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The report analyzes the transition of Washington's medium- and heavy-duty (M/HD) vehicle fleet to zero-emission vehicles (ZEVs) under three scenarios: the ACT Rule, the ACT + NOx Omnibus Rule, and a highly ambitious '100 x 40 ZEV + Clean Grid' scenario. The most aggressive scenario is projected to generate cumulative net societal benefits of over $42.8 billion by 2050, including significant reductions in premature deaths and greenhouse gas emissions. While ZEVs currently have higher purchase costs, the analysis predicts lifetime cost parity with combustion vehicles by 2030. The transition is expected to benefit electric utilities through increased revenue and potentially lower electricity rates for residential and commercial customers, while creating national job gains in electrical component manufacturing and infrastructure construction.

The report identifies significant barriers to EV adoption for California's multi-unit dwelling (MUD) residents, including outdated electrical infrastructure, split incentives between landlords and tenants, and a lack of private capital. It proposes a multi-pronged approach to increase access through updated building codes, streamlined permitting, utility-led 'make-ready' investments, and the use of low-power Level 1 charging to reduce costs and grid strain. The document emphasizes that achieving California's goal of 5 million zero-emission vehicles by 2030 requires addressing these equity gaps, as MUD residents—particularly renters—will be a critical market segment for growth after 2025.

ClientEarth argues that the UK government's proposed approach to retaining EU CO2 emission standards is insufficient and potentially weakens regulatory requirements. The organization urges the government to adjust the vehicle mass baseline (M0) to reflect UK averages, reduce sales volume derogation thresholds, and introduce a binding zero exhaust emission vehicle (ZEEV) mandate to phase out petrol, diesel, and hybrid vehicles by 2030.

The document discusses the California Air Resources Board's (CARB) Advanced Clean Trucks regulation, which mandates that 50% of trucks in the state be zero-emission by 2035 and 100% by 2045. It suggests prioritizing battery electric vehicles (BEV) for short-haul and regional routes, while utilizing hydrogen fuel cell electric vehicles (HFCEV) for long-haul trucking due to range and fueling speed requirements. The author emphasizes that the transition requires massive infrastructure investment, specifically DC fast charging up to 1 MW, which can cost $100,000 per vehicle. The text advocates for collaboration between government, utilities, and industry, highlighting California's 'make ready' infrastructure support as a model for other states.

ClientEarth advocates for a legally binding 2030 deadline to end the sale of new internal combustion engine vehicles in the UK, arguing that the government's proposed 2035 date is insufficient to tackle illegal air pollution and climate change. The response emphasizes that Zero Exhaust Emission Vehicles (ZEEVs) should be the only vehicles sold, excluding hybrids due to their failure to deliver promised environmental benefits. To achieve this, ClientEarth recommends a combination of supply-side mandates, CO2 performance standards, expanded charging infrastructure, and demand incentives such as VAT exemptions and a targeted diesel scrappage scheme. The document highlights the severe health impacts of NO2 and PM2.5 pollution, noting that road transport is a primary contributor to illegal pollution levels in UK cities.

Energy Innovation modeled a subset of the U.S. House Select Committee on the Climate Crisis's recommendations, finding that these policies could reduce U.S. greenhouse gas emissions by 40% below 2005 levels by 2030 and 89% by 2050. The analysis projects that net carbon dioxide emissions would reach zero by 2048, avoiding 62,000 premature deaths annually by 2050 and generating approximately $8 trillion in monetized health and climate benefits (at a 3% discount rate). The modeling covers sectors including electricity, transportation, buildings, industry, oil and gas, agriculture, and natural climate solutions, assuming a transition to 100% clean electricity by 2040 and 100% zero-emission vehicle sales for light-duty vehicles by 2035.

The report validates the California Air Resources Board's (CARB) analysis of the proposed Advanced Clean Trucks (ACT) rule, which aims for approximately 60 percent of new medium- and heavy-duty trucks sold in California to be zero-emission vehicles (ZEVs) by 2035. Using the California Energy Policy Simulator (EPS), the authors find that the rule would reduce nitrogen oxides (NOx) by nearly 60,000 tons and carbon dioxide equivalent (CO2e) by 17.6 MMT through 2040. Economically, the EPS estimates total savings of over $7 billion using CARB's battery cost forecasts, but this figure increases to more than $12 billion if a more aggressive battery cost reduction scenario (a two-year lag instead of five relative to the light-duty market) is applied. The report emphasizes that while upfront costs remain a hurdle, long-term fuel savings and Low Carbon Fuel Standard (LCFS) revenue create a significant economic opportunity.

The briefing examines the impact of the pandemic on public transit, emphasizing that while ridership has fallen, the system remains essential for emissions reduction and frontline workers. It argues that the crisis provides an opportunity to modernize transit through data science, shift from timetable-based planning to trip-based models, and prioritize dedicated bus lanes over a sole focus on electrification to challenge the dominance of single-occupancy vehicles.

The briefing argues that expanding the U.S. electric bus fleet would create manufacturing jobs, reduce carbon emissions by 7 million tons annually, and improve public health by replacing diesel engines. It proposes utilizing $20 billion in federal grants to replace 60,000 buses—approximately 10% of the national fleet—through existing programs like Clean Cities and the Low and No Emission Vehicle Program.

