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The National Program for fuel efficiency and emissions standards is a cornerstone of Connecticut's strategy to reduce transportation emissions, which account for 40 percent of the state's total. The Union of Concerned Scientists estimates that the program has already saved Connecticut drivers $324 million since 2011 and reduced oil consumption by 97 million gallons. By 2030, the program is projected to lower the state's global warming emissions by 4.5 million metric tons per year, save consumers $1.5 billion in gas expenses, and create over 4,000 jobs, increasing the state's GDP by more than $1 billion.

The document assesses the impact of the US National Program's fuel efficiency and emissions standards on Massachusetts, highlighting reductions in oil consumption, consumer cost savings, and greenhouse gas emissions. It warns that a federal midterm review of the 2022–2025 standards could jeopardize these benefits, which include projected GDP growth and job creation by 2030.

The National Program for fuel efficiency and emissions standards is a cornerstone of Maryland's strategy to reduce transportation emissions, which account for 38 percent of statewide emissions. The Union of Concerned Scientists estimates that the program has already saved Maryland drivers $535 million in fuel costs since 2011 and reduced annual transportation-related emissions by 754,000 metric tons. By 2030, the program is projected to lower the state's global warming emissions by 9.1 million metric tons per year, create over 6,000 jobs, and increase the state's GDP by more than $1.3 billion.

The National Program for fuel efficiency and emissions standards is a cornerstone of New Jersey's strategy to reduce transportation emissions, which account for 41 percent of statewide emissions. The program has already reduced annual transportation-related emissions in the state by 935,000 metric tons and saved drivers $648 million in fuel costs since 2011. By 2030, the program is projected to lower New Jersey's global warming emissions by 9.3 million metric tons per year, create over 15,000 jobs, and increase the state's GDP by more than $1.5 billion.

The National Program for fuel efficiency and emissions standards is a cornerstone of New York's strategy to reduce transportation emissions, which account for 33 percent of statewide emissions. The program has already reduced annual transportation-related emissions in New York by 2 million metric tons and saved drivers $1.5 billion in fuel costs since 2011. By 2030, the program is projected to lower the state's global warming emissions by 21 million metric tons per year, save consumers $7 billion in gas expenses, create over 40,000 jobs, and increase the state's GDP by more than $6 billion.

The document assesses the impact of the US National Program's fuel efficiency and emissions standards on Pennsylvania, highlighting reductions in global warming emissions, oil consumption, and consumer costs. It argues that maintaining these standards through 2025 is essential for the state to meet its climate goals and stimulate economic growth through job creation and increased GDP.

Green NGOs call on the European Commission to publish the Effort Sharing Decision on 20 July to maintain EU climate leadership and implement the Paris Agreement. They argue that the 2030 targets for sectors not covered by the ETS—including transport, buildings, and agriculture—must be upheld. The statement also warns against using forestry credits as loopholes to avoid reductions in other sectors.

The National Program for fuel efficiency and emissions standards is critical for the Northeast, where passenger vehicles account for over 25% of regional emissions. The program has already reduced oil consumption by 1.3 billion gallons since 2011 and is projected to lower global warming pollution by 75 million metric tons per year by 2030. Economically, it is estimated to save the average Northeast household over $2,400 annually by 2030 and create more than 125,000 regional jobs.

The report details a bottom-up consultation process in Manitoba involving nine group sessions and 67 bilateral meetings between October 2013 and January 2015. It identifies the province's unique emissions profile, dominated by transportation (38.4%) and agriculture (31.3%), and provides a suite of consensus recommendations across governance, regulatory streamlining, and energy efficiency. A significant portion of the document explores carbon pricing options, including a proposed Extended Producer Responsibility (EPR) model and Environmental Fiscal Reform (EFR) such as vehicle registration fee adjustments, to support the transition to a low-carbon economy.

The document outlines the economic and environmental benefits of transitioning Oregon's transportation sector from petroleum to clean fuels, specifically electricity and biofuels. It highlights the cost-effectiveness of electric vehicles (EVs) and the state's potential to produce advanced biofuels from waste, residues, and energy crops. Central to this transition is the Clean Fuels Program, which aims for a 10 percent reduction in carbon emissions per unit of fuel by 2025 and aligns with regional policies in California and British Columbia to create a larger market for low-carbon alternatives.

