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The document estimates that failing to meet 2030 transport sector emission targets could cost Germany between 3 and 36 billion euros, primarily through the purchase of emission rights from other EU member states.

EESI advocates for the sale of E15 (15 percent ethanol, 85 percent gasoline) in New York State, arguing that it improves air quality and reduces greenhouse gas emissions compared to E10. The document highlights that E15 reduces volatile organic compound (VOC) emissions and displaces toxic "gasoline aromatics" like the BTEX complex, which are linked to cancer. It also notes that E15 does not increase tailpipe emissions or damage catalysts in older vehicles and contributes to a reduction in transportation-sector greenhouse gases, with corn ethanol being on average 43 percent less GHG intensive than gasoline.

The document highlights that transportation accounts for 43 percent of Washington's global warming pollution. It advocates for a clean fuel standard to transition from imported petroleum to locally produced low-carbon alternatives, including electric vehicles (EVs), biomethane, and various biofuels. The report emphasizes the economic benefits of keeping fuel spending within the state and the potential for Washington to lead in sustainable aviation fuels.

The document argues that while battery-powered electric buses (BEBs) have higher initial purchase costs than diesel buses, they offer superior long-term economics through lower operating and maintenance costs. It highlights the significant health benefits of removing diesel carcinogens from urban areas and school routes. While China dominates global deployment, U.S. cities and states are increasingly adopting BEBs through local pledges and federal grants, despite some reported performance issues with specific manufacturers.

The Canadian Association of Physicians for the Environment (CAPE) opposes Bill 4, which proposes repealing the Climate Change Mitigation and Low-carbon Economy Act, 2016. CAPE argues that Ontario's cap-and-trade program is essential for reducing emissions in the transportation (33%), buildings (22%), and industry (18%) sectors, and has collected $2.8 billion to fund public transit, electrification, and energy efficiency. The organization emphasizes that climate change is the "greatest public health threat of this century," citing recent extreme heat in Ontario and Quebec, as well as an increase in Ontario wildfires (1,312 in 2018 compared to a 10-year average of 716). CAPE recommends that if the government proceeds with the repeal, it must immediately implement a replacement plan that commits to reducing emissions to 80% below 1990 levels by 2050 to align with the 1.5 degrees C warming limit.

The author contends that allowing year-round E15 sales is unlawful under the Clean Air Act and would increase the production of environmentally damaging corn ethanol. The document highlights risks to air quality via ozone formation and the failure of the Renewable Fuel Standard to deliver projected advanced biofuel benefits.

The document predicts that freezing federal fuel economy standards at 2020 levels would cost the U.S. economy $450 billion through 2050 and increase transportation sector greenhouse gas emissions by 11% by 2035. It notes that these costs and emissions increases would be lower if California retains its authority to set more stringent standards. The analysis indicates that while initial costs of manufacturing might decrease, these are outweighed by rising fuel expenses, with the primary beneficiaries being oil companies.

The paper examines the Spanish light-duty vehicle market to determine how consumer behaviour—specifically whether they make 'absolute' or 'relative' decisions—influences the effectiveness of energy efficiency labels and financial incentives. Using the Quantity Based Demand System (QBDS), the authors calculate price elasticities of demand to show that the sensitivity of consumers to price changes varies depending on whether they seek the most efficient car in the entire market or the most efficient car within a specific segment. The study concludes that a mixed labelling scheme may be the most effective way to address diverse consumer behaviours.

The European automotive industry faces a 'perfect storm' of disruption driven by climate change, autonomous driving, and shared mobility. While Europe was the cradle of the car, it is now lagging behind competitors like Tesla and Chinese manufacturers in electric vehicle (EV) production and battery technology. The author criticizes EU policymakers for being too lax and suggests that the Greens are well-positioned to help steer the industry toward a sustainable and competitive future through pragmatic dialogue and ambitious regulation.

Royal DSM is developing patented bioconversion technologies, such as yeast and enzymes, to optimize biofuel production and maximize yields. In partnership with POET, the company established the first commercial-scale cellulosic biofuel plant in the United States, which converts corn crop residue into fuel. As a founding member of the below50 campaign, DSM advocates for a multi-stakeholder approach to overcome legislative and financial barriers to low-carbon fuels. The company argues that sustainable biofuels are essential for decarbonizing aviation, maritime, and road transport, particularly for existing combustion engine vehicles. DSM emphasizes that consistent and proactive government policies, such as the US Renewable Fuel Standard, are critical to providing the investment certainty needed to scale these technologies globally.

The document highlights the critical role of cities in meeting the EU's 2020 and 2030 climate targets, noting that urban areas deliver over a third of the 2020 target. It warns that national governments—specifically Poland, Italy, and Spain—are pushing for regulatory loopholes in the Effort Sharing Regulation (ESR) that could stifle local climate actions. The briefing provides case studies from Barcelona, Gijón, Niepolomice, Gdynia, Salerno, and Parma to demonstrate the effectiveness of local initiatives in transport, energy efficiency, and waste management, and recommends closing ESR loopholes to unlock these co-benefits.

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 fact sheet argues that extending the one-pound Reid Vapor Pressure (RVP) waiver to fuels above E10 would enable the year-round sale of E15, reducing greenhouse gas emissions and consumer costs without compromising air quality. It details how current RVP regulations inadvertently block E15 sales in summer, causing retail costs and consumer losses, while noting that E15 is compatible with nearly 90% of current U.S. vehicles.

The European Parliament voted on the Effort Sharing Regulation (ESR), which covers approximately 60% of the EU's total greenhouse gas emissions across transport, buildings, agriculture, and waste sectors. While the Parliament's position improves the emission baseline to better reflect actual levels—potentially leading to 280 million tonnes of additional emission cuts compared to the Commission's proposal—it maintains a 280Mt limit on land use and forestry offsets for agriculture. Additionally, the document notes the introduction of an 'early action reserve' of up to 90 Mt CO2e in carbon permits, which the author suggests may reward past emission savings and risk widening per capita emission divergences in Europe.

The Environmental Advisory Council calls for Latvia to advocate for higher 2030 EU emission reduction targets, a more accurate baseline for non-ETS sectors starting in 2017, and the reduction of compensation mechanisms to ensure the effectiveness of the Effort Sharing Decision (ESD).

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 argues that Colombia can leverage its post-conflict stability to accelerate green growth by linking renewable energy incentives to development programmes, scaling private sector green production models, and integrating local green strategies into national policy. It highlights the need for the private sector to finance 63 percent of climate commitments and warns of risks associated with heavy hydropower reliance and transport sector pollution.

The report analyzes GHG mitigation in Azerbaijan, Kazakhstan, and Uzbekistan, finding that while these countries have high GHG intensity due to fossil fuel reliance, significant low-cost abatement is possible through energy efficiency and fuel switching. It proposes specific Nationally Appropriate Mitigation Actions (NAMAs) and investment concepts for each country to transition toward low-carbon growth.

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 document provides executive summaries of national reports for Bulgaria, Estonia, Germany, Greece, Italy, Serbia, and the UK. It evaluates various energy efficiency scenarios—including Business as Usual (BAU) and those incorporating the impact of socio-economic barriers—using LEAP modelling and a Decision Support Tool (DST). The analysis consistently shows that while ambitious energy efficiency measures can meet EU targets, the presence of socio-economic barriers significantly reduces potential energy savings and GHG reductions across most studied countries and sectors.