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The document concludes that a 100% electric fleet in Greater Valparaíso by 2040 is technically feasible but depends on overcoming structural barriers, most notably the critical shortage of charging infrastructure and electrical grid capacity. It highlights that while electric buses can handle the city's steep slopes with specific mechanical adjustments, the current atomized operator model is incompatible with the required investment scale. The report proposes a transition based on the 'Licitación 2025' model, which separates assets from operation, and suggests a phased roadmap including the creation of a regional technical office and a dynamic demand model. It also draws lessons from international experiences in the Netherlands, China, Colombia, and Santiago, emphasizing the role of state-led land management and innovative financing to reduce CAPEX risks.

The document argues that adopting the ACT rule is essential for New York to meet its climate goals under the Climate Leadership and Community Protection Act (CLCPA) and to address severe public health disparities caused by diesel emissions. It highlights that medium- and heavy-duty vehicles (MHDVs) are a primary source of greenhouse gases and toxic air pollutants, particularly in communities of color. The authors assert that zero-emission MHDVs are technically viable and cost-effective, projecting that the rule would add over 228,000 zero-emission vehicles by 2050 and generate $1.9 billion in net societal benefits. The statement recommends strengthening the rule by limiting early crediting to one year and lowering the fleet reporting threshold to five vehicles to better identify pollution hot spots and address labor misclassification.

The United States aims to reduce greenhouse gas emissions to 50 to 52 percent below 2005 levels by 2030, but the Inflation Reduction Act (IRA) is projected to achieve only a 40 percent reduction. To close this gap, the document recommends stronger federal and state standards for electricity, industry, transportation, and buildings. Modeling indicates that achieving the NDC would significantly increase public health and economic benefits compared to the IRA alone, avoiding 6,800 premature deaths and adding $690 billion per year to GDP.

The document argues that U.S. states must implement rapid responsive strategies to counter the economic impacts of the One Big Beautiful Bill Act (OBBBA), which is projected to increase energy bills by $170 billion and cost 790,000 jobs by 2035. Specifically focusing on electric transportation, it highlights that while federal incentives for EVs and charging end in September 2025, states can maintain progress by addressing barriers such as high upfront costs, inequitable charging access, and slow interconnection. The guide proposes a toolkit of no-regrets actions, including financial incentives, clean fuel standards, the establishment of a State Charging Infrastructure Coordinator, EV-ready building codes, and government fleet electrification.

The Inflation Reduction Act (IRA) provides tax credits for passenger and commercial electric vehicles, charging infrastructure, and domestic supply chain manufacturing to reduce U.S. greenhouse gas emissions. While these incentives support the growth of the medium- and heavy-duty EV markets and improve accessibility for low-income households, modeling by Energy Innovation Policy & Analysis LLC indicates they are insufficient to align with a 1.5 degree Celsius climate scenario. The document argues that the U.S. must implement more stringent tailpipe standards, state-level clean vehicle mandates, and grid investments to accelerate the transition.

The City of Cape Town (CCT) conducted a three-year pilot project (2020-2022) comparing five BMWi3 electric vehicles (EVs) with five VW Golf GTI internal combustion engine (ICE) vehicles. The study found that EVs are more affordable over a seven-year period when combining purchase price and operational costs, with the BMWi3 costing R768,950 compared to R1,415,281 for the ICE equivalent. The CCT identifies 477 hatchback vehicles in its fleet as potential candidates for electrification to reduce the 4,000 tonnes of CO2 emitted annually by that segment. The report emphasizes that EVs serve as a decarbonisation lever if charged with renewable energy and that future procurement must align vehicle range and charging infrastructure with operational requirements.

The document argues that EVaaS—a bundled subscription model covering vehicles, charging infrastructure, and maintenance—can make electric vehicle (EV) adoption more attractive for South African fleet managers by removing high upfront capital costs. Using a theoretical case of 50 panel vans, it demonstrates that EVaaS is financially viable compared to internal combustion engine (ICE) vehicles if monthly subscriptions are priced at or below R16,000 per vehicle. It highlights a real-world application by Everlectric with Woolworths and DSV, noting significant operational cost reductions and CO2 savings, while identifying a lack of accurate residual value data from banks as a primary financial hurdle for EVaaS providers.

The International Institute for Sustainable Development (IISD) argues that COVID-19 recovery spending provides a critical opportunity to shift public finance away from fossil fuels and toward clean energy. The proposed blueprint includes stopping public funding for fossil fuel production, reforming subsidies and implementing taxes to raise an estimated USD 553 billion annually, and incentivizing private investment in clean electricity. The framework emphasizes a just transition involving dialogue between workers, employers, and governments to ensure no one is left behind during the energy transition.

