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The analysis concludes that for long-haul heavy-duty trucking, hydrogen fuel cell vehicles (FCEVs) outperform battery electric vehicles (BEVs) in terms of refueling stops, total dwell time, and cargo capacity. While BEVs offer higher energy efficiency, their heavy batteries significantly reduce payload and require a more extensive and larger infrastructure buildout. Infrastructure modeling indicates that a full transition to BEVs would require stations approximately 10 times the size of current diesel stations, whereas FCEV stations, while still larger than diesel, are more comparable, especially if updated safety regulations are adopted. The report suggests that while BEVs will be important for the broader transition, FCEVs are the most efficient strategy for the specific challenges of long-haul heavy-duty transport.

The report outlines the economic and environmental benefits of transitioning India's trucking sector to zero-emissions vehicles (ZETs), specifically battery-electric and fuel cell electric trucks. It highlights the potential for significant reductions in logistics costs, oil expenditures, and carbon emissions, while proposing four strategic pathways—policy action, charging infrastructure deployment, technology/manufacturing localization, and innovative financing—to accelerate adoption and establish India as a low-carbon manufacturing hub.

The document outlines the shift from static school bus business models to new arrangements necessitated by the different cost structures of electric school buses (ESBs). While ESBs have higher upfront capital costs, they offer lower operating costs and a lower total cost of ownership (TCO) over time, with TCO parity with diesel buses projected by 2029. The guide identifies six key roles in the ESB ecosystem—bus owner, charger owner, bus operator, bus maintenance provider, energy/fuel manager, and electricity customer—and provides examples of various business models, including Charging-as-a-Service and Transportation-as-a-Service, implemented by districts in California, Quebec, Virginia, Illinois, and Maryland.

The document outlines the potential for zero-emissions trucks (ZETs) to reduce India's oil imports, air pollution, and carbon emissions by 2050. It highlights that medium-duty ZETs already have a lower total cost of ownership than diesel trucks, with heavy-duty parity expected by 2027.

The document outlines the transition to electric trucks across passenger pickups, delivery vans, box trucks, and heavy-duty rigs in North America, highlighting that several segments are economically viable for electrification now and could significantly reduce greenhouse gas emissions.

The study finds that in most U.S. states, financing and owning an EV is cheaper on a monthly basis than an equivalent gasoline car, despite higher sticker prices. This advantage is heavily dependent on the $7,500 federal tax credit; without it, most EVs become more expensive during the loan repayment period. The research highlights that while total cost of ownership (TCO) is significantly lower for EVs over a vehicle's lifetime, consumers are often deterred by upfront costs. Increasing the federal tax credit to $10,000 would make EVs cheaper in nearly every state-vehicle comparison evaluated.

The report evaluates the integration of small-format electric vehicles (EVs) with rural minigrids, finding that while EVs can be cost-competitive with petrol alternatives, their success depends on high vehicle utilization and business models tailored to local needs. A Nigeria pilot using a two-wheeler leasing model showed promise, whereas an India pilot using a battery leasing model for three-wheelers failed due to high operational costs and drivers charging via the subsidized grid. Technoeconomic modeling indicates that EV charging can lower minigrid tariffs, particularly when charging occurs during daytime solar production, though the impact is modest unless fleet utilization is significantly increased.

The document outlines the financial landscape for electric school bus (ESB) adoption in the US, noting that while ESBs can cost up to three times more than diesel buses upfront, they offer significant lifetime operational savings. It details various funding mechanisms—including grants, rebates, vouchers, and loans—and identifies specific funding sources from the federal government (such as the IIJA), state programs (like California's HVIP), and local utilities or air quality districts. The guide also emphasizes the role of financing and 'stacking' multiple funding streams to make electrification viable for school districts.

A coalition of environmental, health, and labor organizations urges the SCAQMD to reject natural gas trucks as a viable alternative to zero-emission vehicles (ZEVs) for heavy-duty fleets. The coalition argues that gas trucks do not provide sufficient air quality benefits, exacerbate climate change through methane leaks, and create stranded assets. They contend that battery electric trucks are already operationally suitable for most drayage and heavy-duty needs and offer a superior total cost of ownership (TCO) due to declining battery costs and lower maintenance requirements.

