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Proterra addresses the high upfront cost and perceived technology risks of electric buses by selling the vehicles at the price of conventional diesel buses and utilizing a 12-year battery service agreement. This model shifts battery ownership and performance risk to Proterra, converting a capital expenditure into an operating cost funded by the lower operating expenses of electric buses.

The clean car standards, initiated by California's AB 1493 and adopted by the California Air Resources Board (CARB), comprise regulations for air quality, global warming, and zero-emission vehicles. These standards aim for a 30% reduction in global warming pollution from new vehicles by 2016 and are more stringent than federal Corporate Average Fuel Economy (CAFE) standards, targeting a fleet average fuel economy equivalent of 39.2 mpg by 2020 compared to the federal 35 mpg. As of January 2009, 13 states and the District of Columbia had adopted these standards, which are projected to reduce cumulative global warming emissions by 451 million metric tons of CO2E by 2020 across those 15 jurisdictions.

Diesel-powered transportation sources in the US are responsible for over 60 percent of nitrogen oxides (NOx) and more than 70 percent of fine particulate matter (PM2.5) emissions. The World Health Organization classifies diesel exhaust as carcinogenic, with components like PM2.5 and NOx causing respiratory and cardiovascular illnesses, premature death, and reduced lung function. These health impacts disproportionately affect communities of color and socioeconomically disadvantaged populations. While over 100 models of electric trucks and buses are currently available, the document argues that public policy is necessary to accelerate the market and address the climate crisis and health disparities.

The report proposes the 'Hypercar', an ultralight hybrid-electric vehicle that combines synthetic composite materials with hybrid propulsion to increase fuel efficiency by up to ten times compared to standard cars. It argues that the current 'Iron Age' approach of incremental steel-car refinements is obsolete and that the U.S. must transition to agile, low-capital manufacturing using moldable composites to maintain global competitiveness. The authors suggest that government mandates, such as California's ZEV requirements, and market-based 'feebates' can accelerate this transition, which would reduce oil dependency and environmental impact while fostering industrial renewal.

The document outlines how states can leverage billions of dollars in federal funding to support the transition to zero-emission medium- and heavy-duty vehicles (MHDVs). It categorizes funding opportunities into manufacturing, procurement, charging infrastructure, workforce development, emissions monitoring, and state planning, providing specific program details, eligibility, and strategic next steps for state officials.

The Clean Air Task Force (CATF) is expanding its U.S. state policy program to help states implement federal climate funding and regulations, and to pass state-level policies such as clean energy standards. The program aims to address barriers like budget cuts and political headwinds to propel the U.S. toward a net-zero economy, requiring an annual budget of approximately $20 million.

The document outlines federal grants and tax credits from the Inflation Reduction Act (IRA) and Infrastructure Investment and Jobs Act (IIJA) to support the deployment of electric vehicle (EV) charging and hydrogen fueling infrastructure. It details specific funding categories including charging/fueling, supply chain development, emissions monitoring, and state planning, while highlighting active zero-emission freight corridor projects along I-95, I-80, and I-10. The guide also provides a three-phase strategic framework for states to establish priorities, communicate with stakeholders, and monitor performance to maximize the use of these federal resources.

The document outlines a five-category framework for jurisdictions applying for Climate Pollution Reduction Grants (CPRG) to reduce emissions from medium- and heavy-duty vehicles (MHDVs). It suggests a combination of critical analysis, regulatory programs, financial incentives, community benefits, and the leveraging of other federal funding sources. Specific recommendations include adopting the Advanced Clean Trucks and Advanced Clean Fleets rules, developing Low Carbon Fuel Standards, and establishing workforce training programs with community colleges.

The Clean Air Task Force (CATF) recommends that the DOE prioritize a limited number of large-scale hydrogen hubs (4 to 6) to avoid program dilution and maximize industrial learning. CATF emphasizes the need for full lifecycle analysis (LCA) to measure greenhouse gas intensity, noting that natural gas with carbon capture can reach 1.5 to 2.0 kgCO2e/kgH2, while solar-powered electrolyzers range from 0.96 to 2.52 kgCO2e/kgH2 when upstream emissions are included. The document argues for prioritizing 'difficult-to-electrify' sectors such as heavy-duty trucking, marine shipping, and heavy industry. To ensure equity, CATF suggests requiring comprehensive community environmental health assessments and implementing inclusive engagement strategies to protect disadvantaged communities from industrial pollution.

The document examines the role of hydrogen fuel cells in decarbonizing heavy-duty trucking, noting their efficiency advantage over internal combustion engines and suitability for long-haul operations compared to battery electric vehicles (BEVs). It identifies California as the primary region for adoption due to supportive policies, but highlights critical barriers including high hydrogen costs, infrastructure gaps, and the financial instability of FCEV startups like Nikola and Hyzon.

