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The document identifies high raw material costs, long manufacturing cycle times, and a lack of automotive-specific design standards as primary obstacles to using carbon fiber composites in vehicles. It argues that reducing material costs from approximately $11/lb to $6-$8/lb is essential for viability. The proposed solution is a 'substitution to transformation' approach, starting with individual part substitutions (e.g., engine mounts or battery carriers) to build supply chain scale before moving to full body-in-white implementation. The briefing also emphasizes the need for advanced CAE tools for crash modeling and the development of recycling and repair processes to ensure lifecycle robustness.

Medium- and heavy-duty vehicles account for 20 percent of U.S. transportation fuel consumption despite being only 4 percent of vehicles. The document outlines how hybrid-electric, battery electric, and fuel cell technologies, along with external power systems and battery-powered auxiliary units, can reduce fuel costs and oil dependency.

The report examines the application of hybrid-electric, battery-electric, fuel cell, and plug-in hybrid technologies in the US trucking sector. It highlights specific use cases, such as urban delivery, port drayage, and auxiliary power units, noting that while medium- and heavy-duty trucks make up only 4% of road vehicles, they account for approximately 20% of transportation fuel consumption. The document argues that expanding electrification is a key strategy for doubling truck fuel efficiency and halving projected US oil consumption over 20 years.

The report examines the high cost of petroleum subsidies in India, specifically for domestic LPG and PDS kerosene, and proposes a transition to direct cash transfers. It highlights significant under-recoveries for oil marketing companies and systemic leakages in the Public Distribution System (PDS). The authors recommend short-term measures such as capping subsidized LPG cylinders and conducting more pilot studies, while proposing long-term reforms including improved BPL surveys, increased financial inclusion, and calibrated price decontrol.

The report argues that a universally applied market-based instrument (MBI), specifically a cap-and-trade scheme, is the most effective and politically feasible way to address emissions from international transport. To comply with the principle of common but differentiated responsibilities (CBDR), the report proposes a governance structure where revenues or allowances are selectively disbursed to ensure no net incidence on developing countries. The remaining value would be transferred to the Green Climate Fund and used for fuel-efficiency improvements. The author concludes that an emissions trading system (ETS) is superior to levy-based systems because it avoids being classified as an international tax and does not require the direct funding of an international organisation or the hypothecation of national fiscal revenues.

The research finds that income and price elasticities for passenger transport in the UK were very high in the mid-nineteenth century and have declined continuously, with land transport becoming price inelastic in the 1920s and income inelastic by the early 1940s. Technological transitions, specifically the introduction of cars and airplanes, are found to have delayed the decline of these elasticities by providing higher quality services. The author argues that while future energy transitions in land transport are unlikely to cause the dramatic energy consumption spikes seen in the nineteenth century, they may still shift energy use trends upward, suggesting that carbon pricing should focus on encouraging low-carbon technology rather than reducing overall travel demand.

The report assesses four fleet scenarios for the Tallinn Bus Company (TAK) up to 2020: continuing with conventional diesel, or transitioning to bioethanol (ED95), biodiesel (B100), or diesel-electric hybrids. While alternative fuels significantly reduce greenhouse gas emissions and external costs, they are more expensive to operate than conventional diesel. The study finds that the most cost-effective way to reduce local air pollution (PM and NOx) is simply replacing old buses with new Euro V and VI diesel models, as the emission gap between new diesel and alternative technologies has narrowed. Biodiesel offers the highest CO2 reduction potential, while hybrids provide the best fuel economy. The report recommends a diversified technology approach to mitigate risks associated with fuel prices and supply.

The report analyzes transport-related emissions in Tallinn from 2000 to 2009, noting a significant increase in CO2e emissions driven primarily by private car usage. It evaluates various fiscal and regulatory measures to mitigate these impacts, with a specific focus on municipal service vehicles. The study finds that implementing eco-driving training for municipal fleets could reduce CO2e emissions by 1,330 to 2,660 tons annually and save between 0.5 and 1 million euros in fuel costs. Despite strategic goals for sustainable transport, the report concludes that Tallinn's actual progress is hindered by a continued focus on car-centric infrastructure.

The report examines the Swedish hybrid-electric vehicle TIS between 1990 and 2010, finding that while early efforts were driven by urban air quality and concept vehicles, later developments shifted toward fuel efficiency and CO2 reduction. It highlights the role of state-funded R&D programs in maintaining technical knowledge and the significant impact of international dynamics, such as the success of the Toyota Prius and EU emission directives, over national governance in driving commercialization.

