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Georgia has emerged as a leading U.S. market for electric vehicles, driven by state tax credits for vehicles and charging infrastructure. In 2014, EV drivers in Georgia saved an average of over $850 in fuel costs, contributing to a total state saving of $10 million and a reduction of over 22,000 tons of climate change emissions. The document highlights that EVs offer lower maintenance costs and lower global warming emissions than conventional vehicles, with benefits increasing as Georgia's electricity grid incorporates more renewable energy. To sustain growth, the report emphasizes the need for ongoing policy support, consumer education, and public-private partnerships.

The document examines the distinct advantages of battery electric vehicles (BEVs) and hydrogen fuel cell electric vehicles (HFCEVs), asserting that both are essential to meet climate goals. BEVs are highlighted for their efficiency and use of existing home electricity infrastructure, while HFCEVs are presented as superior for larger vehicles, longer ranges, and drivers without home charging access. The text emphasizes that these technologies are complementary rather than competitive, as they address different consumer needs while both eliminating tailpipe pollution.

Earthjustice, on behalf of Sierra Club and ForestEthics, petitions the U.S. Department of Transportation (DOT) to ban legacy DOT-111 tank cars for transporting highly flammable crude oil. The petition argues that these cars pose an "unacceptable public risk" due to high failure rates in derailments, citing disasters in Lac Mégantic, Aliceville, and Casselton. While the DOT has initiated rulemaking and issued operational emergency orders, the petitioners contend these actions are insufficient and too slow to address the imminent hazard. They highlight that Canada has already implemented bans and surcharges on these cars, which may inadvertently push the most dangerous tank cars into the U.S. fleet. The document advocates for an immediate emergency order to bridge the gap until a formal rulemaking process establishes more robust safety standards, such as the CPC-1232 specifications or newer designs.

The analysis reveals a sharp ideological divide between left-wing parties (PES, EGP, EL) and right-wing parties (EPP, ALDE) concerning the causes of the financial crisis and the role of public investment. While there is broad consensus on the need for a transition to renewable energy, the European Green Party (EGP) is the only party providing specific quantitative targets for carbon emissions and energy efficiency. Democratic reform is prioritized by smaller parties (ALDE, EGP, EL), whereas the larger PES and EPP parties largely ignore treaty reform in their platforms.

The report analyzes how the fragmented structure of India's trucking industry, dominated by small operators, makes it highly susceptible to diesel price hikes. It finds that fuel costs account for approximately 55-56% of total operating costs, yet operators are 'price takers' unable to pass these costs to customers due to fierce competition and dependence on brokers. The document recommends short-term measures like fixing minimum freight rates and reducing tollgate delays, alongside long-term structural reforms including improved vehicle fuel efficiency and the introduction of professional training and financing prerequisites.

The 'Half the Oil' plan proposes reducing U.S. oil use by 50% over 20 years, projecting annual oil spending cuts of $550 billion, the creation of over 1 million jobs, and the elimination of 2 billion metric tons of global warming emissions per year by 2035. The strategy focuses on improving fuel efficiency for passenger vehicles and heavy-duty trucks, expanding the adoption of electric vehicles (EVs), and implementing 'smart growth' urban planning to reduce vehicle miles traveled.

The Safe Streets Act of 2013 proposes requiring State Departments of Transportation and Metropolitan Planning Organizations (MPOs) to implement 'complete streets' policies that accommodate all road users, including pedestrians, bicyclists, and transit users. The legislation applies to new federally funded road construction and modification projects, provided they are not already substantially underway (at or beyond 30 percent design). It establishes a framework for project exemptions based on cost, usage, or roadway type (such as freeways), and mandates the creation of accessibility standards for pedestrian facilities. Additionally, the act requires the Secretary of Transportation to evaluate compliance, report to Congress, and provide technical guidance and data on non-motorized transportation.

The document argues that road traffic accidents are a critical development issue in Africa, with fatalities forecast to rise as motorisation increases without corresponding infrastructure improvements. By comparing a 'base case' forecast with an 'improved scenario' where death rates are stabilised at the current continental average of 32 per 100,000 people, the authors estimate that Africa could prevent 4.2 million deaths and add US$ 234 billion to its GDP by 2050. The brief highlights that the economic gains, primarily driven by a larger labour force, would far outweigh the estimated costs of intervention, which range from US$ 1.7 billion to US$ 24 billion.

The document details the severe health risks of diesel particulate matter, including 21,000 annual deaths and increased cancer risks. It advocates for the Diesel Emission Reduction Act (DERA) to clean up the existing fleet of 11 million heavy-duty engines and proposes the Clean Construction Act of 2011 to integrate emission controls into federally funded transportation projects, capping costs at 1% of project totals.

