Cut Emissions Transportation Fuel Switching

Mobilize Electric Cars

Highly Recommended
Electric car plugged into charging station

Electric cars are four-wheeled passenger cars that run on electricity, usually from the electricity grid and stored in onboard batteries (i.e., not including fuel cell electric cars). This definition includes electric pickup trucks, motorhomes, and other such vehicles. It does not include two-wheeled vehicles or hybrid cars (which combine an electric motor with a gasoline or diesel engine). It also does not include freight and commercial vehicles, such as electric heavy trucks, buses, and ambulances. We define Mobilizing Electric Cars as replacing fossil fuel–powered cars (i.e., those powered by internal combustion engines) with electric equivalents, as well as building out the necessary infrastructure (especially charging stations) to support them.

Last updated June 30, 2025

Solution Basics

1 million passenger-kilometers

tCO2-eq/unit
48.52
units/yr
Current 818,9002.6×10⁷4.73×10⁷
Achievable (Low to High)

Climate Impact

GtCO2-eq/yr
Current 0.04 1.262.3
US$ per tCO2-eq
-1,019
Gradual

CO₂, CH₄, N₂O

Additional Benefits

183,187
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193,194

Overview

Electric cars provide the same functionality as fossil fuel–powered cars, but use electric motors rather than fuel-burning engines. The energy for the motors comes from an onboard battery, which is normally charged using electricity from the grid.

Electric cars have no direct tailpipe emissions, since electric motors do not burn fuel to function. The grid electricity used to charge their batteries may have come from fossil fuel-burning power plants, meaning electric cars are not entirely free of direct emissions. However, in most electrical grids, even those that mainly generate electricity from fossil fuels, electric cars usually still produce fewer emissions per pkm than fossil fuel–powered cars. This is for three reasons. First, large, fixed power plants and efficient electric grids can convert fossil fuels into useful energy more efficiently than smaller, mobile internal combustion engines in cars. In extreme cases, such as grids powered entirely by coal, this might not be the case, particularly if the grid has a lot of transmission and distribution losses. Second, the powertrain of an electric car delivers electricity from the battery to the wheels much more efficiently than the powertrain of a fossil fuel–powered car, which wastes much more energy as heat (International Transport Forum, 2020; Mofolasayo, 2023; Verma et al., 2022). Third, electric cars’ powertrains enable regenerative braking, where the kinetic energy of the car’s motion is put back into the battery when the driver brakes (Yang et al., 2024).

Electric cars reduce emissions of CO₂,  methane, and nitrous oxide to the atmosphere by replacing fuel-powered cars, which emit these gases from their tailpipes.

Impact Calculator

Adjust effectiveness and adoption using range sliders to see resulting climate impact potential.

Effectiveness

48.52
t CO2-eq/million pkm
25th
percentile
38.95
75th
percentile
62.82
48.52
median

Adoption

818,900
1 million passenger-kilometers
Low
2.6×10⁷
High
4.73×10⁷
818,900
current
Achievable Range

Climate Impact

0.040
Gt CO2-eq/yr (100-yr)
06 Gt
0.067%
of total global emissions*
*59.09 Gt CO2-eq/yr (100-yr basis)

Maps

Electric cars can effectively mitigate climate change in all geographic regions, although there is spatial variability that influences per-pkm effectiveness and potential solution uptake. Effectiveness heavily depends on the carbon intensity of the charging source, which varies greatly between and within countries. The effectiveness of electric cars decreases for larger vehicles, favored in some countries (Jones, 2019; Nguyen et al., 2023).  

The uptake of electric cars can be significantly influenced by socioeconomic factors, including the relative costs of fuels and electricity, the capacity of civil society to provide adequate charging infrastructure, and the availability of subsidies for electric vehicles.

Extreme temperatures can negatively impact vehicle range, both by slowing battery chemistry and increasing energy demands for regulating passenger compartment temperature, which can adversely affect consumers’ perceptions of electric car suitability in locations with such climates (International Council on Clean Transportation, 2024).

Electric cars are most effective in regions with low-carbon electricity grids (International Transport Forum, 2020; Verma et al., 2022). This includes countries with high hydro power (including Iceland, Norway, Sweden, and parts of Canada such as British Columbia and Quebec), nuclear energy (such as France), and renewables (including Portugal, New Zealand, and parts of the United States, including California and some of the Northwest) (IEA, 2024). Electric car adoption is growing rapidly in a number of regions. For future scaling, targeting countries with supportive policies, renewable energy potential, and growing urban populations will deliver the greatest climate benefits.

Mt CO2-eq
0–4
4–8
8–12
12–16
16–20
> 20
No data

Annual road transportation emissions, 2024

Cars are the largest source of vehicle emissions, which are shown here for urban areas.

Kott, T., Foster, K., Villafane-Delgado, M., Loschen, W., Sicurello, P., Ghebreselassie, M., Reilly, E., and Hughes, M. (2024). Transportation sector - Global road emissions. [Data set]. The Johns Hopkins University Applied Physics Laboratory (JHU/APL), Climate TRACE Emissions Inventory. Retrieved March 12, 2025 from https://climatetrace.org

Mt CO2-eq
0–4
4–8
8–12
12–16
16–20
> 20
No data

Annual road transportation emissions, 2024

Cars are the largest source of vehicle emissions, which are shown here for urban areas.

Kott, T., Foster, K., Villafane-Delgado, M., Loschen, W., Sicurello, P., Ghebreselassie, M., Reilly, E., and Hughes, M. (2024). Transportation sector - Global road emissions. [Data set]. The Johns Hopkins University Applied Physics Laboratory (JHU/APL), Climate TRACE Emissions Inventory. Retrieved March 12, 2025 from https://climatetrace.org

The Details

Current State

Every million pkm shifted from fossil fuel–powered cars to electric cars reduces 48.52 t CO₂‑eq on a 100-yr basis (Table 1), or 49.13 t CO₂‑eq on a 20-yr basis. 

We found this by collecting data on electricity consumption for a range of electric car models (Electric Vehicle Database, 2024) and multiplying it by the global average emissions per kWh of electricity generation. Fossil fuel–powered cars emit 115.3 t CO₂‑eq/pkm on a 100-yr basis (116.4 t CO₂‑eq/pkm on a 20-yr basis). Electric cars already have lower emissions in countries with large shares of renewable, nuclear, or hydropower generation in their electricity grids (International Transport Forum, 2020; Verma et al., 2022).

These data come disproportionately from North America and Europe, and, notably, leave out China, which has made major progress on electric cars in recent years and has many of its own makes and models. 

Electric cars today are disproportionately used in high- and upper-middle-income countries, whose electricity grids emit fewer GHG emissions than the global average per unit of electricity generated (IEA, 2024). Electric cars in use today reduce more emissions on average than the figure we have calculated. 

Electric cars have higher embodied emissions than fossil fuel–powered cars, due to the GHG-intensive process of manufacturing batteries. This gives them a carbon payback period which ranges from zero to over 10 years (Dillman et al., 2020; Ren et al., 2023).

Table 1. Effectiveness at reducing emissions.

