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The report establishes ten sectoral benchmarks for 2020–2025 to align with the 1.5°C goal of the Paris Agreement, emphasizing the need for large-scale technology diffusion and sector transformations over marginal efficiency gains. Key targets include a total ban on new coal power plants, a 30% reduction in emissions from the existing coal fleet by 2025, and ensuring all new buildings are fossil-free and near-zero energy by 2020.

Royal DSM is developing patented bioconversion technologies, such as yeast and enzymes, to optimize biofuel production and maximize yields. In partnership with POET, the company established the first commercial-scale cellulosic biofuel plant in the United States, which converts corn crop residue into fuel. As a founding member of the below50 campaign, DSM advocates for a multi-stakeholder approach to overcome legislative and financial barriers to low-carbon fuels. The company argues that sustainable biofuels are essential for decarbonizing aviation, maritime, and road transport, particularly for existing combustion engine vehicles. DSM emphasizes that consistent and proactive government policies, such as the US Renewable Fuel Standard, are critical to providing the investment certainty needed to scale these technologies globally.

Friends of the Earth International criticizes the UN Convention on Biological Diversity's 2017 theme of tourism, asserting that mass tourism causes significant ecological devastation and human rights abuses. The statement contends that 'sustainable tourism' initiatives are often superficial and that the industry's growth—particularly in aviation—is incompatible with climate and biodiversity goals. It advocates for policies that prioritize the self-determination of local and indigenous communities over the interests of transnational corporations.

Friends of the Earth International criticizes the UN Convention on Biodiversity for promoting tourism as a tool for biodiversity conservation. The statement argues that mainstream tourism leads to the eviction of indigenous peoples, destruction of ecosystems like mangrove forests, and excessive resource consumption, including high water usage and food waste. It highlights that 5% of global emissions are linked to tourism and warns that the aviation industry's planned 700% growth by 2050, supported by REDD offsets, is unsustainable. The document calls for a fundamental change in the tourism business model and policies that prioritize the rights and self-determination of local communities over corporate profit.

A coalition of NGOs argues that the expansion of Vienna airport is incompatible with Austria's climate goals and the Paris Agreement. They highlight that aviation is the most carbon-intensive transport mode, benefiting from tax exemptions and an ineffective carbon offsetting scheme (CORSIA), and call for the end of airport expansions and fuel tax exemptions to meet emission reduction targets.

Carbon Market Watch urges the end of the UN's Clean Development Mechanism (CDM) following a European Commission study by the Öko-Institut. The study indicates that 85% of analyzed projects and 73% of the potential credit supply from 2013 to 2020 are unlikely to provide real, measurable, and additional emission reductions. Such credits could potentially increase global greenhouse gas emissions by over 3.5 billion tonnes of CO2. The organization specifically warns against the aviation industry using these ineffective credits through the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) to avoid greenwashing.

The document argues that replacing the EU ETS with CORSIA for European flights would significantly reduce climate ambition and breach the Paris Agreement. It criticizes CORSIA for lacking legally binding status until 2027, relying solely on offsets, and lacking in-sector reduction requirements. The authors demand that the EU ETS cover all domestic and international flights from 2017 unless CORSIA is substantially strengthened in its targets, legal binding date, accounting rules, and in-sector reduction requirements.

Carbon Market Watch argues that the European Parliament failed to strengthen the 'polluter pays principle' by rejecting a carbon border tax and free permit phase-out for the cement sector. While the Parliament decided to include shipping in the EU ETS and strengthen aviation rules, it voted to maintain a 2.2% annual emissions cap reduction rate rather than increasing it to 2.4%.

The document examines the role of offsetting in the aviation sector, specifically within the context of the International Civil Aviation Organization's (ICAO) goal to limit net emissions growth to 2020 levels. It highlights the establishment of the Carbon Offset and Reduction Scheme for International Aviation (CORSIA), noting that due to exemptions and non-participation by certain states, it is expected to cover only about three quarters of emissions above 2020 levels. The report aims to analyze the offsetting practices of over 30 air carriers to provide insights into industry trends and the quality of offsets used, which is critical given that cumulative demand for offsets through 2040 could reach nearly eight billion tonnes.

