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GreenLatinos and Western Resource Advocates are calling on Colorado regulators to implement a comprehensive clean cars standard by 2035. They argue that a full transition to zero-emission vehicles (ZEVs) would generate up to $95 billion in net benefits by 2050 and significantly improve public health, particularly in disproportionately impacted communities. The authors highlight that current consumer demand is rising, with battery-powered vehicles exceeding 10% of new registrations in 2022, and advocate for policies that increase the availability of affordable new and used ZEVs.

The analysis finds that transitioning Maryland's medium- and heavy-duty vehicle fleet to zero-emission vehicles (ZEVs) would yield significant net societal benefits, ranging from $6.6 billion under the ACT rule to over $11.6 billion under the 100 x 40 ZEV scenario by 2050. These benefits are driven by reductions in greenhouse gases, nitrogen oxides, and particulate matter, leading to fewer premature deaths and hospital visits. While ZEVs currently have higher purchase costs, the report projects they will reach lifetime cost parity with combustion vehicles due to lower fuel and maintenance expenses. The transition is expected to have positive macroeconomic effects, including net national job gains and increased GDP, although it requires substantial investment in depot and public charging infrastructure.

The U.S. electric school bus (ESB) market is expanding, driven by the EPA's Clean School Bus Program and state-level mandates. As of December 2022, 895 districts had committed to 5,612 ESBs. While upfront costs remain three to four times higher than diesel buses, ESBs offer lower operational costs, zero tailpipe emissions, and potential grid resilience through bidirectional charging. The market currently features 24 models across Type A, C, and D buses, with a growing emphasis on repowering existing fleets to reduce costs and waste. Successful deployment requires coordinated planning between districts, utilities, and manufacturers to manage charging infrastructure and specialized maintenance training.

The document outlines several key EV-related policies. In California, the Advanced Clean Cars II (ACC II) regulation targets light- and medium-duty vehicle OEMs, while the Advanced Clean Trucks (ACT) rule requires OEMs of medium- and heavy-duty vehicles to sell ZEVs or NZEVs as an increasing percentage of sales from 2024 to 2035. The Advanced Clean Fleets (ACF) regulation mandates ZEV adoption for fleets with over 50 trucks, certain private companies, and public agencies. The Clean Miles Standard (CMS) requires ridehailing providers with over 5 million vehicle miles traveled (VMT) per year to reach zero emissions from passenger miles and 90 percent EV-powered VMT by 2030. The Low Carbon Fuel Standard (LCFS) uses a market-based mechanism to cap the carbon intensity of transportation fuels. At the federal level, the Inflation Reduction Act (IRA) of 2022 provides incentives for EV procurement and infrastructure. Additionally, proposed EPA regulations aim to reduce emissions for light-, medium-, and heavy-duty vehicles, with light-duty targets projecting an average of 82 grams/mile of CO2 by model year 2032.

The Advanced Clean Fleets (ACF) regulation aims to phase out internal combustion engine medium- and heavy-duty trucks in California to achieve a zero-emissions transport system by 2045. The regulation mandates ZEV adoption for high-priority, drayage, and public fleets through various schedules and milestones, with CARB providing extensions for infrastructure, electrical, and delivery delays. The regulation is estimated to reduce CO2 emissions by nearly 25 million metric tons between 2024 and 2041.

The Clean Miles Standard (CMS) is a California regulation requiring transportation network companies (TNCs) and autonomous vehicle (AV) providers with over 5 million annual vehicle miles traveled to transition to zero-emissions vehicles. By 2030, the regulation mandates that emissions from passenger miles traveled must be zero and 90 percent of all vehicle miles traveled must be powered by electric vehicles. To support this transition, the regulation establishes the Drivers Assistance Program (DAP) to provide financial and educational support to low- and moderate-income drivers, ensuring they are not disproportionately burdened by the shift. Compliance is monitored by the California Air Resources Board (CARB) and the California Public Utility Commission (CPUC), with mechanisms for over-compliance and optional credits for infrastructure investment or public transit integration.

The Advanced Clean Truck (ACT) regulation requires original equipment manufacturers (OEMs) of medium- and heavy-duty vehicles to sell an increasing percentage of zero-emissions vehicles (ZEVs) or near-zero-emissions vehicles (NZEVs) between 2024 and 2035. Compliance is managed through a credit-based system where OEMs can generate credits via sales, purchase them from others, or bank them for future use. The regulation aims to reduce up to 17 million tons of CO2 emissions by 2040 and has been adopted by six other US states.

The Union of Concerned Scientists (UCS) advocates for several reforms to California's Low Carbon Fuel Standard (LCFS) to address a decline in credit prices and prevent the program from becoming a regressive burden on low-income drivers. Key recommendations include capping lipid-based biofuels, phasing out credits for 'avoided methane emissions' from out-of-state manure lagoons, and excluding carbon capture used for enhanced oil recovery. UCS also calls for redirecting EV credit value to support overburdened populations and requiring strict community engagement for hydrogen projects in refinery areas.