A coalition led by Earthjustice urges the California Air Resources Board to increase zero-emission (ZE) truck sales targets, arguing that initial proposals are insufficient to meet the state's 2045 carbon neutrality goals. Citing analysis from Lawrence Berkeley National Laboratory, the authors claim that without stronger mandates, carbon emissions from trucking would only drop by 18% by 2045. The letter proposes specific higher sales percentages for Class 7-8 tractors to meet drayage fleet goals by 2035 and calls for a 'work backwards' approach from 2040 fleet goals to eliminate internal combustion engine (ICE) vehicle sales for urban delivery by 2033. The coalition asserts that technological advancements, falling battery costs, and corporate commitments from entities like Amazon and UPS make these higher targets feasible, shifting the primary barriers from technical or economic to logistical planning.

The report examines the deep links between California's water and energy sectors, noting that water services account for approximately 20% of electricity and 30% of natural gas consumption, while hydropower provides an average of 15% of electricity. Using WEAP and LEAP modeling, the study finds that water conservation and potable reuse can reduce energy demands and costs, whereas desalination increases them. To achieve carbon neutrality by 2045, the report emphasizes the necessity of massive growth in solar, wind, and energy storage, alongside the continued role of low-cost hydropower. It also warns that federal policy interference could increase electricity production costs by $23 billion and raise CO2 emissions by 16% compared to the state's policy baseline.

The Canadian Association of Physicians for the Environment (CAPE) argues that Canada's post-COVID-19 economic recovery should prioritize decarbonization to protect human health and ensure economic stability. The report outlines a path to net-zero emissions by 2050, projecting that meeting climate targets would save approximately 112,000 lives between 2030 and 2050 due to air quality improvements and increase clean jobs from 210,000 in 2020 to 1.5 million by 2050. Key recommendations include legislating a net-zero 2050 target, decarbonizing electricity and transit by 2040, and transitioning buildings and healthcare to net-zero by 2050. The report also emphasizes the health risks of fossil fuel investments, the need for a just transition for workers, and the importance of nature-based solutions for climate mitigation and mental health.

A coalition of scientists and health experts is calling on the California Air Resources Board (CARB) to implement a more stringent Advanced Clean Trucks (ACT) rule. The authors argue that heavy-duty vehicles are disproportionately polluting, contributing significantly to global warming and public health crises, particularly in communities of color. They specifically criticize CARB's current proposal, which would result in zero-emissions vehicles making up only 4 percent of trucks on California roads by 2030, and advocate for higher sales standards to accelerate the transition from diesel to zero-emissions technologies.

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 outlines a systemic approach to urban freight management, combining a set of Key Performance Indicators (KPIs) with a library of global best practices. It argues that urban logistics efficiency is driven by a combination of land-use planning, infrastructure investment, and regulatory flexibility. Key strategies discussed include the use of ring roads to divert through-freight, the implementation of urban consolidation centers, and the transition to zero-emissions vehicles. The report emphasizes the necessity of data-driven decision-making through GPS logs and stakeholder engagement via Freight Quality Partnerships to reduce the high costs of the 'final mile' and improve city livability.

Heavy-duty vehicles, while comprising only 5% of US road vehicles, contribute over 25% of vehicle-based global warming emissions and significant air pollution. The document advocates for the adoption of battery- and fuel cell-electric trucks and buses to eliminate tailpipe emissions and improve public health, particularly in low-income communities and communities of color. It highlights that battery-electric buses are currently the lowest-carbon option across the US and calls for government policies, including adoption targets and manufacturer standards, to accelerate this transition.

The Climate Action Tracker reports that current national commitments and policies are insufficient to meet the Paris Agreement's warming limits, projecting temperature increases of 3.2°C to 3.4°C by 2100. To align with a 1.5°C limit, global emissions must peak by 2020, requiring rapid decarbonization across the electricity, transport, building, industry, and agriculture sectors.

The report argues that the UK's current vehicle taxation system is insufficient to meet legal air quality limits and the 2040 target for banning new internal combustion engine vehicles. It proposes a three-tiered strategy: mandating charging Clean Air Zones in the short term, replacing the plug-in grant with a time-limited VAT rebate for ULEVs in the medium term, and developing a road-user charging system in the long term to replace eroding fuel duty revenues.

The document analyzes the different approaches the U.S. and China take to overcome barriers to electric vehicle (EV) adoption, such as high upfront costs and limited charging infrastructure. While the U.S. relies on a mix of federal tax credits and varied state-level incentives, China has implemented more aggressive central government subsidies, a 'dual-credit policy' for manufacturers, and significant government fleet mandates. China's approach has led to faster growth in EV registrations and a larger network of charging outlets compared to the U.S.

The document examines how California's LCFS and Cap-and-Trade Program work together to reduce transportation emissions. The LCFS mandates a reduction in the carbon intensity of fuels, while Cap-and-Trade puts a price on carbon and generates revenue for clean technology investments. The author argues that neither policy is sufficient alone and recommends extending both to 2030 to provide the stability needed for long-term infrastructure and vehicle transitions.