The document outlines the technical framework for RMI's State Clean Energy Eco graphics, which project the scale of energy transformation required for the US to reach net zero emissions by 2050. It details the use of the Princeton Net Zero America (NZA) project as the primary data source, supplemented by the Energy Policy Simulator (EPS), NREL Cambium scenarios, and population projections. The methodology covers specific metrics across electricity, industry, transportation, buildings, and human impact, including a detailed approach for downscaling potential federal investments from the Inflation Reduction Act (IRA) to the state level. To account for uncertainty in 2050 projections, metrics are generally rounded to one significant figure.

The 'Deliver Electric Delhi' pilot is a collaboration between RMI, the Dialogue and Development Commission of Delhi (DDC), and 36 private sector partners to accelerate the adoption of electric vehicles (EVs) for final-mile delivery. The initiative addresses the high pollution and carbon emissions caused by urban freight, which accounts for 45% of vehicular NOx pollution in Delhi. The pilot follows a three-phase approach—design, execution, and documentation—to gather data on total cost of ownership (TCO), vehicle productivity, and charging patterns. This data is intended to reduce risks for EV owners and financiers and inform public policy and infrastructure planning.

The document outlines a roadmap for transitioning the U.S. school bus fleet from diesel to electric, highlighting barriers such as high upfront costs and infrastructure complexity, while proposing systems-level solutions and priority actions for the next one to three years.

The document examines international subnational case studies to guide Vietnamese cities in creating electric mobility roadmaps. It highlights that while Vietnamese cities share contexts with other Asian cities, they are comparable to Californian cities regarding public transit usage. The paper suggests that Vietnam can move beyond narrow e-mobility uptake goals toward broader climate and air quality objectives, noting the unique presence of a local OEM, Vinfast.

The report analyzes the economic and health impacts of the shift to electric vehicles (EVs) in Michigan, projecting significant job growth and consumer savings if the state proactively adopts supportive policies. While the overall state economy is expected to grow, the transition will cause job shifts away from internal combustion engine manufacturing and maintenance, necessitating targeted policies to ensure an equitable transition for workers and low-income communities.

The document outlines a four-phase framework for developing an e-mobility roadmap: planning and preparation, visioning, development, and implementation, monitoring, and revision. It emphasizes the importance of stakeholder engagement, prioritizing specific vehicle segments for electrification, and utilizing both monetary and non-monetary incentives to drive adoption. Key global examples include India's investment in battery manufacturing and one-stop shop information portals, Singapore's focus on charging infrastructure in multi-dwelling buildings, and Thailand's comprehensive target-setting for EV stock and production.

The study analyzes the adoption potential of zero-emission heavy-duty trucks (HDTs) in China, finding that while regional delivery trucks may become cost-competitive by 2030–34 without policy, long-haul trucking will remain nascent through 2035. It recommends segment-specific targets, such as a 33–57 percent adoption target for regional delivery tractor trailers by 2030, and identifies a 50 percent reduction in road charges as the most effective policy for acceleration.

The document argues that electric school buses (ESBs) improve air quality and reduce operating costs compared to diesel buses, which contribute to respiratory illnesses and school absenteeism. It highlights the Clean School Bus Program (CSBP) as the primary driver of deployment, having announced nearly $3 billion for 966 awards as of June 2024. To sustain progress, the author recommends that the EPA disburse all awarded funds, Congress preserve specific tax credits, and state governments provide complementary funding, infrastructure support, and workforce training.

The report analyzes 16 global case studies to map the hazards of electric bus adoption, highlighting critical gaps in operational knowledge, procurement flexibility, and institutional authority.

The EV Grid Simulator is a tool developed by the World Resources Institute and the UPS Foundation to help stakeholders like city planners and utility operators analyze how EV charging affects distribution transformers and substations. By inputting data on EV characteristics, charging infrastructure, and grid capacity, users can estimate unmanaged energy demand, identify grid vulnerabilities, and calculate optimized charging curves to defer infrastructure upgrades. The tool also explores vehicle-grid integration (VGI) potential for grid services and helps determine optimal charging locations based on grid resilience and parking habits. However, the model is limited by the accuracy of user inputs, does not provide financial cost-benefit analyses, and cannot accommodate vehicles that charge more than once per day.

The World Resources Institute (WRI) offers a comprehensive technical assistance menu for school districts transitioning to electric school buses, covering five stages: foundation setting, planning and procurement, charging infrastructure, testing and training, and deployment and scaling. The initiative aims for an equitable transition of the U.S. school bus fleet to electric by 2030, prioritizing districts in underserved communities.