Unit: t CO₂‑eq/million pkm

25th percentile 38.95
mean 49.54
median (50th percentile) 48.52
75th percentile 62.82

Shifted from fossil fuel–powered cars to electric cars, 100-yr basis.

Including purchase price, financing, fuel and electricity costs, maintenance costs, and insurance, electric cars cost on average US$0.05 less per pkm (US$49,442.19/million pkm) than fuel-powered cars. This is based on a population-weighted average of the cost differential between electric and fossil fuel–powered cars in seven countries: Japan, South Korea, China, the United States, France, Germany, and the United Kingdom (Nickel Institute, 2021b, 2021c, 2021a). 

While this analysis found that electric cars are less expensive than fossil fuel–powered cars almost everywhere, the margin is often quite small. The difference is less than US$0.01/pkm (US$10,000/million pkm) in South Korea, the United States, and Germany. In some markets, electric cars are more expensive per pkm than fossil fuel–powered cars (IEA, 2022).

This amounts to savings of US$1,019/t CO₂‑eq on a 100-yr basis (Table 2), or US$1,006/t CO₂‑eq avoided emissions on a 20-yr basis). 

Our analysis does not include costs that are the same for both electric and fossil fuel–powered cars, including taxes, insurance costs, and public costs of building road infrastructure.

Table 2. Cost per unit climate impact.

Unit: 2023 US$/t CO₂‑eq, 100-yr basis

median -1,019

For every doubling in electric car production, costs decline by approximately 23% (Table 3; Goetzel & Hasanuzzaman, 2022; Kittner et al., 2020; Weiss et al., 2015). 

In addition to manufacturing improvements and economies of scale, this reflects rapid technological advancements in battery production, which is a significant cost component of an electric powertrain (Weiss et al., 2015).

Table 3. Learning rate: drop in cost per doubling of the installed solution base.

Unit: %

25th percentile 23.00
mean 22.84
median (50th percentile) 23.00
75th percentile 24.00

Speed of action refers to how quickly a climate solution physically affects the atmosphere after it is deployed. This is different from speed of deployment, which is the pace at which solutions are adopted.

At Project Drawdown, we define the speed of action for each climate solution as gradual, emergency brake, or delayed.

Mobilize Electric Cars is a GRADUAL climate solution. It has a steady, linear impact on the atmosphere. The cumulative effect over time builds as a straight line.

Adoption

Approximately 28 million electric cars are in use worldwide (IEA, 2024). This corresponds to about 819,000 million pkm traveled by electric car worldwide each year (Table 4). We assume that all of this travel would be undertaken by a fossil fuel–powered car if the car’s occupants did not use an electric car. Adoption is much higher in some countries, such as Norway, where the share of electric cars was 29% in 2023.

To convert the IEA’s electric car estimates into pkm traveled, we needed to determine the average passenger-distance that each passenger car travels per year. Using population-weighted data from several different countries, the average car carries 1.5 people and travels an average of 29,250 pkm/yr. Multiplying this number by the number of electric cars in use gives the total travel distance shift from fossil fuel–powered cars to electric cars.

Table 4. Current (2024) adoption level.

Unit: million pkm/yr

Population-weighted mean 818,900

Implied travel shift from fossil fuel-powered cars to electric cars.

Globally, about 104 billion pkm are displaced from fossil fuel–powered cars by electric cars every year (Table 5). The number of new electric cars purchased each year is growing at an average rate of over 10% (Bloomberg New Energy Finance, 2024; IEA, 2024), although purchase rates have declined slightly from record highs between 2020–2022. Global purchases of electric cars are still increasing by around 3.6 million cars/yr. This is based on globally representative data (Bloomberg New Energy Finance, 2024; IEA, 2024).

Despite this impressive rate of growth, electric cars still have a long way to go before they replace a large percentage of the more than 2 billion cars currently driven (WHO, 2024).

Table 5. 2023-2024 adoption trend.

Unit: million pkm/yr

Median, or population-weighted mean 104,000

Implied travel shift from fossil fuel-powered cars to electric cars.

The adoption ceiling for electric cars is equal to the total passenger-distance driven by the more than 2 billion cars worldwide (WHO, 2024). Using a population-weighted mean of the average distance (in pkm) traveled per car annually, this translates to about 59 trillion pkm (Table 6).

Replacing every single fossil fuel–powered car with an electric car would require an enormous upscaling of electric car production capacity, rapid development of charging infrastructure, cost reductions to increase affordability, and technological improvements to improve suitability for more kinds of drivers and trips. It would also face cultural obstacles from drivers who are attached to fossil fuel–powered cars (Roberts, 2022).

Table 6. Adoption ceiling.

Unit: million pkm/yr

Median, or population-weighted mean 59,140,000

Implied travel shift from fossil fuel-powered cars to electric cars.

The achievable adoption of electric car travel ranges from about 26–47 trillion pkm displaced from fossil fuel–powered cars (Table 7).

Various organizations have produced forecasts for electric car adoption. These are not assessments of feasible adoption per se; they are instead trying to predict likely rates of adoption, given various assumptions about the future (Bloomberg New Energy Finance, 2024; IEA, 2024). However, they are useful in that they take a large number of different variables into account to make their estimates. To convert these estimates of future likely adoption into estimates of the achievable adoption range, we apply some assumptions to the numbers in the scenario projections. 

To find a high rate of electric car adoption, we assume that every country could reach the highest rate of adoption projected to occur for any country. Bloomberg New Energy Finance’s (2024) Economic Transition scenario predicts that Norway will reach an 80% electric vehicle stock share by 2040. We therefore set our high adoption rate at 80% worldwide. This corresponds to 1,617 million total electric cars in use, or 47 trillion pkm traveled by electric car. An important caveat is that with a global supply constraint in the production of electric car batteries, per-country adoption rates are somewhat zero-sum. Every electric car purchased in Norway is one that cannot be purchased elsewhere. Therefore, for the whole world to achieve an 80% electric car stock share, global electric car and battery production would have to increase radically. While this might be possible due to technological improvements or radical increases in investment, it should not be taken for granted.

To identify a lower feasible rate of electric car adoption, we simply take the highest estimate for global electric car adoption. Bloomberg’s Economic Transition scenario predicts 44% global electric car adoption by 2050. This corresponds to 890 million electric cars, or 26 trillion pkm.

Table 7. Range of achievable adoption levels.

Unit: million pkm/yr.

Current Adoption 818,900
Achievable – Low 26,020,000
Achievable – High 47,310,000
Adoption ceiling (physical limit) 59,140,000

Impacts

Electric cars are currently displacing 0.040 Gt CO₂‑eq of GHG emissions from the transportation system on a 20-yr basis (Table 8), or 0.040 Gt CO₂‑eq on a 100-yr basis. 

If electric cars reach 44% of the global car stock share by 2040, as Bloomberg (2024) projects, without any change in the total number of cars on the road, they will displace 1.263 Gt CO₂‑eq GHG emissions on a 100-yr basis (1.279 Gt CO₂‑eq  on a 20-yr basis).

If electric cars globally reach 80% of car stock share, as Bloomberg projects might happen in Norway by 2040, they will displace 2.296 Gt CO₂‑eq GHG emissions on a 100-yr basis (2.325 Gt CO₂‑eq on a 20-yr basis).

