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The document details the financial and environmental impacts of transitioning to clean transportation in New York. It estimates that by 2050, cumulative investments of nearly $218 billion in electrification, efficiency, and low-carbon fuels will yield a net benefit of $80.5 billion, primarily driven by fuel savings and avoided environmental costs.

The Union of Concerned Scientists reports that investing in fuel efficiency, vehicle electrification, and low-carbon fuels in Pennsylvania would result in a cumulative net benefit of over $60 billion by 2050. The analysis indicates that while electricity generation and storage represent the largest investment cost, these are offset by significant fuel savings and avoided environmental and health costs. By 2050, these measures would avoid 515.4 million metric tons of carbon dioxide and reduce fossil-based liquid fuel use by 52.5 billion gallons.

The document details the economic and environmental impact of transitioning to clean transportation in Rhode Island. It estimates that a total investment of nearly $14 billion by 2050 will yield nearly $19 billion in returns, resulting in a cumulative net benefit of over $5 billion. Key drivers of this transition include vehicle electrification, improved fuel efficiency, and low-carbon fuels, which together are projected to avoid 38.7 million metric tons of CO2 and reduce fossil-based liquid fuel use by 4 billion gallons by 2050.

The document details the costs and benefits of transitioning to clean transportation in Virginia by 2050. It estimates that a total investment of $142.5 billion in electrification, fuel efficiency, and low-carbon fuels will generate a cumulative net benefit of nearly $57 billion, primarily driven by fuel savings and avoided environmental costs, while reducing CO2 emissions by 412.1 million metric tons.

The document details the economic and environmental impact of transitioning to clean transportation in Vermont. It estimates that a total investment of $13.4 billion by 2050 will result in a cumulative net benefit of $4.5 billion, driven primarily by fuel savings and avoided environmental costs, while significantly reducing carbon dioxide emissions.

The document argues that Northeast and Mid-Atlantic states can significantly reduce CO2 pollution and consumer fuel spending by transitioning to electric vehicles and low-carbon fuels. It highlights specific targets for emissions cuts and emphasizes the need for equitable investments that prioritize polluted communities and marginalized populations.

The document consists of a series of data tables (Appendix F) detailing the financial and environmental impacts of transportation decarbonization across several US states. It tracks costs such as incremental vehicle costs and charging infrastructure against benefits like gasoline and diesel fuel savings, as well as monetized greenhouse gas (GHG), NOx, and PM2.5 reductions. The data is split between 'MID' and 'HIGH' scenarios for each state, projecting outcomes through 2050.

The Climate Bonds Initiative evaluates the JPY10bn green bond issued by Nippon Yusen Kaisha (NYK) on 24 May 2018. While the bond is included in the Climate Bonds database because LNG-fuelled ships are currently the lowest-emission option for long-haul shipping, the briefing argues that switching to LNG is insufficient for long-term climate goals. LNG-fuelled ships reduce total GHG emissions by only 15-21% and CO2 by 30% compared to heavy fuel oil ships, failing to meet the IMO's 2030 target of a 40% cut in GHG emission intensity. The document highlights the risk of 'lock in' to fossil fuels, as these vessels will operate into the 2030s, potentially delaying the transition to commercially viable renewable fuels like ammonia and hydrogen. It also emphasizes the necessity of controlling methane leakage to prevent LNG from having a worse GHG profile than traditional fuels.

The Consumer and Fuel Retailer Choice Act (S.517, H.R. 1311) seeks to amend the Clean Air Act to permit the year-round sale of E15 (15 percent ethanol) fuel. Currently, Reid Vapor Pressure (RVP) standards—designed to limit smog-forming evaporative emissions during summer months—effectively block E15 sales from June 1 to September 15, as the existing one-pound RVP waiver only applies to blends between 9 and 10 percent ethanol. The document asserts that E15 is compatible with nearly 90 percent of U.S. vehicles (model year 2001 and newer) and offers environmental benefits, including reduced greenhouse gas emissions and lower toxic volatile organic compound (VOC) emissions compared to E10. It further notes that the current seasonal restrictions impose costs on retailers, including an estimated $200 million in 2017 for pump re-labeling, and lead to significant customer loss during the summer. The text advocates for extending the RVP waiver to blends above E10 to lower consumer costs and support the transition to mid-level ethanol blends (E25 to E40) for more efficient internal combustion engines.

The report finds that while Estonia's building sector is relatively well-controlled due to existing regulations, a 19% further reduction in energy consumption is needed to meet 2030 EU targets. In contrast, the transport sector's energy demand is projected to grow by 18% by 2030 under business-as-usual conditions, failing both national and EU targets. The most effective interventions identified are large-scale building shell renovations and the adoption of fuel-efficient, electric, and hybrid vehicles.