The U.S. EPA and DOT finalized national greenhouse gas and fuel economy standards for model year 2012-2016 vehicles, aiming to increase combined average fuel economy to 34.1 mpg and reduce tailpipe emissions to 250 grams per mile. These standards, resulting from a compromise between the White House, automakers, and fourteen states, are projected to save consumers billions of dollars, reduce oil consumption by 1.2 million barrels per day, and cut global warming emissions by 209 million metric tons by 2020.

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 report finds that Estonia's transport system is not developing sustainably, with car use and road freight growing in tandem with the economy, leading to high energy intensity and greenhouse gas emissions. While traffic fatalities have decreased significantly, urban air quality has suffered due to increased particulate matter from cars. The report compares Estonia's performance with EU averages and neighbors (Finland and Latvia), noting that Estonia has some of the least fuel-efficient new cars in Europe. Three scenarios for 2020 are analyzed: a 'BAAS' (baseline) scenario where trends continue, a 'TEHNO' scenario focusing on rapid vehicle efficiency gains, and an 'EFEKT' scenario focusing on mobility management and sustainable transport modes. The authors recommend a combination of both TEHNO and EFEKT measures, including CO2-based vehicle taxation, improved public transport and active mobility infrastructure, and integrated urban planning to decouple economic growth from transport demand.

The document analyzes the Brazilian freight transportation sector, which is heavily reliant on road transport. It evaluates the National Plan for Logistics and Transport (PNLT), estimating that an 'ideal' modal shift toward rail and waterways by 2025 could reduce GHG emissions by over 40% compared to a business-as-usual scenario. However, the study identifies significant barriers, including a complex dual-taxation system on multimodal transport, a deeply embedded 'road culture' supported by a strong truck manufacturing industry, and regulatory inconsistencies between transport agencies. It proposes a set of input, process, output, and outcome indicators to monitor the plan's progress and the resulting energy efficiency and emission reductions.

The document outlines strategies to maximize vehicle fuel economy, categorizing them into vehicle maintenance, driving behavior, and systemic transportation changes. It highlights that proper maintenance, such as using low rolling resistance tires and reducing vehicle weight, can improve mileage. Driving habits, specifically reducing highway speeds and avoiding idling, are identified as key ways to cut fuel use. Finally, it advocates for a transition toward fuel-efficient vehicles, mass transit, and policies that reduce dependence on oil.

Friends of the Earth argues that the U.S. transportation system requires systemic reform to address its contribution to 30 percent of greenhouse gas emissions and nearly 70 percent of oil consumption. The organization emphasizes that the next Secretary of Transportation must update obsolete federal policies and financing mechanisms to support the Obama administration's targets of an 80 percent reduction in greenhouse gases by 2050 and a significant reduction in oil dependence within 10 years.

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.

The report assesses the potential for reducing greenhouse gas (GHG) emissions, NOx, and fuel consumption in California's heavy-duty truck fleet through retrofit technologies. It evaluates six technology packages across different vehicle types and duty cycles, concluding that a combination of high-technology retrofits for new vehicles and moderate-technology retrofits for in-use vehicles is the most cost-effective strategy. The analysis suggests that focusing on tractor-trailers and straight trucks over 14,000 pounds could reduce state heavy-duty fleet GHG emissions by 14.9 to 22.2 million metric tons of CO2-equivalent between 2010 and 2020.

The report investigates the feasibility of reducing transport-related CO2 emissions in Yorkshire and Humber using the REAP model. It tests three scenarios: Business as Usual, Step Change, and Accelerated. Findings indicate that while a combination of practical measures (such as Bus Rapid Transit, teleworking, and rail improvements) can flatten emission growth, they are insufficient to meet the theoretical targets of the Stabilising Carbon Trends scenario. Aviation is identified as a major driver of emissions that remains largely outside regional policy control. The report concludes that the scale of investment required for these reductions is unprecedented and likely unaffordable under current funding mechanisms.

The document examines the relationship between vehicle weight, fuel efficiency, and safety. It argues that lightweighting can significantly reduce global greenhouse gas emissions—potentially by up to 11% if combined with plug-in hybrid electric vehicles (PHEVs) and a clean grid—without compromising occupant safety. The author contends that vehicle size and design, rather than mass, are the primary drivers of crashworthiness. The paper reviews statistical literature to debunk the 'weight confers safety' argument and provides examples of aluminum, high-strength steel, and carbon fiber composites being used in safe, lightweight vehicles.

The Resources and Energy Analysis Programme (REAP) is a software tool developed by the Stockholm Environment Institute (SEI) to track the environmental consequences of economic activity by analyzing consumption patterns across various spatial scales. It calculates ecological, carbon, and greenhouse gas footprints by combining consumption data with production impacts throughout the supply chain. In the UK, REAP has been applied in over 50 projects, including evaluating regional strategies and creating footprint reduction roadmaps. The tool emphasizes a lifecycle approach, highlighting that consumption-based emissions can exceed production-based emissions due to trade balances, as seen in the UK and Sweden.