If electric cars replace 100% of the global car fleet, they will displace 2.870 Gt CO₂‑eq  GHG emissions on a 100-yr basis (2.906 Gt CO₂‑eq on a 20-yr basis).

These numbers are based on the present-day average emissions intensity from electrical grids in countries with high rates of electric car adoption. If more clean energy is deployed on electricity grids, the total climate impact from electric cars will increase considerably.

Table 8. Climate impact at different levels of adoption.

Unit: Gt CO₂‑eq/yr, 100-yr basis

Current Adoption 0.040
Achievable – Low 1.263
Achievable – High 2.296
Adoption ceiling (physical limit) 2.870

Air quality

The adoption of electric cars reduces emissions of air pollutants, including sulfur oxides, sulfur dioxide, and nitrous oxides, and especially carbon monoxide and volatile organic compounds. It has a smaller impact on particulate emissions (Requia et al., 2018). Some air pollution reductions are limited (particularly PM and ozone) due to heavier electric cars and pollution from brakes, tires, and wear on the batteries (Carey, 2023; Jones, 2019).

Water quality

Substituting electric car charging points for gas stations can eliminate soil and water pollution from leaking underground gas tanks (Yoder, 2023). 

Health

Since electric cars do not have tailpipe emissions, they can mitigate traffic-related air pollution, which is associated with asthma, lung cancer, increased emergency department visits for respiratory disease, and increased mortality (Anenberg et al., 2019; Guarnieri & Balmes, 2014; Pan et al., 2023; Pennington et al., 2024; Requia et al., 2018; Szyszkowicz et al., 2018). Transitioning to electric cars can reduce exposure to air pollution, improve health, and prevent premature mortality (Garcia et al., 2023; Larson et al., 2021; Peters et al., 2020).

The health benefits of adopting electric cars vary spatially and partly depend upon how communities generate electricity (Choma et al., 2020), but there is evidence that they have improved health. A study in California found a reduction in emergency department visits in ZIP codes with an increase in zero-emissions cars (Garcia et al., 2023). By 2050, projections estimate that about 64,000–167,000 deaths could be avoided by adopting electric cars (Larson et al., 2021).

Communities rich in racial and ethnic minorities tend to be located near highways and major traffic corridors and so are disproportionately exposed to air pollution (Kerr et al., 2021). Transitioning to electric cars could improve health in marginalized urban neighborhoods that are located near highways, industry, or ports (Pennington et al., 2024). These benefits depend upon an equitable distribution of electric cars and infrastructure to support the adoption of electric cars (Garcia et al., 2023). Low-income households may not see the same savings from an electric car due to the cost and stability of electricity prices and distance to essential services (Vega-Perkins et al., 2023)

Income & Work

Adopting electric cars can reduce a household’s energy burden, or the proportion of income spent on residential energy (Vega-Perkins et al., 2023). About 90% of United States households that use a car could see a reduction in energy burden by transitioning to an electric car. Money spent to charge electric cars is more likely to stay closer to the local community where electricity is generated, whereas money spent on fossil fuels often benefits oil-producing regions. This benefits local and national economies by improving their trade balance (Melaina et al., 2016).

Other

The effectiveness of electric cars in mitigating GHG emissions is critically dependent on the emissions associated with electricity production. In electricity grids dominated by fossil fuels, electric cars have far higher emissions than in jurisdictions with low-emission electricity generation (International Transport Forum, 2020; IPCC, 2022; Milovanoff et al., 2020).

Electric car adoption faces a major obstacle in the form of constraints on battery production. While electric car battery production is being aggressively upscaled (IEA, 2024), building enough batteries to replace a significant fraction of fossil fuel–powered cars is an enormous challenge and will likely slow down a transition to electric cars, even if there is very high consumer demand (Milovanoff et al., 2020). 

Mining minerals necessary to produce electric car batteries carries environmental and social risks. This has been associated with significant harms, particularly in lower-income countries that supply many of these minerals (Agusdinata et al., 2018; Sovacool, 2019).

Electric cars might also pose additional safety risks due to their higher weight, which means they have longer stopping distances and can cause more significant damage in collisions and to pedestrians and cyclists (Jones, 2019). This risk includes dual-motor electric cars that incorporate two electric motors – one for the front axle and one for the rear – providing all-wheel drive (AWD) capabilities. The addition of a second motor increases the vehicle's weight and complexity, which can lead to higher energy consumption and reduced overall efficiency. Moreover, the increased manufacturing costs associated with dual-motor systems can result in higher purchase prices for consumers (Nguyen et al., 2023). However, this configuration enhances vehicle performance, offering improved acceleration, traction, and handling, particularly in adverse weather conditions which are valued by some consumers. 

Electric car batteries are currently quite emissions-intensive to produce, resulting in high embodied emissions. While the embodied emissions are higher for electric cars than fossil fuel–powered cars, the results are mixed when coupling these with operating emissions. Dillman et al.’s (2020) review of the literature on this topic found that producing the average battery-electric car emits 63% more GHG emissions than the average gasoline-powered car, and 77% more GHG emissions than the average diesel-powered car. Taking their lower tailpipe emissions into account, this gives them a GHG payback period of zero to more than 10 years. In some cases, the emissions payback period is longer than the expected lifespan of the electric car, meaning it will have higher life cycle GHG emissions than a comparable gasoline or diesel-powered car. However, the ITF (2020) found that the lifetime emissions from manufacturing, operation, and infrastructure are lower for electric cars. All of these studies relied on assumptions, including the type of car, size of battery, electricity grid, km/yr, and lifetime. 

There is some criticism against any solution that advocates for car ownership, contending that the focus should be on solutions such as Enhance Public Transit that reduce car ownership and usage. Jones (2019) noted “there is little evidence to suggest that EVs can offer the universal solution that global governments are seeking,” and that efforts to popularize electric cars “may be better directed at creating more efficient public transport systems, rather than supporting personal transportation, if the significant health disbenefits of car use during the past 150 years are to be in any way reduced.”

Milovanoff et al. (2020) offered similar criticism: “Closing the mitigation gap solely with EVs would require more than 350 million on-road EVs (90% of the fleet), half of national electricity demand, and excessive amounts of critical materials to be deployed in 2050. Improving [the] average fuel consumption of fossil fuel–powered vehicles, with stringent standards and weight control, would reduce the requirement for alternative technologies, but is unlikely to fully bridge the mitigation gap. There is therefore a need for a wide range of policies that include measures to reduce vehicle ownership and usage.”

Allocating the limited global battery supply to privately owned electric cars might undermine the deployment of other solutions that also require batteries, but are more effective at avoiding GHG emissions (Castelvecchi, 2021). These could include electric buses, electric rail, and electric bicycles.

Reinforcing

Electric car batteries can potentially be used as stationary batteries for use as energy storage to balance electrical grids, either through vehicle-to-grid (V2G) technology or with degraded electric car batteries being installed in stationary battery farms as a form of reuse (Ravi & Aziz, 2022). 

The effectiveness of electric cars in reducing GHG emissions increases as electricity grids become cleaner, since lower-carbon electricity further reduces the emissions associated with car charging. 