A statement signed by over 1,000 experts calling on the U.S. EPA to implement the strongest possible emissions standards for light-, medium-, and heavy-duty vehicles. The signatories argue that zero-emission vehicles are currently available and that the EPA should mandate 100% electric new vehicle sales by 2035 to protect public health and address the climate crisis, particularly in environmental justice communities.

The Advanced Clean Cars II (ACC II) regulation aims to reduce light-duty vehicle emissions in California by 50% by 2040, mandating that 100% of new vehicle sales be zero-emission vehicles (ZEVs) or plug-in hybrid electric vehicles (PHEVs) by 2035. The regulation applies to original equipment manufacturers (OEMs) selling more than 4,500 light- and medium-duty vehicles annually, utilizing a 'vehicle value' accounting system to track compliance. OEMs can accrue value through ZEV and PHEV sales, environmental justice credits, and flexibility measures such as trading, banking, and pooling values.

The policy brief advocates for linking the U.S. Department of Energy's (DOE) Regional Clean Hydrogen Hubs with clean transportation corridors for heavy-duty trucking and marine shipping. It argues that while hubs provide localized production, corridors act as 'spokes' that expand the market beyond industrial off-takers and improve the economic viability of zero-carbon fuels. The author suggests that coordinating these programs will create a synergistic ecosystem, reduce conventional air pollutants in environmental justice communities, and position the U.S. as an exporter of low-emissions ammonia.

The report finds that passenger vehicles manufactured before 2004, while representing only 19% of California's fleet, produce the vast majority of nitrogen oxides and reactive organic gases, contributing to PM2.5 pollution. This pollution disproportionately affects Black and Latino Californians and low-income households, particularly in Southern California and Los Angeles County. The authors recommend prioritizing vehicle replacement incentives for these priority populations and expanding transportation solutions beyond private car ownership.

The report analyzes the impact of passenger vehicles manufactured before 2004 in California, finding that while they represent only 19% of registered vehicles, they produce the majority of nitrogen oxides and reactive organic gases. This pollution contributes to the formation of PM2.5, which is linked to significant health issues and premature deaths. The study demonstrates that exposure to this pollution is inequitably distributed, disproportionately affecting Latino, Black, and low-income communities, particularly in Southern California. The authors recommend prioritizing vehicle replacement incentives for disadvantaged populations and expanding non-private transportation alternatives.

The document examines the transition to electric semi-trucks in the U.S., noting that while they offer significant public health benefits and lower total cost of ownership, high upfront costs and limited charging infrastructure remain hurdles. It details how federal legislation, such as the Inflation Reduction Act and the Infrastructure Investment and Jobs Act, aims to accelerate cost parity and infrastructure deployment.

The We Mean Business Coalition calls on G7 Ministers to accelerate the transition to clean energy to mitigate climate risks and economic loss. The coalition argues that while business is ready to deploy clean energy solutions, it requires supportive policies and the repurposing of $1 trillion in fossil fuel subsidies. Key recommendations include decarbonizing power systems by 2035, phasing out domestic coal by 2030, and ensuring 100% sales of zero emissions vehicles for new light-duty vehicles by 2035.

The We Mean Business Coalition calls on G7 leaders to accelerate the transition to clean energy through specific policy targets, including the phase-out of coal by 2030 and the elimination of fossil fuel subsidies by 2025. The document argues that such policies provide the necessary clarity for the private sector to invest in renewables, electrification, and energy efficiency, while noting that clean energy investments could boost global GDP by 4% by 2030.

The document outlines the transition of the U.S. trucking industry toward electric semi-trucks, highlighting public health benefits and lower total cost of ownership against challenges like high upfront costs and limited charging infrastructure. It details how federal laws, such as the Inflation Reduction Act and the Infrastructure Investment and Jobs Act, as well as state-level initiatives, are working to achieve cost parity with diesel vehicles and expand charging networks.

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 document argues that EU and UK governments have failed to protect public health by not holding auto manufacturers accountable for illegal defeat devices. It proposes three main pillars of action: identifying and correcting the use of these devices through manufacturer-funded retrofits, establishing a 'Dieselgate Clean Up Fund' paid for by industry to accelerate the transition to zero-emission vehicles, and adopting more robust clean air laws and emissions standards, including an ambitious Euro 7 standard and a phase-out of new petrol and diesel vehicles by 2030 for cars and vans.

The document argues that adopting the Advanced Clean Trucks (ACT) and Heavy-Duty Omnibus (HDO) rules in Rhode Island would significantly reduce toxic air pollutants and carbon emissions from medium- and heavy-duty (M/HD) vehicles. By 2050, these policies are projected to reduce NOx emissions from M/HD vehicles by over 80% and PM2.5 by over 20%, leading to approximately $150 million in health care savings and over 6,000 avoided minor respiratory illnesses. Economically, the transition is expected to provide commercial fleets with over $15 million in annual savings by 2050 and eliminate over 2 million metric tons of carbon dioxide cumulatively through 2050.