The document outlines cross-cutting barriers to energy efficiency in Estonia, categorized as social, cultural, economic, educational, and institutional. It concludes that without additional policy measures, Estonia will fail to meet its 2020 energy efficiency target. While 2020 GHG targets for the non-ETS sector are likely to be met, achieving 2030 targets will require significant interventions, including the renovation of 40% of single-family and 50% of multi-family houses, as well as improved fuel efficiency and spatial planning in the transport sector.

The report argues that while vehicle tailpipe emissions are decreasing due to efficiency gains, the overall climate impact of gasoline is rising because the oil industry is shifting toward more energy-intensive and polluting extraction and refining methods. It highlights the high emissions from depleted wells, tight oil (fracking), and tar sands, and calls for increased transparency, the elimination of routine flaring, and a transition to cleaner fuels to reduce the projected 100 billion barrels of oil consumption between 2015 and 2035.

The National Program for fuel efficiency and emissions standards is a cornerstone of Connecticut's strategy to reduce transportation emissions, which account for 40 percent of the state's total. The Union of Concerned Scientists estimates that the program has already saved Connecticut drivers $324 million since 2011 and reduced oil consumption by 97 million gallons. By 2030, the program is projected to lower the state's global warming emissions by 4.5 million metric tons per year, save consumers $1.5 billion in gas expenses, and create over 4,000 jobs, increasing the state's GDP by more than $1 billion.

The National Program for fuel efficiency and emissions standards is a cornerstone of Maryland's strategy to reduce transportation emissions, which account for 38 percent of statewide emissions. The Union of Concerned Scientists estimates that the program has already saved Maryland drivers $535 million in fuel costs since 2011 and reduced annual transportation-related emissions by 754,000 metric tons. By 2030, the program is projected to lower the state's global warming emissions by 9.1 million metric tons per year, create over 6,000 jobs, and increase the state's GDP by more than $1.3 billion.

The National Program for fuel efficiency and emissions standards is a cornerstone of New Jersey's strategy to reduce transportation emissions, which account for 41 percent of statewide emissions. The program has already reduced annual transportation-related emissions in the state by 935,000 metric tons and saved drivers $648 million in fuel costs since 2011. By 2030, the program is projected to lower New Jersey's global warming emissions by 9.3 million metric tons per year, create over 15,000 jobs, and increase the state's GDP by more than $1.5 billion.

The National Program for fuel efficiency and emissions standards is a cornerstone of New York's strategy to reduce transportation emissions, which account for 33 percent of statewide emissions. The program has already reduced annual transportation-related emissions in New York by 2 million metric tons and saved drivers $1.5 billion in fuel costs since 2011. By 2030, the program is projected to lower the state's global warming emissions by 21 million metric tons per year, save consumers $7 billion in gas expenses, create over 40,000 jobs, and increase the state's GDP by more than $6 billion.

The document assesses the impact of the US National Program's fuel efficiency and emissions standards on Pennsylvania, highlighting reductions in global warming emissions, oil consumption, and consumer costs. It argues that maintaining these standards through 2025 is essential for the state to meet its climate goals and stimulate economic growth through job creation and increased GDP.

The National Program for fuel efficiency and emissions standards is critical for the Northeast, where passenger vehicles account for over 25% of regional emissions. The program has already reduced oil consumption by 1.3 billion gallons since 2011 and is projected to lower global warming pollution by 75 million metric tons per year by 2030. Economically, it is estimated to save the average Northeast household over $2,400 annually by 2030 and create more than 125,000 regional jobs.

The document traces the evolution of octane sources in the U.S., from the use of tetraethyl lead to petroleum-based aromatics (BTEX) and ethanol. It details the health risks associated with lead and BTEX, the regulatory phase-outs mandated by the EPA under the Clean Air Act, and the potential for mid-level ethanol blends (E25 to E40) to enable more fuel-efficient engines and lower greenhouse gas emissions.

The document traces the evolution of octane boosters in the United States, from the early use of tetraethyl lead to the current reliance on the BTEX complex and ethanol. It details how health concerns—such as lead poisoning in children and groundwater contamination from MTBE—led to regulatory phase-outs under the Clean Air Act and its amendments. The author argues that increasing ethanol blends (specifically mid-level blends between E25 and E40) can enhance engine efficiency, lower greenhouse gas emissions, and reduce the health risks associated with petroleum-based aromatics.