Competing

Electric cars compete with heat pumps for electricity. Installing both heat pumps and electric cars could strain the electric grid’s capacity (Fakhrooeian et al., 2024).

Scaling up the production of electric cars requires more mining of critical minerals, which could affect ecosystems that are valuable carbon sinks (Agusdinata et al., 2018).

Getting travelers onto bicycles, sidewalks, public transit networks, or smaller electric vehicles (such as electric bicycles) provides a greater climate benefit than getting them into electric cars. There is an opportunity cost to deploying electric cars because those resources could otherwise be used to support these more effective solutions (APEC, 2024).

Consensus of effectiveness in reducing emissions: Mixed

There is a high level of consensus among major organizations and researchers working on climate solutions that electric cars offer a substantial reduction in GHG emissions compared to fossil fuel–powered cars. This advantage is strongest in places where electricity in the grid comes from sources with low GHG emissions, but it persists even if fossil fuels play a major role in energy production. 

Major climate research organizations generally see electric cars as the primary means of reducing GHG emissions from passenger transportation. This perspective has received criticism from some scholars who argue that electric cars have been overstated as a climate solution, pointing to supply constraints, embodied emissions, and emissions from electricity generation (Jones, 2019; Milovanoff et al., 2020). Embodied emissions are outside the scope of this assessment. 

The Intergovernmental Panel on Climate Change (IPCC) (2022) estimated well-to-wheel (upstream and downstream emissions) GHG emissions intensity from gasoline and diesel cars at 139 g CO₂‑eq/pkm and 107 g CO₂‑eq/pkm, respectively. They estimated that electric cars running on low-carbon electricity (solar, wind, and nuclear sourced) emit 9 g CO₂‑eq/pkm; electric cars running on natural gas electricity emit 104 g CO₂‑eq/pkm; and electric cars running entirely on coal electricity emit 187 g CO₂‑eq/pkm. These estimates include upstream emissions, such as those from oil refining and coal mining.

The International Energy Agency (IEA, 2024) noted that “[a] battery electric car sold in 2023 will emit half as much as fossil fuel–powered equivalents over its lifetime. This includes full life-cycle emissions, including those from producing the car.” 

The International Transport Forum (ITF) (2020) estimated that fossil fuel–powered cars emit 162 g CO₂‑eq/pkm, while electric cars emit 125 g CO₂‑eq/pkm. This included embodied and upstream emissions, which are outside the scope of this assessment..

The results presented in this document summarize findings from 15 reviews and meta-analyses and 24 original studies reflecting current evidence from 52 countries, primarily the IEA’s Electric Vehicle Outlook 2024), the Electric Vehicle Database 2024), the International Transportation Forum’s life cycle analysis on sustainable transportation 2020), the Nickel Institute’s cost estimates on electric cars (Nickel Institute, 2021b, 2021c, 2021a). We recognize this limited geographic scope creates bias, and hope this work inspires research and data sharing on this topic in underrepresented regions.

Take Action

Looking to get involved? Below are some key actions for this solution that can get you started, arranged according to different roles you may play in your professional or personal life.

These actions are meant to be starting points for involvement and are not intended to be prescriptive or necessarily suggest they are the most important or impactful actions to take. We encourage you to explore and get creative!

Lawmakers and Policymakers

  • Create government procurement policies to transition government fleets to electric cars.
  • Provide financial incentives such as tax breaks, subsidies, or grants for electric car production and purchases that gradually reduce as market adoption increases.
  • Provide complimentary benefits for electric car drivers, such as privileged parking areas, free tolls, and access schemes.
  • Use targeted financial incentives to assist low-income communities in purchasing electric cars and to incentivize manufacturers to produce more affordable options.
  • Develop charging infrastructure, ensuring adequate spacing between stations and equitable distribution of stations.
  • Invest in R&D or implement regulations to improve manufacturing, adoption, supply chain standards, and circularity of electric cars, particularly batteries.
  • Transition fossil fuel electricity production to renewables while promoting the transition to electric cars.
  • Disincentivize fossil fuel–powered car ownership by gradually introducing taxes, penalties, buy-back programs, or other mechanisms.
  • Offer educational resources and one-stop shops for information on electric vehicles, including demonstrations, cost savings, environmental impact, and maintenance.
  • Work with industry and labor leaders to construct new electric car plants and to transition fossil fuel–powered car manufacturing into electric car production.
  • Set regulations for sustainable use of electric car batteries and improve recycling infrastructure.
  • Join international efforts to promote and ensure that environmental and human rights standards are met for supply chains.
  • Incentivize or mandate life-cycle assessments and product labeling (e.g., Environmental Product Declarations).
  • Create, support, or join partnerships that offer information, training, and general support for electric car adoption.

Further information:

Practitioners

  • Produce and sell affordable electric car models.
  • Collaborate with dealers to provide incentives, low-interest financing, or income-based payment options.
  • Develop charging infrastructure, ensuring adequate spacing between stations and equitable distribution of stations.
  • Invest in R&D to improve manufacturing, adoption, supply chain standards, and circularity of electric cars, particularly batteries.
  • Offer educational resources and one-stop shops for information on electric cars, including demonstrations, cost savings, environmental impact, and maintenance.
  • Work with policymakers and labor leaders to construct new electric car plants and to transition fossil fuel–powered car manufacturing into electric car production.
  • Join international efforts to promote and ensure that environmental and human rights standards are met for supply chains.
  • Invest in recycling and circular economy infrastructure.
  • Conduct life-cycle assessments and ensure product labeling (e.g., Environmental Product Declarations).
  • Create, support, or join partnerships that offer information, training, and general support for electric car adoption.

Further information:

Business Leaders

  • Set company procurement policies to transition corporate fleets to electric cars.
  • Take advantage of any financial incentives such as tax breaks, subsidies, or grants for electric car purchases.
  • Create long-term purchasing agreements with electric car manufacturers to support stable demand and improve economies of scale.
  • Install charging stations and offer employee benefits for electric car drivers, such as privileged parking areas.
  • Invest in R&D to improve manufacturing, adoption, supply chain standards, and circularity of electric cars, particularly batteries.
  • Work with industry and labor leaders to transition fossil fuel–powered car manufacturing into electric car production.
  • Advocate for financial incentives and policies that promote electric car adoption.
  • Join international efforts to promote and ensure that environmental and human rights standards are met for supply chains.
  • Educate customers and investors about the company's transition to electric cars and encourage them to learn more about them.
  • Create, support, or join partnerships that offer information, training, and general support for electric car adoption.

Further information:

Nonprofit Leaders

  • Set organizational procurement policies to transition fleets to electric cars.
  • Take advantage of financial incentives such as tax breaks, subsidies, or grants for electric car purchases.
  • Advocate for financial incentives and policies that promote electric car adoption.
  • Install charging stations and offer employee benefits for electric car drivers, such as privileged parking areas.
  • Advocate for or provide improved charging infrastructure.
  • Offer workshops or support to low-income communities for purchasing and owning electric cars.
  • Work with industry and labor leaders to transition fossil fuel–powered car manufacturing into electric car production.
  • Join international efforts to promote and ensure that environmental and human rights standards are met for supply chains.
  • Advocate for regulations on lithium-ion batteries and investments in recycling facilities.
  • Offer educational resources and one-stop shops for information on electric cars, including demonstrations, cost savings, environmental impact, and maintenance.
  • Create, support, or join partnerships that offer information, training, and general support for electric car adoption.

