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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) argues that low-carbon hydrogen is essential for decarbonizing hard-to-electrify sectors like heavy industry and long-haul transport. In Pennsylvania, the MACH2 and ARCH2 hubs represent diverse production strategies—renewable/nuclear and natural gas reforming, respectively. CATF emphasizes that for hydrogen to be truly climate-beneficial, electrolytic production must follow 'three pillars' of additionality, geography-matching, and temporal-matching, while fossil-based production requires high carbon capture rates and minimized methane leaks. The document highlights Pennsylvania's significant geologic storage potential for carbon capture but notes a lack of public subsurface data. It recommends greater transparency, inter-hub coordination, and deeper community engagement to maximize the program's climate and social benefits.

The report examines the DOE's Community Benefits Plan (CBP) process, which requires grant applicants to commit to equitable community and workforce strategies. While the CBP is credited with forcing developers to prioritize equity and job quality, the report identifies significant challenges, including limited DOE capacity, rushed timelines, and growing stakeholder fatigue. Community surveys reveal deep skepticism due to unfulfilled past promises and a preference for environmental quality improvements over clean energy funding. The report recommends that the DOE improve accountability, provide seed funding for commitments, and leverage other federal agencies to support under-resourced community groups.

The document combines findings from community surveys in New Jersey, Louisiana, and the Navajo Nation with stakeholder interviews to evaluate the Community Benefits Plan (CBP) required for most U.S. Department of Energy (DOE) funding. While the CBP is seen as a tool to improve worker and community outcomes, survey data reveals deep skepticism due to unfulfilled past promises and a preference for environmental quality improvements over clean energy expansion. Implementation challenges include limited DOE capacity, stakeholder fatigue, and a need for greater accountability and resources for under-resourced community groups.

The report details survey results from the Ironbound Community (New Jersey), Navajo Nation Chapters (New Mexico, Arizona, Utah), and St. James and St. John the Baptist Parishes (Louisiana). It finds widespread skepticism toward developers due to unfulfilled past promises and low initial awareness of CBPs. While support for CBPs increased after residents were informed of potential benefits, priorities varied: environmental quality (water and air) and affordable housing were highly valued, while specific clean energy funding like EV charging stations ranked lower. Residents strongly emphasized the need for transparent, accessible engagement and the inclusion of small business owners and environmental groups in negotiations.

The Clean Air Task Force (CATF) provides a framework for the U.S. Department of Energy (DOE) and selected Regional Clean Hydrogen Hubs to transition from application to action. CATF emphasizes prioritizing hydrogen for hard-to-abate sectors, ensuring transparency in project planning, coordinating funding across federal programs, and deepening community engagement to ensure equitable and climate-beneficial outcomes.

The guide explains how Environmental Product Declarations (EPDs) function as 'nutrition labels' for building materials by reporting life-cycle assessment (LCA) data, specifically Global Warming Potential (GWP). It argues that current EPDs suffer from inconsistencies due to varying data sources and proprietary datasets. To achieve an 'ideal EPD' that supports fair carbon reduction policies, the author recommends that Product Category Rules (PCRs) mandate facility-specific data, limit product variation within single reported values, and require supply-chain-specific data for upstream processes. The document also identifies barriers to adoption, such as high up-front costs for small businesses and the lack of a universal public database, while noting US government initiatives like the EPA's grant program and the Inflation Reduction Act of 2022 aimed at advancing EPD development.

As of June 2023, there are 5,982 committed electric school buses across 914 U.S. school districts or private fleet operators. Adoption is heavily driven by the EPA's Clean School Bus Rebate Program, which funded 39% of all committed buses. While California leads in total numbers, adoption is becoming more geographically distributed, with 49 states now having commitments. The report finds that adoption is occurring equitably, with a majority of buses located in low-income districts and areas with high air pollution. Type C buses are the most common, making up 62.5% of commitments.