The policy brief proposes a 'feebate' system—where inefficient vehicles are surcharged and efficient ones are rebated—to overcome consumer discounting of long-term fuel savings. It outlines design recommendations from an RMI-hosted expert forum, including size-neutrality and manufacturer-level implementation. The brief cites France's 'bonus-malus' program as a successful example that significantly reduced new vehicle CO2 emissions, while noting that a U.S. version should prioritize technological innovation across all vehicle sizes rather than just shifting buyers to smaller cars.

The report argues that independent owner-operators in the U.S. are trapped in a cycle of using inefficient used Class-8 trucks due to subprime credit status and high upfront costs for new vehicles. It proposes the Federal Freight Efficiency Authority (FFEA), modeled after the Federal Housing Administration (FHA), to insure lease payments for new, efficient trucks. This mechanism would lower interest rates for truckers, increase their profit margins, and incentivize OEMs to produce more efficient vehicles. The author estimates that expanding this to small fleets could reduce Class-8 fuel consumption by 32%, saving 55 billion gallons of oil over ten years. The FFEA would be self-funded through insurance premiums and could potentially supplement the Highway Trust Fund with its profits.

The World Resources Institute analysis finds that while existing federal and state tools can significantly reduce greenhouse gas emissions, even the most ambitious 'Go-Getter' scenario falls short of the U.S. Copenhagen pledge to reduce emissions 17 percent below 2005 levels by 2020. The report models three levels of regulatory ambition—Lackluster, Middle-of-the-Road, and Go-Getter—across key sectors including power plants, transportation, and industry. It concludes that additional legislative action is necessary to meet international climate targets and the long-term goal of 80 to 95 percent reductions by 2050.

The report argues that WTO rules provide sufficient flexibility for countries to implement bold climate measures and that the WTO should not be used as an excuse for policy inaction. It analyzes several policy tools, concluding that most are WTO-consistent if designed non-discriminatorily. Specifically, it finds that energy labels and minimum standards are generally permissible under the TBT Agreement and GATT, and that fuel efficiency standards are likely to meet 'necessity' requirements given the urgency of climate change. Border carbon adjustments are viewed as permissible in principle, though they risk contradicting the principle of 'common but differentiated responsibilities' by shifting burdens to developing nations. Green subsidies are also deemed largely compatible, provided they do not mandate the use of domestic products. The authors emphasize that the logic of trade expansion inherent in the WTO is fundamentally at odds with GHG reduction goals, suggesting that 'Kyoto-compliance' should take precedence over 'WTO-compliance'.

The report examines the compatibility of various climate policies—including labelling, fuel efficiency standards, border carbon adjustments, and green subsidies—with WTO law. It concludes that WTO rules do not prevent countries from taking immediate action to combat climate change, provided the measures are properly designed and non-discriminatory. The authors argue against using the WTO as an excuse for policy inaction and suggest that 'Kyoto-compliance' should take priority over 'WTO-compliance' in global governance.

The survey indicates that while the economy is the top priority for Americans, a majority still view global warming as a high national priority and personally important. There is strong support for U.S. action to reduce greenhouse gas emissions, including unilateral action and acceptance of economic costs, as well as high support for renewable energy research.

The document details two 2008 CARB regulations: a Global Warming Rule targeting heavy-duty truck fuel efficiency through aerodynamic features and tires, and a Smog and Particulate Rule requiring diesel particulate filters for trucks over 14,000 pounds. It highlights projected benefits, including the prevention of 9,400 premature deaths and billions in health cost savings, while suggesting further improvements to the global warming rule to cover more vehicle types.

The Union of Concerned Scientists (UCS) developed the Vanguard blueprint to show that current technologies—such as cylinder deactivation, turbocharging, and continuously variable transmissions—can reduce global warming emissions across all vehicle classes. The report argues that while individual components are already used in many 2008 model year vehicles, automakers are resisting the implementation of full technology packages that would meet the 2016 clean car standard. Financial analysis indicates that for various vehicle types, the increase in purchase price for these upgrades would be offset by lifetime consumer savings, with payback periods ranging from 2.1 to 3.6 years.

The report analyzes the CO2 emissions of air, rail, automobile, and motor coach travel for U.S. vacations, concluding that motor coaches and trains are generally the greenest options, while solo driving and first-class flights are the most polluting.

Friends of the Earth argues that President Bush's energy plan is a 'non-solution' that would increase oil imports by 85 percent over 20 years. The organization criticizes the plan for omitting fuel efficiency standards and renewable energy requirements while instead promoting nuclear power and the expansion of liquefied natural gas terminals.

The Union of Concerned Scientists analysis indicates that retrofitting new and existing heavy-duty trucks with aerodynamic technologies and fuel-efficient tires could reduce national global warming pollution by 17 million metric tons of CO2eq by 2020. Such improvements could save over 1.4 billion gallons of diesel fuel nationally and 200 million gallons annually in California by 2020, while providing net savings of over $30,000 over the life of a typical new long-range truck.