The document outlines the Climate Bonds Standard and Certification Scheme, a voluntary labeling system designed to align financial investments with the goal of limiting global temperature rise to 1.5 degrees Celsius. It focuses on the Brazilian market, where transport is the third most financed taxonomy category for green bonds at 10%. The guide details a three-step certification process (pre-issuance, issuance, and post-issuance) and specifies eligible transport assets, including zero-emission rail, road public transport, and low-carbon infrastructure. It establishes strict mitigation thresholds, such as a limit of 50gCO2 per p-km for passengers by 2026, and explicitly excludes vehicles powered exclusively by biofuels or those primarily transporting fossil fuels.

The document provides a framework for issuers to align transport-sector green bonds with a 1.5°C warming limit. It details a three-step certification process (pre-issuance, issuance, and post-issuance), defines eligible low-carbon transport assets, and establishes specific emission thresholds for passenger and freight transport. It highlights Brazil as a growing market where transport is the third most financed taxonomy category for green bonds (10%), and provides a case study of Rumo S.A. regarding rail freight modernisation.

The fact sheet outlines how a California green bank could accelerate decarbonization in the transportation sector, which contributes roughly 40 percent of the state's GHG emissions. It proposes interventions across four areas: passenger vehicles, zero-emission vehicle (ZEV) infrastructure, goods movement, and regional planning. Key proposed mechanisms include providing credit enhancements to expand private lending for low-carbon vehicles and heavy-duty trucks, coordinating risk and financing for EV infrastructure to overcome the 'chicken-and-egg' challenge of adoption versus availability, supporting at-scale innovative freight infrastructure, and financing projects to reduce vehicle miles traveled (VMT).

A coalition of 73 organizations argues that California's 2022 Draft Scoping Plan fails to accelerate climate targets or increase the pace of action beyond existing commitments. The group proposes a comprehensive set of revisions, including phasing out oil extraction by 2035 and refining by 2045, banning new gas-fired power generation immediately, and achieving a zero-carbon electric sector by 2035. They also call for a 30% reduction in vehicle miles traveled by 2035, a phase-out of new gas appliance sales by 2030, and the limitation of carbon capture and storage (CCS) and carbon dioxide removal (CDR) to only the most essential, hard-to-decarbonize sectors.

The document defines key terms in the hydrogen economy, including production methods like electrolysis and steam reforming, storage forms such as compressed and liquid hydrogen, and the criteria for 'clean hydrogen' and 'zero-emission motor vehicles'.

The document argues that the adoption of California's Advanced Clean Cars II (ACC II) rule by all 16 '177 States' would significantly increase electric vehicle (EV) market share, reduce greenhouse gas emissions, and provide substantial public health and economic benefits. Modeling suggests that while federal Inflation Reduction Act (IRA) tax credits provide a temporary boost to EV sales, the ACC II mandate is necessary to sustain growth, potentially leading to 81 percent EV market share by 2050. The report highlights cumulative reductions of 1,310 million metric tons of CO2e, the prevention of 5,000 premature deaths, and the creation of 300,000 new domestic jobs by 2050.

The California Energy Policy Simulator (EPS) indicates that a 55 percent reduction in emissions by 2030 is achievable without new technologies and would generate significant economic and social benefits. The scenario projects a $55.4 billion increase in state GDP, the creation of 235,000 total jobs, and the avoidance of 1,829 premature deaths by 2030. Achieving this target requires accelerating the deployment of electrification, hydrogen, and carbon capture in industry, as well as reaching 90% clean energy for grid-scale generation by 2030.

The United States aims to reduce greenhouse gas emissions to 50 to 52 percent below 2005 levels by 2030, but the Inflation Reduction Act (IRA) is projected to achieve only a 40 percent reduction. To close this gap, the document recommends stronger federal and state standards for electricity, industry, transportation, and buildings. Modeling indicates that achieving the NDC would significantly increase public health and economic benefits compared to the IRA alone, avoiding 6,800 premature deaths and adding $690 billion per year to GDP.

The analysis employs RMI's Energy Policy Simulator (EPS) and Smarter MODES tools to model the impact of three specific policy interventions in Illinois: electric vehicle sales standards, GHG planning in infrastructure, and increased transit investment. The EPS model assumes the adoption of Advanced Clean Cars 2 and Advanced Clean Trucks starting in 2029, targeting 100% zero-emission passenger cars and SUVs, 58% of commercial trucks, and 33% of buses by 2035. Simultaneously, the Smarter MODES calculator models a 20% per capita reduction in vehicle miles traveled (VMT) by 2050 compared to 2019 levels, alongside an 80% electric light-duty vehicle stock by 2050.

The Union of Concerned Scientists analysis finds that California's cleaner fuels and vehicle policies—including cap and trade, the low carbon fuel standard, and vehicle standards—will reduce ownership costs for drivers. Weekly savings for new vehicle owners are projected to increase from $3.90 for a 2015 model to $8.98 for a 2025 model compared to a 2008 baseline. A 10-year-old used car purchased in 2025 is estimated to save its driver $7.46 per week compared to a similar used car purchased in 2015.