The research finds that human-induced climate change significantly increased the intensity and probability of extreme fire weather in eastern Canada in 2023, particularly in Québec, where the cumulative severity of the fire season was approximately 50% more intense and at least seven times more likely to occur.

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 report argues that the U.S. must implement ambitious long-term capacity targets, holistic transmission planning, and strategic infrastructure investments to achieve a net-zero future. It emphasizes the need for coordinated site identification, streamlined permitting, and the development of a domestic supply chain and workforce to support a potential build-out of 250 to 750 GW of offshore wind by 2050.

REITs in the US control approximately 38.5 billion sq. ft. of solar-appropriate surface area, capable of generating over 25 percent of electricity used in US commercial buildings. While on-site solar is economically viable for 90 percent of the top 50 REITs by 2025, adoption is hindered by tax credit complexities, IRS recapture rules, and risks associated with tenant turnover and low energy intensity in industrial warehouses. Community solar is proposed as a solution to these barriers, offering additional tax credit bonuses of 10–20 percent when serving low- and moderate-income residents. Currently, only nine US states support rooftop community solar, though some leading REITs like Prologis, Lineage Logistics, Blackstone, Brookfield, and Hartz Mountain have already installed significant capacity.

The document details a multi-stakeholder approach to ending plastic pollution, emphasizing source reduction, reuse systems, and Extended Producer Responsibility (EPR). It advocates for a full life cycle approach that integrates environmental justice and data transparency to inform policy at local, state, and federal levels in the United States, while aligning with an upcoming global plastics treaty.

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 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 evaluates the potential for offshore carbon capture and storage (CCS) in the US mid-Atlantic to compensate for limited onshore capacity. Using the SimCCS modeling toolset, the study identifies 199 facilities across 15 industry sectors with a total of 31.47 Mt of annual capturable CO2. It finds that while offshore storage capacity is vast—estimated at 621,221 MtCO2 across 125 candidate sites—the costs are significantly higher than onshore benchmarks, ranging from 95.5 to 147.9 $/tCO2. This cost disparity is primarily driven by offshore pipeline installation and storage expenses. The analysis suggests that capturing the full 31.47 MtCO2 would require a 7,789 km branched pipeline network and that emission prices between $95.5 and $103.5 per tonne could incentivize initial capture efforts.

The report finds that if all 177 States adopting California's standards implement the Advanced Clean Cars II (ACC II) rule, U.S. emissions could be reduced by 1,310 million metric tons of CO2e by 2050. This adoption would lead to three-quarters of U.S. cars being electric vehicles (EVs) by 2050, creating nearly 300,000 jobs and saving households an average of $238 annually. The analysis emphasizes that while the IRA provides near-term incentives, the ACC II mandate is necessary for long-term electrification goals. Case studies for Maryland, New Jersey, New Mexico, and New York highlight significant state-level benefits, including substantial reductions in asthma attacks and premature deaths, particularly in communities of color.

Geothermal heat pumps (GHPs) use the constant temperature of the earth to provide efficient heating and cooling with zero direct emissions. While installation costs are higher than fossil fuel alternatives, the Inflation Reduction Act provides tax credits and rebates that can reduce these costs by up to 50%. In the U.S. Midwest, GHPs can reduce emissions by 85-90% compared to gas or propane furnaces and use approximately 80% less energy annually. The document highlights 'networked geothermal' systems for campuses and neighborhoods as a way to achieve over 500% efficiency and lower individual costs through economies of scale.

The document analyzes the Rhode Island Department of Health's approval of an $85 million sale of 10 nursing homes to Tryko Partners and Kadima Healthcare. It highlights the use of 'standard conditions' regarding debt-to-equity ratios and the implementation of a five-year quality maintenance requirement to protect residents from the extractive business models of private equity. The author argues that while Rhode Island's quality measures are a positive step, the state's financing limits are too lenient, allowing debt levels that may divert funds from clinical care.

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.