The document argues that the ICAO's CORSIA scheme is insufficient to achieve carbon neutral growth by 2020 or align aviation with the Paris Agreement's 1.5 degree warming limit. It highlights the need for further regional and national efforts to address aviation's climate impact and provides recommendations for maintaining European ambition.

The author contends that while Jeremy Corbyn's leadership restores left-wing politics to the UK Labour Party, it does not eclipse the Green Party. The author distinguishes between the 'left-right' political spectrum and the 'ecology spectrum,' arguing that Corbyn's support for coal-mining in South Wales and airport expansion in London demonstrates a commitment to 'outdated grey politics' and economic growth that contradicts ecological necessity. The text suggests that the Green Party's unique value lies in prioritizing planetary boundaries and land reform over the 'unreconstructed socialist industrial productivism' associated with Corbyn and certain trade unions.

The document asserts that aviation is the fastest growing and most carbon intensive transport mode, contributing 5% of global warming. It criticizes ICAO's current approach as inadequate, focusing on limiting growth rather than reducing emissions. The brief calls for the removal of aviation fuel tax and VAT exemptions, the implementation of binding emissions reduction budgets for 2030 and 2050, and a more proactive EU role in ensuring the environmental integrity of a Global Market-Based Mechanism (GMBM). It also suggests shifting focus toward rail infrastructure to reduce aviation dependence.

The paper evaluates pathways to decarbonise the UK transport sector by 2050, finding that while road and rail can reach zero CO2 emissions, aviation and shipping remain significant barriers.

The author contends that energy efficiency is a disruptive technology that, through 'integrative design,' can provide energy services more cheaply than supply-side production. By optimizing entire systems rather than individual components, the author claims significant reductions in energy use are possible in buildings, industrial processes, and transport. A central focus is placed on the automotive sector, where 'ultralighting' and electrification could realistically eliminate US motor-fuel demand by 2050. The text warns that oil and gas companies face existential risks as demand-side innovations make hydrocarbons uncompetitive, suggesting these firms pivot toward efficiency and renewable energy investments.

Earthjustice evaluates President Obama's 2013 Climate Action Plan (CAP), noting its focus on coal-fired power plants and energy efficiency but criticizing its 'overly soft approach' to methane emissions and the omission of carbon limits for oil refineries, shipping, and aviation.

A group of international environmental and science organizations called on IATA to support a global market-based measure (MBM) to reduce aviation emissions. The letter argues that technical and operational measures alone are insufficient to meet climate targets and that a fragmented approach of domestic policies will not achieve science-based goals. The signatories demand that any MBM include science-compatible targets, strict compliance, and limited access to offsets.

The 2010 flight disruptions caused by the Eyjafjallajokull eruption primarily affected African countries dependent on air-transported agricultural perishables, such as flower exporters in East Africa. While bulk commodity trade via sea remained stable, the crisis highlighted the vulnerability of relying on Europe as a primary trading partner. The author argues that African nations must diversify their trade partners, specifically exploring South-South trade with emerging economies like Brazil, India, and China, to mitigate risks from future natural disasters or trade restrictions.

The report evaluates two scenarios for the UK transport sector's CO2 emissions by 2050: Business-as-usual (BAU) and Maximum Impact (MI). While road and rail transport can achieve total decarbonisation through a combination of demand reduction and a shift to carbon-neutral electricity, aviation and shipping remain problematic. The MI scenario achieves a 76% overall reduction in transport CO2 emissions compared to BAU, but falls short of zero carbon due to the technical challenges of the aviation and shipping sectors. Key recommendations include the re-introduction of a fuel price escalator, urban densification, and the complete electrification of the rail network.

The report critiques the DfT's cost-benefit analysis for Heathrow expansion, arguing that the projected ₤9 billion in 'generated user benefits' is based on speculative and biased assumptions regarding airfare, fuel costs, and passenger demand. It contends that without these theoretical benefits, the project's costs would outweigh its benefits by ₤3-5 billion. The authors highlight ethical concerns, noting that the benefits accrue primarily to wealthy travelers and aviation investors, while the environmental and social costs are borne by local low-income communities.

The report finds that UK baby boomers (50-64) have the highest carbon footprint due to high spending on travel and consumption, while the oldest group (75+) has the highest climate impact per pound spent, primarily due to home heating. Despite general fear and motivation to act, older adults face barriers such as the cost of public transport and high capital costs for home energy efficiency.