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The US electric school bus (ESB) market is expanding rapidly, with 12,167 commitments across 1,514 districts as of June 2024. While upfront costs remain three to four times higher than diesel buses, federal programs like the EPA's Clean School Bus Program and the Inflation Reduction Act provide significant subsidies. The market now offers 26 models across Types A, C, and D, with nameplate ranges between 100 and 300 miles. The transition involves complex integration of high-voltage vehicle systems, charging hardware (Level 2 and Level 3 DCFC), and charge management software to optimize costs and grid impact. Emerging solutions like repowering existing diesel buses offer a lower-cost alternative, typically ranging from $110,000 to $180,000.

As of June 2024, the U.S. has 12,164 committed electric school buses, with 67% funded by the EPA's Clean School Bus Program. Adoption is widespread across 49 states, with California leading in total numbers, while the Southeast has seen significant recent growth. The report finds that deployment is increasingly equitable, with a majority of buses now located in high-poverty districts and areas with high air pollution, though adult asthma rates show a more even distribution.

The U.S. Energy Policy Simulator (EPS) version 4.0 incorporates the impacts of the Inflation Reduction Act (IRA) and the Infrastructure Investment and Jobs Act (IIJA), projecting that the U.S. is on track to reduce greenhouse gas emissions to 37 percent below 2005 levels by 2030. This trajectory is primarily driven by the electricity sector, where the clean electricity share is expected to rise to 70 percent by 2030, and the transportation sector through increased zero-emission vehicle (ZEV) adoption. The updated model features a redesigned electricity module with hourly dispatch, new power plant types including carbon capture and sequestration (CCS) and hydrogen plants, and improved tracking of ZEV and industrial costs.

The document outlines the gTech-IESD modeling framework used to assess Canadian carbon pricing. It details ten policy scenarios ranging from 'No policy' to 'Announced policies with binding LETS systems', alongside sensitivity analyses for oil prices and technology costs. The report specifies macroeconomic inputs from the PBO and CER, and provides a comprehensive inventory of legislated and announced federal and provincial climate policies, including fuel charges, Large Emitter Trading Systems (LETS), and various investment tax credits.

The document examines the barriers to electric vehicle (EV) adoption for low-income consumers, specifically highlighting that while subsidies like the Inflation Reduction Act address upfront costs, high repair and maintenance costs remain a significant risk. It notes that for low-income households, the loss of a vehicle due to repair costs can lead to job loss and reduced access to healthcare. To mitigate these risks, the author suggests strategic investments in EV government fleets and public transportation, such as the EPA's Clean School Bus Rebates, which provide immediate air quality benefits to environmental justice communities without placing financial risk on vulnerable individuals.

The report finds that while 2023 ZEV sales reached the top end of post-IRA projections, utility-scale clean electricity additions are lagging behind the pathways required to meet the IRA's 40% emissions reduction goal by 2030. Despite a record 32.3 GW of clean capacity added in 2023, the pace remains below the 46-79 GW average annual additions projected for 2023-2024. The authors identify non-cost barriers, such as permitting delays and grid interconnect queues, as the primary obstacles to electricity deployment.

Earthjustice urges New York State to increase funding for water infrastructure and environmental protection while accelerating the transition from fossil fuels to electricity. The testimony specifically advocates for the NY HEAT Act to downsize the gas system, the RAPID Act to speed up electric transmission, and the Green Transit, Green Jobs bill to electrify bus fleets. It also calls for urgent action on childhood lead poisoning and the reduction of agricultural greenhouse gas emissions, while opposing 'false solutions' like hydrogen and renewable natural gas.

CPI estimates that California requires an annual average of USD 62 billion from 2023 to 2035 to meet its climate goals, with zero-emission vehicles accounting for half of this need. While climate finance spending grew by 26% annually between 2019 and 2022, reaching USD 39 billion in 2022, a gap remains. The report notes that finance is distributed relatively evenly per capita by county and is not currently prioritized for areas with higher pollution metrics.

The Clean Air Task Force (CATF) urges the EPA to finalize Phase 3 regulations for heavy-duty vehicles (HDVs) covering model years 2027-2032. The document highlights that HDVs contribute 59% of ozone- and particle-forming NOx emissions and 55% of particle pollution in the US, leading to significant health damages and deaths. It asserts that the industry is already transitioning toward zero-emission vehicles (ZEVs), citing new battery-electric and fuel cell electric vehicle (FCEV) models from manufacturers like Mercedes, Nikola, and Tesla. Furthermore, the document details extensive federal funding from the Inflation Reduction Act (IRA) and the Infrastructure Investment and Jobs Act (IIJA) intended to build out charging and hydrogen refueling infrastructure, arguing that these resources make strong regulatory standards feasible and necessary.

The logistics sector is projected to grow from US$8.9 trillion to US$18.2 trillion by 2030, yet it currently accounts for 10 percent of global emissions. RMI proposes that G20 nations, which represent 80 percent of global CO2 emissions, lead the transition to sustainable logistics by implementing eco-driving and efficient packaging, establishing multi-level government regulatory frameworks, developing zero-emissions trucking corridors, and utilizing public-private partnerships and multilateral development organization financing to manage high capital risks.

ClientEarth proposes a series of legislative reforms for the UK to accelerate its transition to net zero by 2050 and protect biodiversity. Key recommendations include the introduction of an Environmental Rights Bill to comply with the Aarhus Convention, the implementation of mandatory corporate transition plans, and a ban on fossil fuel advertising and carbon offsetting. The document also calls for the UK to withdraw from the Energy Charter Treaty, accelerate fine particulate matter (PM2.5) pollution reduction targets to 2030, and ensure 30% of land and sea are effectively protected by 2030. Additionally, it urges the government to address the 'Dieselgate' scandal by supporting affected consumers and funding a clean-up fund.