Carbon Market Watch responds to the EU consultation on the 2030 Effort Sharing Decision (ESD), opposing the use of EU ETS and LULUCF offsets to meet non-ETS targets. The organization argues that such flexibilities risk reducing the EU's 2030 climate ambition and delaying necessary mitigation. Instead, it proposes enhancing transparency in annual emission allocation (AEA) transfers, introducing a central auctioning system for AEAs to support lower-income Member States, and implementing a project-based intra-EU offset mechanism for transformative projects. The response emphasizes the importance of early action and calls for a comprehensive package of EU-wide policies in transport, buildings, agriculture, and waste to ensure the 2030 targets are met without compromising environmental integrity.

A collection of brief policy proposals from UK university scientists advocating for deep emission reductions, the removal of fossil fuel subsidies, and a transition to renewable energy infrastructure to meet global climate targets.

The briefing analyzes Canada's 2014 emissions trends, highlighting a projected 116 Mt gap between 2020 emissions (727 Mt) and the Copenhagen Accord target (611 Mt). While policies in the electricity and transportation sectors provide mitigation, growth in the oil sands and general economic expansion drive emissions upward. The report notes that the oil and gas sector became Canada's largest emission source in 2012 and that significant reductions are concentrated in Ontario due to its coal phase-out, while Alberta sees the most growth.

The document outlines the context for Manitoba's transition to a new climate change and green economy plan, highlighting the province's emissions profile and the critical role of peatlands. It identifies transportation and agriculture as the largest emission sources and discusses the potential for peatlands to either sequester carbon or release GHGs depending on management. The paper also reviews climate policies in other jurisdictions and proposes principles for the new provincial strategy, emphasizing the integration of adaptation and mitigation.

Carbon Market Watch warns that the leaked 2030 Council Conclusions could reduce the effective EU greenhouse gas reduction target from 40% to 26% due to the potential banking of 'hot air' (surplus allowances). The organization criticizes the 40% target as postponing urgent action, opposes the use of EU ETS allowances to meet non-ETS targets, argues against including transport in the EU ETS, and condemns the dynamic allocation of free pollution permits as an industry subsidy.

The report identifies that tourism activities in Chiang Mai municipality emitted approximately 4.4 million tons of CO2 equivalent in 2011, with travel being the primary source of emissions and large hotels being the largest contributing business type.

The document outlines the current state of greenhouse gas emissions in Manitoba, highlighting that the transportation and agriculture sectors are the largest contributors. It reviews previous efforts, such as the Beyond Kyoto plan, and examines climate policies in other jurisdictions like Quebec, British Columbia, and Sweden to inform a new provincial strategy. The paper emphasizes the need to integrate adaptation and mitigation, particularly for the vulnerable agriculture and water sectors, and proposes a set of guiding principles for the new plan. It concludes with a questionnaire designed to gather stakeholder input on barriers, opportunities, and capacity-building needs for reducing emissions and enhancing resilience in Manitoba.

The Effort Sharing Decision (ESD) covers approximately 60% of EU greenhouse gas emissions, focusing on sectors like transport, buildings, and agriculture. The document argues that the 2013-2020 targets were too weak, leading to a projected surplus of 600 million tons of CO2-eq by 2020. It recommends that the 2030 framework significantly increase targets to at least 45% below 2005 levels, exclude international offsets, and maintain a separate pillar for land use, land-use change and forestry (LULUCF) to avoid undermining overall climate ambition.

Carbon Market Watch warns that a leaked draft of the 2030 Council Conclusions contains 'technical loopholes' that could reduce the effective EU greenhouse gas emission reduction target from 40% to as low as 26%. The organization specifically criticizes the potential banking of 'phantom pollution rights' (surplus allowances), the use of afforestation offsets for agriculture, the dynamic allocation of free permits to industry, and the possible inclusion of transport fuels in the EU ETS.

The report finds that King County's 2008 Geographic-plus emissions were 23.4 million MTCO2e, with transportation as the primary source. However, a Consumption-based inventory reveals a much larger footprint of 55 million MTCO2e, driven by the production of imported goods and services. To better manage these emissions, the report recommends a tracking framework focused on a 'core' scope of buildings, transportation, and waste.