Further information:

Investors

  • Invest in electric car companies.
  • Support portfolio companies in transitioning their corporate fleets.
  • Invest in companies that provide charging equipment or installation.
  • Invest in R&D to improve manufacturing, adoption, supply chain standards, and circularity of electric cars, particularly batteries.
  • Invest in electric car companies, associated supply chains, and end-user businesses like rideshare apps.
  • Join international efforts to promote and ensure that environmental and human rights standards are met for supply chains.
  • Create, support, or join partnerships that offer information, training, and general support for electric car adoption. 

Further information:

Philanthropists and International Aid Agencies

  • Set organizational procurement policies to transition fleets to electric cars.
  • Install charging stations and offer employee benefits for electric car drivers, such as privileged parking areas.
  • Take advantage of any financial incentives such as tax breaks, subsidies, or grants for electric car purchases.
  • Advocate for financial incentives and policies that promote electric car adoption.
  • Advocate for or provide improved charging infrastructure.
  • Offer financial services such as low-interest loans or grants for purchasing electric cars and charging equipment.
  • Offer workshops or support to low-income communities for purchasing and owning electric cars.
  • Work with industry and labor leaders to transition fossil fuel–powered car manufacturing into electric car production.
  • Join international efforts to promote and ensure that environmental and human rights standards are met for supply chains.
  • Advocate for regulations on lithium-ion batteries and investments in recycling facilities.
  • Offer educational resources and one-stop shops for information on electric cars, including demonstrations, cost savings, environmental impact, and maintenance.
  • Create, support, or join partnerships that offer information, training, and general support for electric car adoption.

Further information:

Thought Leaders

  • If purchasing a new car, buy an electric car.
  • Take advantage of financial incentives such as tax breaks, subsidies, or grants for electric car purchases.
  • Share your experiences with electric cars through social media and peer-to-peer networks, highlighting the cost savings, benefits, incentive programs, and troubleshooting tips.
  • Advocate for financial incentives and policies that promote electric car adoption.
  • Advocate for improved charging infrastructure.
  • Help improve the circularity of electric car supply chains through design, advocacy, or implementation.
  • Conduct in-depth life-cycle assessments of electric cars in particular geographies.
  • Research ways to reduce weight and improve the performance of electric cars while appealing to customers.
  • Join international efforts to promote and ensure that environmental and human rights standards are met for supply chains.
  • Create, support, or join partnerships that offer information, training, and general support for electric car adoption.

Further information:

Technologists and Researchers

  • Improve the circularity of supply chains for electric car components.
  • Reduce the amount of critical minerals required for electric car batteries.
  • Innovate low-cost methods to improve safety, labor standards, and supply chains in mining for critical minerals.
  • Research ways to reduce weight and improve the performance of electric cars while appealing to customers.
  • Develop vehicle-grid integration and feasible means of using the electrical capacity of electric cars to manage the broader grid.
  • Improve techniques to repurpose used electric car batteries for stationary energy storage.
  • Develop methods of converting fossil fuel–powered car manufacturing and infrastructure to electric.

Further information:

Communities, Households, and Individuals

  • If purchasing a new car, purchase an electric car.
  • Take advantage of any financial incentives such as tax breaks, subsidies, or grants for electric car purchases.
  • Share your experiences with electric cars through social media and peer-to-peer networks, highlighting the cost-savings, benefits, incentive programs, and troubleshooting tips.
  • Help shift the narrative around electric cars by demonstrating capability and performance.
  • Advocate for financial incentives and policies that promote electric car adoption.
  • Advocate for improved charging infrastructure.
  • Help improve ciricularity of electric car supply chains.
  • Join international efforts to promote and ensure that environmental and human rights standards are met for supply chains.
  • Create, support, or join partnerships that offer information, training, and general support for electric car adoption.

Further information:

“Take Action” Sources

References

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Agusdinata, D. B., Liu, W., Eakin, H., & Romero, H. (2018). Socio-environmental impacts of lithium mineral extraction: Towards a research agenda. Environmental Research Letters, 13(12). Scopus. https://doi.org/10.1088/1748-9326/aae9b1

Anenberg, S. C., Miller, J., Henze, D., & Minjares, R. (2019, February 26). A global snapshot of the air pollution-related health impacts of transportation sector emissions in 2010 and 2015. International Council on Clean Transportation. https://theicct.org/publication/a-global-snapshot-of-the-air-pollution-related-health-impacts-of-transportation-sector-emissions-in-2010-and-2015/

Bloomberg New Energy Finance. (2024). Electric Vehicle Outlook 2024. Bloomberg. https://about.bnef.com/electric-vehicle-outlook/

Carey, J. (2023). The other benefit of electric vehicles. Proceedings of the National Academy of Sciences, 120(3), e2220923120. https://doi.org/10.1073/pnas.2220923120

Castelvecchi, D. (2021). Electric cars and batteries: How will the world produce enough? Nature, 596(7872), 336–339. https://doi.org/10.1038/d41586-021-02222-1

Choma, E. F., Evans, J. S., Hammitt, J. K., Gómez-Ibáñez, J. A., & Spengler, J. D. (2020). Assessing the health impacts of electric vehicles through air pollution in the United States. Environment International, 144, 106015. https://doi.org/10.1016/j.envint.2020.106015

Dillman, K. J., Árnadóttir, Á., Heinonen, J., Czepkiewicz, M., & Davíðsdóttir, B. (2020). Review and Meta-Analysis of EVs: Embodied Emissions and Environmental Breakeven. Sustainability, 12(22), Article 22. https://doi.org/10.3390/su12229390

Electric vehicle database. (2024). Energy consumption of full electric vehicles. Electric Vehicle Database. https://ev-database.org/cheatsheet/energy-consumption-electric-car

Fakhrooeian, P., Pitz, V., & Scheppat, B. (2024). Systematic Evaluation of Possible Maximum Loads Caused by Electric Vehicle Charging and Heat Pumps and Their Effects on Common Structures of German Low-Voltage Grids. World Electric Vehicle Journal, 15(2), 49. https://doi.org/10.3390/wevj15020049

Garcia, E., Johnston, J., McConnell, R., Palinkas, L., & Eckel, S. P. (2023). California’s early transition to electric vehicles: Observed health and air quality co-benefits. The Science of the Total Environment, 867, 161761. https://doi.org/10.1016/j.scitotenv.2023.161761

Goetzel, N., & Hasanuzzaman, M. (2022). An empirical analysis of electric vehicle cost trends: A case study in Germany. Research in Transportation Business & Management, 43, 100825. https://doi.org/10.1016/j.rtbm.2022.100825

Guarnieri, M., & Balmes, J. R. (2014). Outdoor air pollution and asthma. Lancet, 383(9928), 1581–1592. https://doi.org/10.1016/S0140-6736(14)60617-6

IEA. (2022). Electric Vehicles: Total Cost of Ownership Tool. IEA. https://www.iea.org/data-and-statistics/data-tools/electric-vehicles-total-cost-of-ownership-tool

