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The report identifies that over 66 million people in the U.S. live near freight facilities and corridors, with those near clusters of 11 or more facilities facing a 32% higher cancer risk from air toxics than the national average. It advocates for Indirect Source Rules (ISRs), which require facilities to mitigate the pollution attracted by their operations, as a tool to address these disparities. The author details best practices for ISR design and proposes various compliance options, including the deployment of zero-emission vehicles, charging infrastructure, and innovative solutions like using wastewater treatment plant methane for port power.

South Africa holds approximately 80% of global Platinum Group Metals (PGMs), which are essential catalysts for PEM electrolysers and fuel cells used in green hydrogen production. While this provides a strategic opportunity for re-industrialisation and decarbonisation, the transition faces severe constraints, including an outdated electricity grid, water scarcity in high-resource areas, and a significant skills gap. The shift also threatens the coal and internal combustion engine automotive sectors, risking large-scale job losses in regions like Mpumalanga and the Eastern Cape. Geopolitically, South Africa must navigate competition between China and Western powers, particularly as the US has withdrawn support for the Just Energy Transition Partnership (JETP). The paper argues that for the transition to be 'just', the government must integrate mineral beneficiation with social safeguards, regional SADC integration, and comprehensive workforce reskilling.

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.

The document outlines a strategy for South Africa to develop its green hydrogen ecosystem by prioritizing trade-focused investments that deliver local benefits. It identifies critical hurdles, including inefficient ports and a lack of domestic electrolyser manufacturing, and proposes solutions such as 'green corridors' for marine fuels and regional certification standards. The brief emphasizes that social acceptance, particularly regarding water scarcity and community consultation, is essential for the sector's viability.

Hydrogen fuel cells (FCEVs) are identified as a more efficient alternative to internal combustion engines for heavy-duty trucking, particularly for long-haul and drayage operations where minimizing downtime is critical. Projections for the California market suggest FCEVs could serve 60% of long-haul and 35% of drayage trips by 2045. However, widespread adoption depends on hydrogen reaching price parity with diesel (approximately $4-$5/kg) and overcoming infrastructure delays and maintenance issues.

The Clean Air Task Force recommends that the EU implement a 100% CO2 emissions reduction target for new heavy-duty trucks by 2035, remove incentives for low-emission vehicles by 2030, and eliminate loopholes like the 'carbon correction factor'. The author asserts that zero-emission technologies, such as battery electric and fuel cells, are already commercially available and that regulatory certainty is required to prevent the EU from losing up to 11% of its market to China and the US by 2035. Adopting these standards is projected to add 27 billion EUR to the EU GDP and create 23,000 jobs.

The Clean Air Task Force asserts that while the Net Zero Industry Act (NZIA) strengthens the EU's manufacturing capabilities for net-zero technologies, the slow pace of infrastructure deployment—such as power lines and pipelines—could become a "fatal bottleneck." The authors propose three primary adaptations of NZIA policies for infrastructure: integrating clean energy infrastructure into spatial planning and mapping, implementing upper limits on permitting timelines for non-renewable net-zero technologies like advanced nuclear, and establishing "one-stop shop" administrative agencies to streamline permitting processes, citing Denmark as a potential model.

The report outlines a strategic framework to transition South Africa's TVET system toward a green hydrogen economy (GHE). It identifies critical gaps in current vocational training, such as low throughput and poor industry alignment, and proposes a 'demand-led' model using Centres of Specialisation (CoS). Through four quantitative scenarios, the report forecasts that an 'All-inclusive Portfolio' of domestic use and exports would maximize GDP growth and TVET job creation by 2050. Key recommendations include developing a Green Skills Master Plan, implementing nano-credentialing, and reskilling workers from sunset industries like coal mining into growth sectors such as platinum mining and green steel.

The report argues that BEVs are generally not the optimal short-term decarbonization strategy for most Indian vehicle segments due to high costs, a coal-dependent electric grid, and poor cost-effectiveness per ton of CO2 reduced, with the notable exceptions of commercial three-wheelers and low-speed vehicles. It suggests that improving conventional engine efficiency, adopting mild hybrid technology, and increasing ethanol blending offer more viable near-term emissions reductions.

The Union of Concerned Scientists finds that the United States can achieve a 98 percent reduction in transportation emissions by 2050 through rapid vehicle electrification, strengthened efficiency standards, and a transition to renewable electricity. The proposed 'Core scenario' involves ending sales of passenger cars and light trucks by 2035 and medium- and heavy-duty trucks by 2040, reducing liquid fuel use by 84 percent by midcentury. These pathways are deemed economically viable, with net energy costs estimated at less than 1 percent of GDP. The report emphasizes that this transition must be coupled with a power grid shift to 97 percent zero-carbon sources by 2050 and a focus on environmental justice for overburdened communities.

