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The document asserts that the fuel economy of U.S. tractor-trailers has remained stagnant since the 1970s, averaging around 6 miles per gallon. It argues that implementing stronger standards could improve the efficiency of new trucks by 40 percent by 2025, raising average fuel economy from 6.3 mpg to 10.7 mpg. Such improvements would reduce petroleum consumption by over 570,000 barrels of oil per day and prevent over 110 million metric tons of global warming emissions annually. Economically, the report claims these standards would save truck owners $30,000 in fuel costs per vehicle annually and could reduce freight rates by nearly 10 percent, potentially providing households with $135 in annual savings.

The report examines the environmental and economic impacts of heavy-duty truck fuel efficiency in the U.S., arguing that standards increasing efficiency by 40% by 2025 would save billions in costs and reduce millions of metric tons of emissions.

The document analyzes the Brazilian freight transportation sector, which is heavily reliant on road transport. It evaluates the National Plan for Logistics and Transport (PNLT), estimating that an 'ideal' modal shift toward rail and waterways by 2025 could reduce GHG emissions by over 40% compared to a business-as-usual scenario. However, the study identifies significant barriers, including a complex dual-taxation system on multimodal transport, a deeply embedded 'road culture' supported by a strong truck manufacturing industry, and regulatory inconsistencies between transport agencies. It proposes a set of input, process, output, and outcome indicators to monitor the plan's progress and the resulting energy efficiency and emission reductions.

The report compares a Baseline scenario, where China's energy sector emissions grow to 18.9 GT by 2050, with a Deep Carbon Reduction Scenario (DCRS). The DCRS aims to reduce 2050 emissions to 1.9 GT by implementing aggressive energy efficiency, electrification of transport, large-scale renewable deployment, and carbon capture and storage (CCS) in the power sector. The analysis concludes that while technically possible, the DCRS requires the simultaneous and rapid implementation of all proposed measures to meet the 230 GT cumulative emissions budget.

The report proposes a two-step strategy to improve the efficiency of Class-8 tractor-trailers. Step 1 focuses on technological improvements in aerodynamics, tire rolling resistance, and powertrain efficiency, which could increase fuel economy from 6.5 to 12.3 mpg. Step 2 examines the use of 'turnpike doubles'—long combination vehicles (LCVs) with two 48-foot trailers and a gross vehicle weight rating (GVWR) of 120,000 pounds—to increase freight productivity. Together, these measures could raise ton-mile efficiency by a factor of approximately 2.5, potentially saving 4 billion gallons of diesel fuel and 45 million tonnes of CO2 emissions annually for the U.S. fleet.

The authors argue that European transport policies are outdated because they assume a permanent increase in driving and flying. They suggest that the convergence of new technologies—such as autonomous vehicles, 3D printing, and shared mobility—offers a choice between a 'transport heaven' of reduced congestion and greenery, or a 'transport hell' of increased vehicle kilometers and pollution. The text advocates for a European-wide strategy that prioritizes 'mobility' (satisfying needs without necessarily changing location) over 'transport' (the physical movement of vehicles), citing the Netherlands' transition to cycling as a model for urban transformation.

The report calculates the ecological footprint (EF) of the North West region of England, finding it to be 6.2 global hectares (gha) per capita. This level of consumption would require more than three planets if adopted globally. The study identifies food consumption, construction, and transport as the primary drivers of the region's environmental impact, with food being the largest single EF component. It proposes 'Factor Four' efficiency scenarios to reduce these impacts by 2020 and 2050.

The study assesses the potential for China's road transport sector to peak greenhouse gas (GHG) emissions and petroleum demand, estimating that emissions could be reduced by 50-95% by 2060 compared to 2020 levels. It highlights that freight transport requires more significant emission reductions than passenger transport, specifically a cumulative 19,367 million tonnes of CO2eq from 2020 to 2060. The research identifies vehicle electrification, structural changes, and fuel efficiency as critical drivers, with total low-carbon investment needs estimated between CNY 39-83 trillion through 2060.

The document examines clean hydrogen as a complementary solution to electrification for decarbonizing US freight transport. While facing hurdles in cost, infrastructure, and storage, hydrogen is positioned as a leading solution for long-haul and heavy-duty transport by mid-century. The paper details specific applications across road, maritime, air, and rail sectors, while emphasizing that climate benefits depend on the use of low- and zero-carbon production feedstocks.

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.