus fleets. Key challenges identified include grid capacity constraints, the impact of cold weather on battery range, and fragmented data standards. The guide proposes a 'prepare-absorb-recover-adapt' framework and offers specific recommendations, such as conducting depot-grid capacity studies before tenders, establishing reduced-service plans for power outages, and creating a common data standard for monitoring state-of-charge and charger uptime. It further suggests aligning contract terms with the longer lifespan of depot infrastructure and developing decision-support tools for backup power options like battery storage or hybrid generators.

The report evaluates the implementation of the MTE and +TE programs, which introduced 405 electric vehicles across 10 Chilean regions to modernize minor public transport. Key findings include an average economic saving of over 3 million pesos per beneficiary and a positive shift in driver and citizen perceptions of electric vehicle technology. While the programs successfully addressed gender gaps and demonstrated operational viability for trips under 300 km daily, challenges remain regarding residential charger installation delays, digital gaps among older drivers, and initial distrust regarding battery autonomy.