Analysis of 2017 and 2018 model year non-luxury used electric vehicles (EVs) in California shows that they deliver total ownership savings of $1,100 and $500 respectively over a 5.5-year period compared to similar gas cars. While EVs carry a purchase price premium, this is offset by lower fuel and maintenance costs. The report highlights that targeted incentives, such as the Clean Cars 4 All program's maximum $9,500 rebate, can reduce total ownership costs by nearly 40% for lower-income households. The author recommends expanded EV financing, electricity rate reductions using cap-and-trade revenue, and increased support for charging infrastructure in multi-unit dwellings to ensure an equitable transition.

The report examines the technical and economic feasibility of electrifying heavy-duty vehicles (HDVs) in the US, highlighting their potential to significantly reduce NOx, PM2.5, and greenhouse gas emissions. It argues that current battery technology is sufficient for the majority of HDV operating ranges and that total cost of ownership is becoming competitive with diesel. The document recommends a combination of financial incentives, infrastructure investment, and regulatory standards to drive the transition.

The Coalition for Healthy Ports (CHP) and Earthjustice advocate for the New Jersey DEP to adopt the Advanced Clean Trucks (ACT) Rule and the Heavy-Duty Omnibus Low-NOx Rule to reduce harmful emissions in environmental justice communities. They argue that MHDV electrification is economically viable and technically feasible, citing a projected $8.9 billion net societal benefit for New Jersey from 2020 to 2050 under the ACT Rule. The coalition emphasizes that the burden of pollution and the costs of vehicle upgrades fall disproportionately on misclassified contract truck drivers and low-income communities of color, particularly in the Ironbound section of Newark. They further recommend a lower fleet-reporting threshold, the adoption of cargo-handling equipment and ocean-going vessel regulations, and the implementation of zero-emission zones to address the cumulative impacts of the goods-movement industry.

The document argues that sustainable public procurement is essential for deploying infrastructure that optimizes value for money (VfM) across the entire asset life cycle. It details the roles of governments, development banks, and private investors in managing environmental and social risks, and examines the legal instruments—such as UNCITRAL and EU directives—that enable the integration of sustainability into tendering. The paper also discusses the importance of Environmental Impact Assessments (EIAs) and the use of financial incentives like green bonds and accelerated depreciation to encourage green innovation.

Diesel-powered transportation sources in the US are responsible for over 60 percent of nitrogen oxides (NOx) and more than 70 percent of fine particulate matter (PM2.5) emissions. The World Health Organization classifies diesel exhaust as carcinogenic, with components like PM2.5 and NOx causing respiratory and cardiovascular illnesses, premature death, and reduced lung function. These health impacts disproportionately affect communities of color and socioeconomically disadvantaged populations. While over 100 models of electric trucks and buses are currently available, the document argues that public policy is necessary to accelerate the market and address the climate crisis and health disparities.

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 serves as a guide for school districts and fleet operators to calculate the total cost of ownership (TCO) for electric school buses (ESBs) versus diesel buses. It addresses the lack of consistent, centralized public data by providing recommended default specifications for parameters including purchase costs, maintenance, fuel economies, and charger installation. The guide also notes the upcoming expiration of the 45W and 30C tax credits due to a July 2025 budget reconciliation bill.

The document outlines key takeaways from the INSIGHT 2022 conference and a related carbon markets workshop, focusing on the financial and regulatory mechanisms needed to electrify India's public transport. It highlights the potential of carbon markets, the success of the Grand Challenge aggregation model, and the need for cross-sectoral collaboration and independent regulatory oversight to manage e-bus procurement and battery lifecycles.

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 study examines the feasibility of transitioning to zero-emission trucks (ZETs) in Guangdong Province, China, between 2022 and 2030. By analyzing 14 use cases, the research focuses on operational feasibility, purchase cost gaps, and the timeline for total cost of ownership (TCO) parity compared to diesel trucks. It specifically highlights the importance of addressing the needs of small- and medium-sized enterprises (SMEs) and evaluates how technology, policy, and business models can accelerate ZET adoption, while also considering the applicability of these findings to other regions in China.

The document outlines the financial challenges and opportunities associated with transitioning to electric and hybrid-electric bus fleets, emphasizing that while initial capital costs are higher than internal combustion engine buses, the total cost of ownership can be competitive due to lower energy and maintenance expenses. It highlights evolving procurement models, such as leasing and the involvement of non-traditional stakeholders like utility companies, as well as the role of government grants, tax incentives, and concessional debt in reducing financial burdens.