IEA. (2024). Global EV Outlook 2024. International Energy Agency. https://www.iea.org/reports/global-ev-outlook-2024

International Council on Clean Transportation. (2024). Clearing the air: Why EVs can outperform conventional vehicles in freezing temperatures. International Council on Clean Transportation. https://theicct.org/clearing-the-air-why-evs-can-outperform-conventional-vehicles-in-freezing-temperatures-oct24/

International Transport Forum. (2020). Good to Go? Assessing the Environmental Performance of New Mobility (Corporate Partnership Board). OECD. https://www.itf-oecd.org/sites/default/files/docs/environmental-performance-new-mobility.pdf

IPCC. (2022). Mitigation of Climate Change. Contribution of Working Group III to the Sixth Assessment Report of the Intergovernmental Panel on Climate Change. Cambridge. https://www.ipcc.ch/report/ar6/wg3/downloads/report/IPCC_AR6_WGIII_FullReport.pdf

Jones, S. J. (2019). If electric cars are the answer, what was the question? British Medical Bulletin, 129(1), 13–23. https://doi.org/10.1093/bmb/ldy044

Kerr, G. H., Goldberg, D. L., & Anenberg, S. C. (2021). COVID-19 pandemic reveals persistent disparities in nitrogen dioxide pollution. Proceedings of the National Academy of Sciences, 118(30), e2022409118. https://doi.org/10.1073/pnas.2022409118

Kittner, N., Tsiropoulos, I., Tarvydas, D., Schmidt, O., Staffell, I., & Kammen, D. M. (2020). Chapter 9—Electric vehicles. In M. Junginger & A. Louwen (Eds.), Technological Learning in the Transition to a Low-Carbon Energy System (pp. 145–163). Academic Press. https://doi.org/10.1016/B978-0-12-818762-3.00009-1

Larson, E., Grieg, C., Jenkins, J., Mayfield, E., Pascale, A., Zhang, C., Drossman, J., Williams, R., Pacala, S., Socolow, R., Baik, E., Birdesy, R., Duke, R., Jones, R., Haley, B., Leslie, E., Paustain, K., & Swan, A. (2021). Net-Zero America: Potential Pathways, Infrastructure, and Impacts. Princeton University. https://lpdd.org/resources/princeton-report-net-zero-america/

Melaina, M., Bush, B., Eichman, J., Wood, E., Stright, D., Krishnan, V., Keyser, D., Mai, T., & McLaren, J. (2016). National Economic Value Assessment of Plug-in Electric Vehicles: Volume I (No. NREL/TP-5400-66980). National Renewable Energy Lab. (NREL), Golden, CO (United States). https://doi.org/10.2172/1338175

Milovanoff, A., Posen, I. D., & MacLean, H. L. (2020). Electrification of light-duty vehicle fleet alone will not meet mitigation targets. Nature Climate Change, 1–6. https://doi.org/10.1038/s41558-020-00921-7

Mofolasayo, A. (2023). Assessing and Managing the Direct and Indirect Emissions from Electric and Fossil-Powered Vehicles. Sustainability, 15(2), Article 2. https://doi.org/10.3390/su15021138

Nguyen, C. T. P., Nguyễn, B.-H., Ta, M. C., & Trovão, J. P. F. (2023). Dual-Motor Dual-Source High Performance EV: A Comprehensive Review. Energies, 16(20), Article 20. https://doi.org/10.3390/en16207048

Nickel Institute. (2021a). Asia Pacific and UK Automotive ICE vs EV Total Cost of Ownership. https://nickelinstitute.org/media/8d993d1b8165b23/tco-asia-pacific-automotive.pdf

Nickel Institute. (2021b). European Union and UK Automotive ICE vs EV Total Cost of Ownership. https://nickelinstitute.org/media/8d9058c08d2bcf2/avicenne-study-tco-eu-and-uk-automotive.pdf

Nickel Institute. (2021c). North American Automotive ICE vs EV Total Cost of Ownership. https://nickelinstitute.org/media/8d993d0fd3dfd5b/tco-north-american-automotive-final.pdf

Pan, S., Yu, W., Fulton, L. M., Jung, J., Choi, Y., & Gao, H. O. (2023). Impacts of the large-scale use of passenger electric vehicles on public health in 30 US. metropolitan areas. Renewable and Sustainable Energy Reviews, 173, 113100. https://doi.org/10.1016/j.rser.2022.113100

Pennington, A. F., Cornwell, C. R., Sircar, K. D., & Mirabelli, M. C. (2024). Electric vehicles and health: A scoping review. Environmental Research, 251, 118697. https://doi.org/10.1016/j.envres.2024.118697

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https://doi.org/10.1029/2020GH000275 

Ravi, S. S., & Aziz, M. (2022). Utilization of Electric Vehicles for Vehicle-to-Grid Services: Progress and Perspectives. Energies, 15(2), Article 2. https://doi.org/10.3390/en15020589

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Credits

Lead Fellow

  • Cameron Roberts, Ph.D.

Contributors

  • Ruthie Burrows, Ph.D.

  • James Gerber, Ph.D.

  • Daniel Jasper

  • Heather Jones, Ph.D.

  • Heather McDiarmid, Ph.D.

  • Alex Sweeney

Internal Reviewers

  • Aiyana Bodi

  • James Gerber, Ph.D.

  • Hannah Henkin

  • Jason Lam

  • Ted Otte

  • Amanda Smith, Ph.D.

Methods and Supporting Data

Methods and Supporting Data

Comments / Questions

  • Greenhouse gas quantity expressed relative to CO₂ with the same warming impact over 100 years, calculated by multiplying emissions by the 100-yr GWP for the emitted gases.

  • Greenhouse gas quantity expressed relative to CO₂ with the same warming impact over 20 years, calculated by multiplying emissions by the 20-yr GWP for the emitted gases.

  • Reducing greenhouse gas concentrations in the atmosphere by preventing or reducing emissions.

  • The process of increasing the acidity of water or soil due to increased levels of certain air pollutants.

  • Benefits of climate solutions that extend beyond their ability to reduce emissions or store carbon (e.g., benefits to public health, water quality, biodiversity, advancing human rights).

  • The extent to which emissions reduction or carbon removal is above and beyond what would have occurred without implementing a particular action or solution.

  • An upper limit on solution adoption based on physical or technical constraints, not including economic or policy barriers. This level is unlikely to be reached and will not be exceeded.

  • The quantity and metric to measure implementation for a particular solution that is used as the reference unit for calculations within that solution.

  • Farming practices that work to create socially and ecologically sustainable food production.

  • Addition of trees and shrubs to crop or animal farming systems.

  • Spread out the cost of an asset over its useful lifetime.

  • A crop that live one year or less from planting to harvest; also called annual.

  • black carbon

  • Made from material of biological origin, such as plants, animals, or other organisms.

  • A renewable energy source generated from organic matter from plants and/or algae.

  • An energy source composed primarily of methane and CO₂ that is produced by microorganisms when organic matter decomposes in the absence of oxygen.

  • Carbon stored in biological matter, including soil, plants, fungi, and plant products (e.g., wood, paper, biofuels). This carbon is sequestered from the atmosphere but can be released through decomposition or burning.