A coalition of environmental organizations argues that Metro board member Matt Letourneau is violating the agency's Code of Ethics due to his role as managing director at the U.S. Chamber of Commerce's Global Energy Institute and his receipt of campaign contributions from oil and gas interests. The petitioners claim Letourneau uses his position to advocate for compressed natural gas (CNG) buses and hydrogen fuel cells over battery electric buses, despite evidence that CNG and diesel buses have similar lifecycle carbon emissions and that electric buses are more reliable and cost-effective.

The report argues that military decarbonization is essential for both climate mitigation and operational effectiveness, as fossil fuel dependency creates strategic vulnerabilities. It highlights the lack of a standardized emission measurement methodology, noting that while 'standard operations' (buildings and administration) are relatively easy to green, 'non-standard operations' (heavy weaponry and combat mobility) present significant technological hurdles. The document evaluates the current efforts of NATO and the EU, suggesting that NATO can lead through standardization and normative influence, while the EU can leverage its legislative power and financial instruments like the European Defence Fund. It concludes with recommendations for EU-NATO coordination to avoid duplication and accelerate the transition to clean military power.

The document details a three-phase transition to a hydrogen economy in Estonia: immediate actions (2021-2025), scaling (2025-2030), and wide-scale adoption (2030-2050). Key goals include deploying over 300 MW of local electrolysis capacity by 2030 and achieving a hydrogen price of approximately 1.9 EUR/kg by 2030. The strategy focuses on decarbonizing hard-to-abate sectors such as heavy-duty transport, shipping, aviation, and chemical industries (specifically ammonia and methanol production). It identifies significant barriers, including the lack of a dedicated hydrogen strategy, insufficient renewable energy capacity, and missing regulatory frameworks for storage and distribution.

The adoption of the Advanced Clean Trucks (ACT) and Heavy-Duty Omnibus (HDO) rules in Oregon is projected to significantly reduce toxic air pollutants and greenhouse gas emissions from medium- and heavy-duty (M/HD) vehicles. By 2050, these regulations are expected to reduce NOx emissions by nearly 90% and PM2.5 by over 80%, preventing approximately 156 premature deaths and 118 hospital visits. Economically, the shift is projected to generate $21.2 billion in cumulative net societal benefits by 2050, with electric truck operators seeing an estimated $60,000 in net lifetime savings per vehicle by 2040 due to lower fuel and maintenance costs.

The document details the impact of Washington adopting the Advanced Clean Trucks (ACT) rule, which requires an increasing percentage of new medium- and heavy-duty (M/HD) vehicle sales to be zero-emissions starting in 2024. It highlights that while M/HD vehicles make up only 10% of vehicles on Washington roads, they contribute disproportionately to pollution, including 30% of global warming emissions, 60% of NOx, and 50% of PM2.5 from on-road vehicles. The transition is projected to eliminate nearly 47 million metric tons of carbon dioxide by 2050 and generate $24.9 billion in cumulative net societal benefits by the same year.

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.

The analysis evaluates Estonia's readiness for a hydrogen economy, focusing on the transport and industrial sectors as primary drivers for decarbonization. It models two scenarios (low and high) for hydrogen penetration by 2050, estimating that total investments could reach EUR 22.4 to 44.7 billion. The report highlights that while the transport sector—particularly shipping and rail—and the production of green ammonia and methanol offer the highest potential, significant barriers exist, including a lack of refueling infrastructure, high initial costs, and the need for a national hydrogen strategy. To unlock this potential, the study emphasizes the necessity of increasing renewable electricity capacity, specifically through offshore wind, and providing public investment to kick-start the market.

The analysis identifies significant potential for hydrogen adoption in Estonia's transport, industrial, energy, and building sectors. Under an ambitious scenario by 2050, Estonia could avoid 2.2 to 4.4 million tonnes of CO2 emissions and create up to 42,432 jobs, requiring total investments between 22.4 and 44.7 billion euros. The report highlights shipping and rail transport as high-potential areas due to technology maturity and high energy demand, while suggesting that ammonia and methanol production could turn Estonia from an importer to an exporter. Achieving these goals would require substantial increases in renewable electricity capacity, potentially doubling current demand projections, and a comprehensive national hydrogen strategy to coordinate regulatory and financial support.

The authors advocate for a diversified strategy to reach Canada's 2050 carbon neutrality goal, distinguishing between "safe bets" (commercialized technologies) and "risky bets" (emerging technologies). They argue that while safe bets can provide two-thirds of the emissions reductions needed by 2030, risky bets are necessary for cost-effective long-term elimination of emissions. The document calls for a combination of clear incentives for deployment and regulatory support for pilot projects, emphasizing public-private partnerships.

The document explores five supply-side pathways to reach 100 percent zero carbon power in the U.S. by 2035. It argues that while the final 10 percent of decarbonization is the most expensive, it can be achieved at a cost that keeps average wholesale rates similar to the 2020 average of 5.2 cents/kWh. The analyzed pathways include three green hydrogen options (fuel cells, turbine retrofits, and synthetic methane) and two carbon capture options (CCS retrofits and Direct Air Capture). The report highlights that green hydrogen production costs could drop to $1.50/kg by 2030 due to falling solar and wind costs and cheaper electrolyzers.