The 'Business Action Checklists' by the We Mean Business Coalition offers a practical framework for companies to decarbonize core operations within two to five years. It focuses on three primary areas: logistics, fleet management, and business travel, providing step-by-step guidance from initial energy measurement and auditing to the implementation of zero-emission vehicles (ZEVs) and sustainable travel policies. The document emphasizes a 'start now, improve over time' approach, prioritizing the reduction of energy demand and the continuous improvement of data quality to manage transition risks and enhance competitiveness.

In 2024, WRI supported over 150 U.S. cities and counties in accelerating clean energy deployment and helped over 60 cities claim more than $12 million in tax credits via the Inflation Reduction Act's elective pay mechanism. The organization advanced next-generation geothermal technologies, launched a database of 50 community benefits frameworks for transmission projects, and supported the deployment of electric school buses (ESBs) through initiatives like the RVXDS project in California. WRI also focused on reforming power markets and grids, providing technical assistance to the PJM Cities and Communities Coalition and researching interregional transmission procurement.

The Clean Air Task Force (CATF) proposes a five-category framework—critical analysis, regulatory programs, financial incentives, economic and community benefits, and leveraging additional funding—to guide states in applying for the $4.6 billion in CPRG implementation funding. Using the medium- and heavy-duty vehicle (MHDV) sector as an example, the guide details how states can use these funds for activities such as grid congestion studies, adopting the Advanced Clean Trucks rule, providing charging station subsidies, and establishing workforce training programs with community colleges.

The document details the technical methodology used by the Union of Concerned Scientists to model US energy system transitions. It outlines targets for reducing energy and industrial CO2 emissions by 47.5% by 2030 and 100% by 2050, alongside specific targets for non-CO2 gases. The analysis employs seven scenarios, including reference cases and various net-zero pathways, incorporating the impacts of the Inflation Reduction Act (IRA) and the Infrastructure Investment and Jobs Act (IIJA). Key assumptions include the total retirement of coal generation by 2030 in net-zero scenarios and 100% zero emissions vehicle sales by 2035.

The Clean Air Task Force recommends that the EU implement a 100% CO2 emissions reduction target for new heavy-duty trucks by 2035, remove incentives for low-emission vehicles by 2030, and eliminate loopholes like the 'carbon correction factor'. The author asserts that zero-emission technologies, such as battery electric and fuel cells, are already commercially available and that regulatory certainty is required to prevent the EU from losing up to 11% of its market to China and the US by 2035. Adopting these standards is projected to add 27 billion EUR to the EU GDP and create 23,000 jobs.

The California Low Carbon Fuel Standard (LCFS) is a market-based regulation designed to reduce greenhouse gas emissions from transportation by capping the carbon intensity of fuels. The program uses a credit and deficit system where fuels with lower carbon intensity than a gasoline/diesel benchmark generate credits, while higher-intensity fuels generate deficits. These credits can be generated through fuel supply, carbon capture and storage projects, or zero-emissions vehicle infrastructure capacity. While the program has spurred innovation in low-carbon fuels, critics like the NRDC argue that it over-incentivizes biomass-based fuels—which account for nearly three-quarters of credits—potentially diverting resources from the transition to electricity and zero-emissions vehicles.

The report analyzes 67 of the 129 measures in Canada's Emissions Reduction Plan (ERP), finding that while 44% may reduce poverty, 19% could increase inequality. It highlights that CAD 10 billion in funding is tied to measures that may exacerbate inequality without social safeguards. The analysis suggests that sector-specific risks—such as 'renovictions' from building retrofits or the regressive nature of ZEV subsidies—require complementary policies like public transit expansion and national energy poverty strategies to ensure an equitable transition.

The report analyzes two policy scenarios for Pennsylvania's medium- and heavy-duty (M/HD) vehicle fleet: the adoption of California's Advanced Clean Trucks (ACT) rule and a more aggressive '100 x 40 ZEV + Clean Grid' scenario. Both scenarios project significant reductions in greenhouse gas (GHG), nitrogen oxide (NOx), and particulate matter (PM) emissions, leading to substantial public health benefits and net societal gains. While initial costs for fleets are higher, the report finds that ZEVs will reach lifetime cost parity with combustion vehicles as purchase prices fall and fuel/maintenance savings accumulate. The transition is projected to generate positive macroeconomic effects, including net national job gains and increased GDP by 2035, and could potentially lower electricity rates for residential and commercial customers due to increased utility net revenue from EV charging.

The Inflation Reduction Act (IRA) has allocated $5 billion for the Climate Pollution Reduction Grant (CPRG) to help US states and municipalities implement greenhouse gas reduction strategies. Forty-six states have accepted $3 million each in planning grants, with $4.6 billion remaining for competitive implementation grants in 2024. The Clean Air Task Force (CATF) advises states to use these planning funds to develop broad, economy-wide strategies, tailor messaging to local political contexts, and engage the public early to avoid project delays. Additionally, the briefing suggests using funds to increase agency capacity, optimize the layering of various federal resources (such as the CHIPS and Science Act), and identify workforce needs for a low-carbon economy. To ensure success, states are encouraged to secure contractors early to avoid surges in demand and to communicate implementation barriers quickly to the EPA and the White House.