  • Living or dead renewable matter from plants or animals, not including organic material transformed into fossil fuels. Peat, in early decay stages, is partially renewable biomass.

  • A type of carbon sequestration that captures carbon from CO₂ via photosynthesis and stores it in soils, sediments, and biomass, distinct from sequestration through chemical or industrial pathways.

  • A climate pollutant, also called soot, produced from incomplete combustion of organic matter, either naturally (wildfires) or from human activities (biomass or fossil fuel burning).

  • High-latitude (>50°N or >50°S) climate regions characterized by short growing seasons and cold temperatures.

  • The components of a building that physically separate the indoors from the outdoor environment.

  • Businesses involved in the sale and/or distribution of solution-related equipment and technology, and businesses that want to support adoption of the solution.

  • A chemical reaction involving heating a solid to a high temperature: to make cement clinker, limestone is calcined into lime in a process that requires high heat and produces CO₂.

  • A four-wheeled passenger vehicle.

  • Technologies that collect CO₂ before it enters the atmosphere, preventing emissions at their source. Collected CO₂ can be used onsite or in new products, or stored long term to prevent release.

  • A greenhouse gas that is naturally found in the atmosphere. Its atmospheric concentration has been increasing due to human activities, leading to warming and climate impacts.

  • Total GHG emissions resulting from a particular action, material, technology, or sector.

  • Amount of GHG emissions released per activity or unit of production. 

  • A marketplace where carbon credits are purchased and sold. One carbon credit represents activities that avoid, reduce, or remove one metric ton of GHG emissions.

  • A colorless, odorless gas released during the incomplete combustion of fuels containing carbon. Carbon monoxide can harm health and be fatal at high concentrations.

  • Activities or technologies that pull CO₂ out of the atmosphere, including enhancing natural carbon sinks and deploying engineered sinks.

  • Long-term storage of carbon in soils, sediment, biomass, oceans, and geologic formations after removal of CO₂ from the atmosphere or CO₂ capture from industrial and power generation processes.

  • carbon capture and storage

  • carbon capture, utilization, and storage

  • A binding ingredient in concrete responsible for most of concrete’s life-cycle emissions. Cement is made primarily of clinker mixed with other mineral components.

  • methane

  • Gases or particles that have a planet-warming effect when released to the atmosphere. Some climate pollutants also cause other forms of environmental damage.

  • A binding ingredient in cement responsible for most of the life-cycle emissions from cement and concrete production.

  • carbon monoxide

  • Neighbors, volunteer organizations, hobbyists and interest groups, online communities, early adopters, individuals sharing a home, and private citizens seeking to support the solution.

  • A solution that potentially lowers the benefit of another solution through reduced effectiveness, higher costs, reduced or delayed adoption, or diminished global climate impact.

  • A farming system that combines reduced tillage, cover crops, and crop rotations.

  • carbon dioxide

  • A  measure standardizing the warming effects of greenhouse gases relative to CO₂. CO₂-eq is calculated as quantity (metric tons) of a particular gas multiplied by its GWP.

  • carbon dioxide equivalent

  • The process of cutting greenhouse gas emissions (primarily CO₂) from a particular sector or activity.

  • A solution that works slower than gradual solutions and is expected to take longer to reach its full potential.

  • Microbial conversion of nitrate into inert nitrogen gas under low-oxygen conditions, which produces the greenhouse gas nitrous oxide as an intermediate compound.

  • Greenhouse gas emissions produced as a direct result of the use of a technology or practice.

  • Ability of a solution to reduce emissions or remove carbon, expressed in CO₂-eq per installed adoption unit. Effectiveness is quantified per year when the adoption unit is cumulative over time.

  • Greenhouse gas emissions accrued over the lifetime of a material or product, including as it is produced, transported, used, and disposed of.

  • Solutions that work faster than gradual solutions, front-loading their impact in the near term.

  • Methane produced by microbes in the digestive tracts of ruminant livestock, such as cattle, sheep and goats.

  • environmental, social, and governance

  • exchange-traded fund

  • A process triggered by an overabundance of nutrients in water, particularly nitrogen and phosphorus, that stimulates excessive plant and algae growth and can harm aquatic organisms.

  • The scientific literature that supports our assessment of a solution's effectiveness.

  • A group of human-made molecules that contain fluorine atoms. They are potent greenhouse gases with GWPs that can be hundreds to thousands times higher than CO₂.

  • food loss and waste

  • Food discarded during pre-consumer supply chain stages, including production, harvest, and processing.

  • Food discarded at the retail and consumer stages of the supply chain.

  • Combustible materials found in Earth's crust that can be burned for energy, including oil, natural gas, and coal. They are formed from decayed organisms through prehistoric geological processes.

  • greenhouse gas

  • gigajoule or billion joules

  • The glass layers or panes in a window.

  • A measure of how effectively a gas traps heat in the atmosphere relative to CO₂. GWP converts greenhouse gases into CO₂-eq emissions based on their 20- or 100-year impacts.

  • A solution that has a steady impact so that the cumulative effect over time builds as a straight line. Most climate solutions fall into this category.

  • A gas that traps heat in the atmosphere, contributing to climate change.

  • metric gigatons or billion metric tons

  • global warming potential

  • hectare

  • household air pollution

  • Number of years a person is expected to live without disability or other limitations that restrict basic functioning and activity.

  • A unit of land area comprising 10,000 square meters, roughly equal to 2.5 acres.

  • hydrofluorocarbon

  • hydrofluoroolefin

  • Particles and gases released from use of polluting fuels and technologies such as biomass cookstoves that cause poor air quality in and around the home.

  • Organic compounds that contain hydrogen and carbon.

  • Human-made F-gases that contain hydrogen, fluorine, and carbon. They typically have short atmospheric lifetimes and GWPs hundreds or thousands times higher than CO₂. 

  • Human-made F-gases that contain hydrogen, fluorine, and carbon, with at least one double bond. They have low GWPs and can be climate-friendly alternatives to HFC refrigerants.

  • internal combustion engine

  • Greenhouse gas emissions produced as a result of a technology or practice but not directly from its use.

  • Device used to power vehicles by the intake, compression, combustion, and exhaust of fuel that drives moving parts.

  • The annual discount rate that balances net cash flows for a project over time. Also called IRR, internal rate of return is used to estimate profitability of potential investments.

  • Individuals or institutions willing to lend money in search of a return on their investment.

  • internal rate of return

  • A measure of energy

  • International agreement adopted in 2016 to phase down the use of high-GWP HFC F-gases over the time frame 2019–2047.

  • A measure of energy equivalent to the energy delivered by 1,000 watts of power over one hour.

  • kiloton or one thousand metric tons

  • kilowatt-hour

  • A land-holding system, e.g. ownership, leasing, or renting. Secure land tenure means farmers or other land users will maintain access to and use of the land in future years.

  • Gases, mainly methane and CO₂, created by the decomposition of organic matter in the absence of oxygen.

  • leak detection and repair

  • Regular monitoring for fugitive methane leaks throughout oil and gas, coal, and landfill sector infrastructure and the modification or replacement of leaking equipment.

