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The document calls for financial institutions to stop supporting new metallurgical coal mines and to require steel companies to adopt decarbonization targets. It highlights that steel plants in several European countries were among the highest CO2 emitters in 2019 and suggests that hydrogen and electric arc furnaces powered by renewables are viable paths toward decarbonization.

The document analyzes the impact of the COVID-19 pandemic on the EU carbon market, noting a price drop of nearly 40% to just above €15/ton CO2 as of 25 March 2020. It argues that the current Market Stability Reserve (MSR) is unfit for handling sudden surpluses and proposes specific legislative reforms, including increasing the intake rate to 36% from 2024 and raising the linear reduction factor to at least 4.2%. The author warns against using the health crisis to weaken climate policies or provide unfounded subsidies to polluting sectors like aviation, steel, chemicals, and cement, urging governments to ensure post-pandemic recovery packages support the green transition.

Carbon Market Watch contends that warnings of a credit shortage for the aviation sector's CORSIA market are 'scaremongering' and that there is sufficient supply to meet demand. The author argues that the ICAO Council should restrict eligible offsets to high-quality projects started in 2020 or later to avoid a flood of cheap, ineffective credits, such as those from the Clean Development Mechanism (CDM).

Italy provides an annual average of USD 13.7 billion in total government support to fossil fuels (2017–2019), dominated by USD 11.2 billion for fossil fuel consumption via tax credits and exemptions on diesel and petroleum. While Italy has phased out support for coal production, it increased public finance for fossil fuels by 33% between 2014 and 2018, primarily for oil and gas production. The document also notes a USD 3.3 billion COVID-19 bailout for Alitalia and describes Italy's transparency regarding environmentally harmful subsidies as mediocre.

The International Coalition for Sustainable Aviation (ICSA) has called for greater transparency in the ICAO Technical Advisory Body's (TAB) process for determining eligible offset programmes under CORSIA. ICSA argues that the current lack of transparency contradicts TAB's own Terms of Reference and undermines the credibility of the market-based measure. Specifically, ICSA demands the publication of public consultation inputs from summer 2019, the restoration of direct access to the Programme Testing Group's procedures and guidelines, and the public release of TAB's recommendations before the ICAO Council makes its final decision.

The aviation sector lacks an official international climate target, with emissions growing exponentially and projected to increase by 300% by 2050 compared to 2015. The author criticizes CORSIA as a weak measure and warns that recognizing it as the sole global market-based measure could undermine the European Union Emissions Trading System (EU ETS).

The Green Economy Coalition responds to the UK Committee on Climate Change's (CCC) recommendation for the UK to reach net-zero emissions by 2050. While welcoming the target as a roadmap for other economies, the Coalition argues that net-zero by 2050 is a minimum starting point and may be too cautious regarding technology and societal change. The document emphasizes that decarbonization alone is insufficient, calling for a transition to a green economy that addresses biodiversity loss, ensures a just transition through deliberative democracy, and implements Green New Deal policies to prevent corporate monopolies over new green infrastructure.

The briefing evaluates eight carbon offset programs—including CDM, VCS, and Gold Standard—against ICAO's Program Design Elements for CORSIA. It concludes that no program currently complies with all eligibility criteria, primarily due to uncertainties regarding international accounting rules to prevent double counting. Furthermore, the author argues that the Program Design Elements alone cannot exclude credits lacking environmental value, necessitating the application of the Carbon Offset Credit Integrity Assessment Criteria.

The document outlines a review of sustainable consumption drivers, emphasizing that behaviour is shaped by a complex matrix of pricing, technology, social norms, and infrastructure. It argues for a shift from targeting individuals to addressing the 'organization of practices' and whole systems to avoid rebound effects. The report also notes a lack of nuanced research on the intersection of gender and consumption patterns.

The Stockholm Environment Institute (SEI) collaborated with Umeå municipality to translate a 2018 resident survey into a climate footprint estimation tool. This tool allows the municipality to compare local consumption-based emissions with national averages and identify specific demographic drivers of emissions. Findings revealed that while residents in their 20s have more climate-smart diets, they have higher footprints for furniture, and that higher-income groups generally have larger footprints due to increased consumption of red meat, clothing, and flights.

The briefing asserts that aviation emissions are exceeding forecasts and that the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) is inadequate for achieving climate stability targets.

The report analyzes the consumption-based greenhouse gas emissions of Umeå residents, finding an average footprint of 9.77 tonnes CO2e per person for survey participants (aged 20-84), which scales to 7.6 tonnes CO2e per person for the total population. Travel, particularly aviation and car use, is identified as the primary emission source, followed by food. The report identifies 'hotspots' including meat consumption, aviation, and housing energy, and recommends administrative, economic, and informative policy tools to reduce these impacts.

The Environmental and Energy Study Institute criticizes a June 30, 2018, EPA report for omitting a comparative analysis between biofuels and petroleum. The statement asserts that biofuels generally offer better environmental and health outcomes than fossil fuels and highlights the role of cellulosic fuels in reducing methane emissions and waste. It further argues that biofuels are essential for meeting Paris Climate Accord goals, particularly in hard-to-electrify sectors like aviation and shipping.

Carbon Market Watch warns that the development of new supersonic business jets by aviation entrepreneurs and NASA requires new environmental certification for noise and CO2 emissions. The letter argues that these aircraft must meet existing and future subsonic standards to prevent environmental deterioration and uphold the Paris Agreement.

The document argues that the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA), designed to offset CO2 emissions increases above 2020 levels, requires clear guidance under the Paris Agreement. It emphasizes the need for rules to prevent double counting of UNFCCC units, ensure transparent communication of aviation sector progress, and improve public access to information.

Carbon Market Watch analyzes Sweden's aviation ticket tax, noting that while the industry opposes it, the tax is too low to reverse the rising trend of aviation emissions. The author argues that a significantly higher carbon price is necessary to either reduce flight demand or incentivize the development of electric aircraft technology.

The aviation sector is a top-ten global emitter that could emit 56 GtCO2 between 2016 and 2050, representing one-quarter of the remaining carbon budget. While CO2 emissions account for 2.1% of the global share, the inclusion of non-CO2 effects increases aviation's contribution to global warming to an estimated 4.9%. The document asserts that current government policy measures are "woefully insufficient" and calls for bold government action to establish long-term decarbonization pathways. A proposed roadmap includes deploying near-term technology, investing in breakthrough clean aviation technologies, strengthening the ICAO CO2 standard, revisiting subsidies, and supporting modal shifts through new mobility solutions.

The report analyzes consumption-based emissions in Sweden, highlighting that emissions generated abroad for Swedish consumption have increased by nearly 50% since the early 1990s. It identifies meat consumption and air travel as critical 'hotspots' due to their high climate impact per unit and high frequency of use. The authors argue that current policy instruments are insufficient and recommend a shift toward transformational changes, such as establishing a vegetarian norm in the public sector and investing in high-speed rail, alongside the creation of national consumption-based emission targets for 2030 and 2045.

The document describes CORSIA as the first global market-based climate measure for a sector, agreed upon by 191 countries via ICAO. While acknowledging its importance, the author argues that stabilizing emissions at 2020 levels is insufficient to meet Paris Agreement temperature goals and requires additional state and regional government action. It also outlines the five technical components of the 'CORSIA Package' distributed in December 2017, covering emissions coverage, monitoring, unit quality, sustainable fuels, and compliance reporting.

The guide critiques the ICAO's CORSIA scheme, arguing that offsetting is incompatible with Paris Agreement goals and prone to failures seen in the UN Clean Development Mechanism (CDM), such as lack of additionality and human rights violations.