  • Relocation of emissions-causing activities outside of a mitigation project area rather than a true reduction in emissions.

  • The rate at which solution costs decrease as adoption increases, based on production efficiencies, technological improvements, or other factors.

  • Percent decrease in costs per doubling of adoption.

  • landfill gas

  • Greenhouse gas emissions from the sourcing, production, use, and disposal of a technology or practice.

  • low- and middle-income countries

  • liquefied petroleum gas

  • A measure of the amount of light produced by a light source per energy input.

  • square meter kelvins per watt (a measure of thermal resistance, also called R-value)

  • marginal abatement cost curve

  • Livestock grazing practices that strategically manage livestock density, grazing intensity, and timing. Also called improved grazing, these practices have environmental, soil health, and climate benefits, including enhanced soil carbon sequestration.

  • A tool to measure and compare the financial cost and abatement benefit of individual actions based on the initial and operating costs, revenue, and emission reduction potential.

  • A greenhouse gas with a short lifetime and high GWP that can be produced through a variety of mechanisms including the breakdown of organic matter.

  • A measure of mass equivalent to 1,000 kilograms (~2,200 lbs).

  • million hectares

  • Soils mostly composed of inorganic materials formed through the breakdown of rocks. Most soils are mineral soils, and they generally have less than 20% organic matter by weight.

  • A localized electricity system that independently generates and distributes power. Typically serving limited geographic areas, mini-grids can operate in isolation or interconnected with the main grid.

  • Reducing the concentration of greenhouse gases in the atmosphere by cutting emissions or removing CO₂.

  • Percent of trips made by different passenger and freight transportation modes.

  • megaton or million metric tons

  • A commitment from a country to reduce national emissions and/or sequester carbon in alignment with global climate goals under the Paris Agreement, including plans for adapting to climate impacts.

  • A gaseous form of hydrocarbons consisting mainly of methane.

  • Chemicals found in nature that are used for cooling and heating, such as CO₂, ammonia, and some hydrocarbons. They have low GWPs and are ozone friendly, making them climate-friendly refrigerants.

  • Microbial conversion of ammonia or ammonium to nitrite and then to nitrate under aerobic conditions.

  • A group of air pollutant molecules composed of nitrogen and oxygen, including NO and NO₂.

  • A greenhouse gas produced during fossil fuel combustion and agricultural and industrial processes. N₂O is hundreds of times more potent than CO₂ at trapping atmospheric heat, and it depletes stratospheric ozone.

  • Social welfare organizations, civic leagues, social clubs, labor organizations, business associations, and other not-for-profit organizations.

  • A material or energy source that relies on resources that are finite or not naturally replenished at the rate of consumption, including fossil fuels like coal, oil, and natural gas.

  • nitrogen oxides

  • nitrous oxide

  • The process of increasing the acidity of seawater, primarily caused by absorption of CO₂ from the atmosphere.

  • An agreement between a seller who will produce future goods and a purchaser who commits to buying them, often used as project financing for producers prior to manufacturing.

  • Productive use of wet or rewetted peatlands that does not disturb the peat layer, such as for hunting, gathering, and growing wetland-adapted crops for food, fiber, and energy.

  • A measure of transporting one passenger over a distance of one kilometer.

  • The longevity of any greenhouse gas emission reductions or removals. Solution impacts are considered permanent if the risk of reversing the positive climate impacts is low within 100 years.

  • A mixture of hydrocarbons, small amounts of other organic compounds, and trace amounts of metals used to produce products such as fuels or plastics.

  • Private, national, or multilateral organizations dedicated to providing aid through in-kind or financial donations.

  • An atmospheric reaction among sunlight, VOCs, and nitrogen oxide that leads to ground-level ozone formation. Ground-level ozone, a component of smog, harms human health and the environment.

  • passenger kilometer

  • particulate matter

  • Particulate matter 2.5 micrometers or less in diameter that can harm human health when inhaled.

  • Elected officials and their staff, bureaucrats, civil servants, regulators, attorneys, and government affairs professionals.

  • System in a vehicle that generates power and delivers it to the wheels. It typically includes an engine and/or motor, transmission, driveshaft, and differential.

  • People who most directly interface with a solution and/or determine whether the solution is used and/or available. 

  • The process of converting inorganic matter, including carbon dioxide, into organic matter (biomass), primarily by photosynthetic organisms such as plants and algae.

  • Defined by the International Union for the Conservation of Nature as: "A clearly defined geographical space, recognised, dedicated and managed, through legal or other effective means, to achieve the long-term conservation of nature with associated ecosystem services and cultural values". References to PAs here also include other effective area-based conservation measures defined by the IUCN. 

  • Very large or small numbers are formatted in scientific notation. A positive exponent multiplies the number by powers of ten; a negative exponent divides the number by powers of ten.

  • Small-scale family farmers and other food producers, often with limited resources, usually in the tropics. The average size of a smallholder farm is two hectares (about five acres).

  • soil organic carbon

  • Carbon stored in soils, including both organic (from decomposing plants and microbes) and inorganic (from carbonate-containing minerals).

  • Carbon stored in soils in organic forms (from decomposing plants and microbes). Soil organic carbon makes up roughly half of soil organic matter by weight.

  • Biologically derived matter in soils, including living, dead, and decayed plant and microbial tissues. Soil organic matter is roughly half carbon on a dry-weight basis.

  • soil organic matter

  • sulfur oxides

  • sulfur dioxide

  • The rate at which a climate solution physically affects the atmosphere after being deployed. At Project Drawdown, we use three categories: emergency brake (fastest impact), gradual, or delayed (slowest impact).

  • Climate regions between latitudes 23.4° to 35° above and below the equator characterized by warm summers and mild winters.

  • A polluting gas produced primarily from burning fossil fuels and industrial processes that directly harms the environment and human health.

  • A group of gases containing sulfur and oxygen that predominantly come from burning fossil fuels. They contribute to air pollution, acid rain, and respiratory health issues.

  • Processes, people, and resources involved in producing and delivering a product from supplier to end customer, including material acquisition.

  • metric tons

  • Technology developers, including founders, designers, inventors, R&D staff, and creators seeking to overcome technical or practical challenges.

  • Climate regions between 35° to 50° above and below the equator characterized by moderate mean annual temperatures and distinct seasons, with warm summers and cold winters.

  • A measure of how well a material prevents heat flow, often called R-value or RSI-value for insulation. A higher R-value means better thermal performance.

  • Individuals with an established audience for their work, including public figures, experts, journalists, and educators.

  • Low-latitude (23.4°S to 23.4°N) climate regions near the Equator characterized by year-round high temperatures and distinct wet and dry seasons.

  • United Nations

  • Self-propelled machine for transporting passengers or freight on roads.

  • A measure of one vehicle traveling a distance of one kilometer.

  • vehicle kilometer

  • volatile organic compound

  • Gases made of organic, carbon-based molecules that are readily released into the air from other solid or liquid materials. Some VOCs are greenhouse gases or can harm human health.

  • watt

  • A measure of power equal to one joule per second.

  • A subset of forest ecosystems that may have sparser canopy cover,  smaller-stature trees, and/or trees characterized by basal branching rather than a single main stem.

  • year

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